SFG1547 REV Bangladesh Regional Waterway Transport Project 1 Environmental and Social Impact Assessment Final Report May 2016 BANGLADESH INLAND WATER TRANSPORT AUTHORITY Government of People’s Republic of Bangladesh Ministry of Shipping Bangladesh Regional Waterway Transport Project 1 Environmental and Social Impact Assessment Final Report May 2016 BANGLADESH INLAND WATER TRANSPORT AUTHORITY Government of People’s Republic of Bangladesh Ministry of Shipping ACRONYMS AND ABBREVIATIONS AAQ Ambient Air Quality ADB Annual Development Budget AIS Alien Invasive Species AR Assessment Report ARC Accidents Research Centre AUC Asian Waterbird Census AWC Asian Waterfowl Census Baor Oxbow Lake BBS Bangladesh Bureau of Statistics BCCSAP Bangladesh Climate Change Strategy and Action Plan BDM Biodiversity Management Consultant BDT Bangladeshi Taka BECA Bangladesh Environment Conservation Act BETS Bangladesh Engineering and Technological Services BFRI Bangladesh Fisheries Research Institute Bangladesh India Protocol on Inland Water Transit and BIPIWTT Trade BIWTA Bangladesh Inland Water Transport Authority BIWTC Bangladesh Inland Water Transport Corporation BIWTMAS Bangladesh Inland Water Transport MASTERPLAN BLI Birdlife International BMD Bangladesh Meterological Department BOBLME Bay of Bengal Large Marine Ecosystem BOD Biochemical Oxygen Demand BOQ Bill of Quantities BRE Brahmaputra Right Embankment BUET Bangladesh University of Engineering and Technology Bangladesh Wildlife (Conservation and Security) Act BWA 2012 BWDB Bangladesh Water Development Board Center for Advance Research in Natural Resources and CARINAM Management CBD Conservation on Biological Diversity CC Climate Change CE Cumilitive Effect CEAP Construction Environmental Action Plan Center for Environmental and Geographic Information CEGIS Services Convention on International Trade in Endangered CITES Species of Flora and Fauna CMS Convention on Migratory Species i Final Report COD Chemical Oxygen Demand CPA Chittagong Port Authority CPD Conservancy and Pilotage Department CR Critically Endangered CSC Construction Supervision Consultants DAE Department of Agriculture Extension DC Deputy Commissioner D-C corridor Dhaka-Chittagong corridor DO Dissolved Oxygen DoE Department of Environment DoF Department of Fisheries DoS Department of Shipping DPHE Department of Public Health and Engineering DSC Dredging Supervision Consultant Duars Deepest hole in the river EC Electric Conductivity ECA Environmental Conservation Act ECC Environmental Clearance Certificate ECDS Electronic Chart Display Information System EcIA Ecological Impact Assessment ECoPs Environmental Codes of Practice ECR Environment Conservation Rules EGIS Environmental and Geographic Information Services EHS Environmental, Health and Safety EIA Environmental Impact Assessment EMF Environmental Management Framework EMP Environmental Management Plan EMS Environmental Monitoring System EN Endangered ENRAC Environment and Resource Analysis Center Limited ES Environment Specialist E&S Environment and Social ESIA Environmental and Social Impact Assessment ESW Economic and Sector Work EU European Union FCDI Flood Control Drainage and Irrigation FD Forest Department FGD Focus Group Discussion FY Fiscal Year GDP Gross Domestic Product GIIP Good International Industry Practice GoB Government of Bangladesh GPS Global Positioning System ii Final Report GW Ground Water HIV Human Immunodeficiency Virus HSE Health, Safety & Environment IBA Important Bird Area ICM Information and Consultation Meeting IECs Important Environmental Components IEE Initial Environmental Examination IFC International Finance Corporation IMO International Maritime Organisation IMTP Integrated Multimodal Transport Policy IPCC Intergovernmental Panel on Climate Chance IPPC Integrated Pollution Prevention and Control IUCN International Union for Conservation of Nature IWC International Waterbird Census IWM Institute of Water Modelling IWT Inland Water Transport KMC Knowledge Management Consultants LAD Least Available Depth LCC Location Clearance Certificate LGI Local Government Institute LRP Land Reclamation Project MARPOL 73/78 Marine Pollution 73/78 MCCI Metropolitan Chamber of Commerce Industries M&E Monitoring & Evaluation MES Meghna Estuary Study MOS Ministry of Shipping MPA Mongla Port Authority MSDS Material Safety Data Sheets NBSAP National Biodiversity Strategy and Action Plan NEDCO The Netherlands Engineering Consultants NGOs Non-Governmental Organization NLUP National Land Use Policy National Oceanographic and Atmospheric NOAA Administration NOCs No Objection Certificates NSPAR National Strategy for Accelerated Poverty Reduction NWA National Water Act NWMP National Water Management Plan NWP National Water Policy OHS Occupational Health and Safety O&M Operations & Maintenance OP Operational Policy OPRC Oil Pollution Preparedness Response and Cooperation iii Final Report The Conservation for the Protection of Marine Environment of the North-East Atlantic (The OSPAR OSPAR Convention) was adopted in Paris, France in September 1992 and entered into force in March 1998 PBC Performance Based Contracting PCBs Polychlorinated Biphenyl PD Project Director PIA Project Influenced Area PIs Performance Indicators PIU Project Implementation Unit PMU Project Management Unit PMBP The Padma Multipurpose Bridge Project POPs Persistent Organic Pollutant PPE Personnel Protective Equipment ppt parts per thousand PRA Participatory Rural Appraisal PRRA Participatory Rapid Rural Appraisal PRSP Poverty Reduction Strategy Paper PWD Public Works Department Ramsar Convention on Wetlands of International Significance RAP Rapid Action Plan RDB Red Data Book RETF Recipient-Executed Trust-Funded RMIP The River Management Improvement Program RPF Resettlement Policy Framework RRA Rapid Rural Appraisal RTW River Training Works SCC Site Clearance Certificate SES Socio-Ecological System SIA Social Impact Assessment SMPs Social Management Plans SRDI Soil Research and Development institute SSC Species Survival Commission SSC Suspended Sediment Concentration STD Sexually Transmitted Disease STI Sexually Transmitted Infections SWOT Strengths, Weaknesses, Opportunities and Threats TDS Total Dissolved Solids TOC Total Org ni C r on ToC Table of Contents TOR Terms of Reference TSS Total Suspended Solids UNEP United Nations Environment Program VECs Valued Environmental Components iv Final Report VESCs Valued Environmental and Social Components VU Vulnerable WB World Bank WBG World Bank Group WI Wetland International WPE Waterbird Population Estimate WWF World Wide Fund for Nature v Final Report Contents 1 Introduction................................................................................................... 1 1.1 Background............................................................................................................. 1 1.1 Rationale of the Project ........................................................................................... 3 1.2 Project Development Objectives ............................................................................. 4 1.1.1 Project Components ........................................................................................ 6 1.1.2 Brief descriptions of interventions .................................................................... 8 1.3 Environmental and Social Assessment ................................................................... 8 1.1.3 Purpose of ESIA .............................................................................................. 8 1.1.4 Project influence area and study areas ............................................................ 8 1.1.5 Study Methodology .......................................................................................... 9 1.1.6 Contents of the ESIA Report .......................................................................... 13 2 Legal and Regulatory Framework ............................................................ 15 2.1 Introduction ........................................................................................................... 15 2.1.1 Relevant National Legislations and Policies in Bangladesh............................ 15 2.1.2 Compliance with DOE EIA Guidelines ........................................................... 28 2.2 International Treaties ............................................................................................ 31 2.3 World Bank Safeguard Policies ............................................................................. 40 2.3.1 Overview of OPs and Guidelines ................................................................... 40 2.4 World Bank EHS Guidelines ................................................................................. 45 3 Project Description ..................................................................................... 47 3.1 Background........................................................................................................... 47 3.1.1 Details of Dhaka-Chittagong Corridor ............................................................ 47 3.1.2 Inflow of maritime transport ............................................................................ 47 3.1.3 Trans- boundary inland navigation ................................................................. 48 3.1.4 Inland container traffic.................................................................................... 49 3.1.5 Need for maintenance dredging ..................................................................... 50 3.2 Project Description ................................................................................................ 50 3.2.1 Project Development Objectives .................................................................... 52 3.2.2 Project Plan and Design : Project River Routes and Ferry Crossing .............. 54 3.2.3 Proposed Interventions .................................................................................. 55 3.3 Implementation Methodology ................................................................................ 65 3.3.1 Contracting Modality, Sequence of Construction ............................................ 65 3.3.2 Dredging ........................................................................................................ 69 3.3.3 Management of dredged material .................................................................. 78 vi Final Report 4 Analysis of Alternatives.............................................................................. 85 4.1 No project Alternatives .......................................................................................... 85 4.1.1 Current problems with inland navigation ........................................................ 85 4.1.2 Consequences of non-maintenance of navigation channels........................... 85 4.1.3 Marine accidents and safety .......................................................................... 86 4.1.4 Need for storm shelter ................................................................................... 87 4.2 Alternatives to the Project ..................................................................................... 88 4.2.1 IWT versus road and rail ................................................................................ 88 4.3 Alternative Means of Channel Maintenance .......................................................... 92 4.4 Alternative Dredgers Types (Equipments/Techniques) ......................................... 94 4.5 Alternatives to Dredged Materials Management .................................................... 97 5 Baseline Environment ................................................................................ 98 5.1 Physical Environment ........................................................................................... 98 5.1.1 Climate .......................................................................................................... 98 5.1.2 River Hydrology and Morphology ................................................................. 101 5.1.3 Estuarine and Coastal Hydrology ................................................................. 115 5.1.4 Floodplain Hydrology ................................................................................. 138 5.2 Environmental Quality ......................................................................................... 139 5.2.1 Monsoon Period Data Analysis: ................................................................... 140 5.2.2 Dry Period Data Analysis: ........................................................................... 155 5.3 Biological Environment ....................................................................................... 166 5.3.1 General Ecosystem and Biodiversity ............................................................ 166 5.3.2 Riverine Biodiversity .................................................................................... 204 5.3.3 Estuarine and Coastal Ecology .................................................................... 214 5.3.4 Floodplain and Char Land Ecology .............................................................. 227 5.3.5 Land Resources........................................................................................... 242 5.3.6 Agriculture Resources.................................................................................. 247 6 Socioeconomic Baseline ............................................................................ 251 6.1 Overview of the project ....................................................................................... 251 6.2 Demography ....................................................................................................... 252 6.3 Livelihood Sources in various locations............................................................... 256 6.4 Land use ............................................................................................................. 259 6.5 Fisheries ............................................................................................................. 260 6.6 Public Health....................................................................................................... 262 6.7 Communications ................................................................................................. 264 6.8 Social Infrastructure ............................................................................................ 266 vii Final Report 6.9 Demand for dredged Materials ............................................................................ 272 6.10 Gender Issues .................................................................................................... 272 6.11 Cultural Resources ............................................................................................. 275 7 Climate Change and Adaptation ............................................................. 277 7.1 IWT and Climate Change .................................................................................... 277 7.2 Climate Change impacts and adaptation in the D-C IWT Project ........................ 287 7.2.1 Climate Change Impacts .............................................................................. 287 7.2.2 Climate change mitigation and adaptation ................................................... 288 8 Potential Significant Environmental Impacts ........................................ 290 8.1 Alternative Dredgers Types (Equipments/Techniques) ....................................... 290 8.2 Dredge Material Placement Locations................................................................. 292 8.3 Environmental, Health and Safety Impacts ......................................................... 292 8.3.1 Impact of Dredging on Benthic Habitat, Dolphin, River Turtles and Important Bird Area .................................................................................................................... 292 8.3.2 Impact of Dredging on Water Quality and Fish ............................................. 297 8.3.3 Impact of Dredge Material Placement on Land ............................................ 308 8.3.4 Impacts from Dredgers and Associated Vessels .......................................... 313 8.3.5 Impacts from Disposal of Contaminated Dredged Material........................... 321 8.3.6 Sediment Dispersion Modelling and Impact Assessment ............................. 322 8.3.7 Worker Health and Safety ............................................................................ 328 8.4 Social Impacts from Maintenance (dredging) and Vessel Shelter Related Activities 329 8.4.1 Land Acquisition and Resettlement .............................................................. 330 8.4.2 Impact on livelihood sources ........................................................................ 331 8.4.3 Impact on boat/ Vessel traffic ....................................................................... 334 8.4.4 Public Health Impacts and Safety Issues ..................................................... 335 8.5 Impacts from Inland Water Transport .................................................................. 338 8.5.1 Development of Efficient and Environmentally Friendly Transport................ 338 8.5.2 Environmental Impacts of the Inland Water Transport.................................. 339 8.5.3 Risk of Accidents and Collisions .................................................................. 346 9 Cumulative Impact Assessment .............................................................. 349 9.1 Overview ............................................................................................................. 349 9.1.1 Study Boundary ........................................................................................... 349 9.2 Current and Future Development Projects in Context of CIIA ............................. 350 9.1.2 Current ............................................................................................................ 351 9.3 Valued Environmental Components .................................................................... 352 viii Final Report 9.4 Aquatic Biodiversity............................................................................................. 353 9.4.1 Background and Trends ............................................................................... 353 9.4.2 Cumulative Effects ....................................................................................... 353 9.5 Spawning Areas.................................................................................................. 354 9.5.1 Background and Trends ............................................................................... 354 9.5.2 Current Threats............................................................................................ 355 9.5.3 Cumulative Effects ....................................................................................... 355 9.6 Inland navigation ................................................................................................. 356 9.6.1 Inland navigation and Trends ....................................................................... 356 9.6.2 Cumulative Impacts ..................................................................................... 359 9.7 Hilsha.................................................................................................................. 368 9.7.1 Background and Trends ............................................................................... 368 9.8 Dolphin ............................................................................................................... 372 9.8.1 Background and Trends ............................................................................... 372 10 Environmental Management Plan .......................................................... 376 10.1 Objective ............................................................................................................. 376 10.2 Components of EMP ........................................................................................... 376 10.3 Mitigation Measures ............................................................................................ 376 10.3.1 Key Impacts from the project activities and mitigation measures.................. 376 10.3.2 Location of Environmentally Sensitive Areas ............................................... 377 10.3.3 Criteria for Placement of Drdged Material in River or on Land ..................... 408 10.3.4 Dredge Material Placement on Land ............................................................ 408 10.3.5 Criteria for Selection of Additional Sites for Dredged Material Placement on Land 415 10.3.6 Dredge Material Placement in River ............................................................. 416 10.3.7 Mangement of Contaminated Materials........................................................ 418 10.3.8 The Environmental Codes of Practice (ECoPs) ............................................ 419 10.3.9 Biodiversity Management Plan (BMP) .......................................................... 420 10.3.10 Site-specific management plans ............................................................... 420 10.4 Environmental Monitoring Plan ........................................................................... 422 10.4.1 General ........................................................................................................ 422 10.4.2 Standards and Thresholds ........................................................................... 433 10.5 Institutional Arrangements .................................................................................. 435 10.6 Reports ............................................................................................................... 440 10.6.1 Reports by Contractor .................................................................................. 440 10.7 Site Specific Environmental Management Plans ................................................. 440 ix Final Report 10.8 Construction Environmental Action Plan (CEAP) ................................................ 440 10.9 Advance Monthly Work Plan for Dredging and Dipsoal ....................................... 441 10.10 Budgets ........................................................................................................... 442 10.10.1 BOQ of Contractor.................................................................................... 442 10.10.2 Overall EMP Implementation Cost ............................................................ 443 11 Social Management Plan .......................................................................... 445 11.1 General ............................................................................................................... 445 11.2 Resettlement Policy Framework (brief summary) ................................................ 445 11.3 Dredge Material Disposal Plan ............................................................................ 447 11.4 BIWTA requirements to oversee dredging and dredge disposal activities ........... 450 11.5 Capacity Assessment of BIWTA for Environmental and Social Management ...... 450 11.5.1 Documentation............................................................................................. 455 11.5.2 Engagement of External Monitors ................................................................ 455 11.5.3 Institutional Capacity Development and Sustainability Measures ................. 455 11.6 Grievance redresses mechanism (GRM) ............................................................ 456 12 Consultation and Disclosure .................................................................... 464 12.1 Overview of consultation process........................................................................ 464 12.2 Stakeholder Identification .................................................................................... 465 12.3 Details of consultations ....................................................................................... 466 12.4 Feedback on consultations ................................................................................. 478 12.5 Information disclosure, stakeholder engagement and Consultation ..................... 490 12.5.1 General ........................................................................................................ 491 12.5.2 Consultation Methodology............................................................................ 491 12.5.3 Summary of Comments by Participants ....................................................... 493 12.5.4 Summary Key Informant Interview (KII)........................................................ 494 13 Conclusions and recommendations......................................................... 496 13.1 Conclusions ........................................................................................................ 496 13.2 Recommendations .............................................................................................. 497 14 References .................................................................................................. 498 15 Annexes ...................................................................................................... 505 x Final Report List of Table Table 1.1: Classes of navigation routes and the draught/ depth of each class ........................................ 2 Table 2.1: Review of Relevant Laws, Regulations and National Policies ............................................ 15 Table 2.2: International Treaties, Conventions and Protocol ................................................................ 32 Table 2.3: World Bank Safeguard Policies and their Applicability to the Project. .............................. 40 Table 2.4: World Bank Environmental, Health and Safety Guidelines. .............................................. 45 Table 3.1: Passenger and Cargo Throughputs of River Ports .............................................................. 47 Table 3.2: Cargo of Bilateral Trade (in ton) ........................................................................................ 48 Table 3.3: Volume of Transit Trade..................................................................................................... 49 Table 3.4: Locations of dredging intervention ..................................................................................... 55 Table 3.5: Dredging Performed by BIWTA ........................................................................................ 56 Table 3.6: Dredging locations and volume in D-C corridor 2014-15 .................................................. 56 Table 3.7: Past Present and Future dredging volume estimated by BIWTA ....................................... 58 Table 3.8: Estimated dredging volume based on present bathymetric survey the navigation routes under the present D-C Corridor project ................................................................... 59 Table 3.9: Participants advice on dredged spoils management; .......................................................... 80 Table 4.1: Statistics of marine accidents ............................................................................................. 86 Table 4.2: Cost of Traffic Congestion in Dhaka city .......................................................................... 88 Table 4.3: Comparison of Cargo Tariff by Modes.............................................................................. 91 Table 4.4: Productivity of Different Modes ........................................................................................ 91 Table 4.5: Suitable types of dredging equipments on the soil criteria ................................................. 96 Table 5.1: Seasonal maximum and average wind speed in Lower Meghna estuary. ......................... 100 Table 5.2: List of river systems under Dhaka-Chittagong Corridor with extension to Narayanganj, Ashuganj and Barisal ................................................................................. 102 Table 5.3: Monthly water level statistics of Buriganga river at Mill Barrake ................................... 106 Table 5.4: Monthly water level statistics of Shitalakhya river at Demra ........................................... 108 Table 5.5: Monthly flow statistics of the Dhaleswari river at the Off-take ( 1996- 2012)................. 111 Table 5.6: Water level statistics of Upper Meghna River at Bhairab Bazar ...................................... 114 Table 5.7: Water flow statistics at Bhairab Bazar of Upper-Meghna river ( 1970-2013).................. 115 Table 5.8: Monthly maximum, average and minimum water level at Chandpur (Lower Meghna River,1990–2012) ............................................................................................................. 119 Table 5.9: Water level statistics at different locations of the Meghna estuary .................................. 120 Table 5.10: Overall flow distribution during Dry Season .................................................................. 122 Table 5.11: Overall flow distribution during Wet Season ................................................................. 122 Table 5.12: Net change of sediment volume in the Meghna Estuary ................................................ 133 Table 5.13: Comparison of erosion and accretion rates from different studies ................................ 135 Table 5.14: Surface Water Quality of Rivers in Project Influence Area............................................. 141 Table 5.15: Bangladesh Water Quality Standards .............................................................................. 142 Table 5.16: Analysis of Riverbed Sediment Samples Collected from Project Influence Area ........... 146 Table 5.17: Groundwater Quality in the Project Influence Area ........................................................ 148 Table 5.18: Ambient Air Quality Parameters in Project Influence Area (in µg/m3) .......................... 151 Table 5.19: Noise Levels in Project Influence Area ........................................................................... 154 Table 5.20: Noise Quality Standards of Bangladesh .......................................................................... 154 Table 5.21: World Bank Group EHS Standards for Noise ................................................................. 154 Table 5.22: Dry Season Surface Water Quality of Rivers in Project Influence Area ......................... 156 Table 5.23: Dry Season Riverbed Sediment Samples Collected from Project Influence Area........... 159 Table 5.24: Groundwater Quality in the Project Influence Area for Dry Season ............................... 160 Table 5.25: Ambient Air Quality Parameters in Project Influence Area (in µg/m3) .......................... 162 Table 5.26: Dry Season Noise Levels in Project Influence Area ........................................................ 164 Table 5.27: Analysis of Soil Samples Collected from Project Influence Area ................................... 165 Table 5.28: List of ECAs declared under the Bangladesh Environment Conservation Act 1995. ..... 168 Table 5.29: Common fishes of the Buriganga and Sitalakhya Rivers and their breeding period. ...... 169 Table 5.30: Hilsa fish sanctuaries and fishing ban period as notified by the government under the Protection and Conservation of Fish Rules 1985 ........................................................ 170 Table 5.31: Fishing ban period due to Peak Spawning Period of hilsa fish ........................................ 171 xi Final Report Table 5.32: List of some of the threatened fish species found in the Project Influence Area ............. 177 Table 5.33 Seasonal variation of some of the common fish species found in the Buriganga and Sitalakhya Rivers .............................................................................................................. 180 Table 5.34: List of some amphibians in the project area [PD - Ponds; AG - Agri land; HS - Homesteads; GL - Grassland; FL - Fallow land; TS – Trees; VC – Very Common, C – Common, UC – Uncommon, R – Rare; VC – Very Common, C – Common, UC – Uncommon, R – Rare] ...................................................................................................... 181 Table 5.35: List of some endangered and threatened reptiles in the project area (Reference for breeding period of turtles see Rashid & Swingland 1997) ............................................... 182 Table 5.36: List of endangered and threatened birds in the project area ............................................ 183 Table 5.37: List of threatened mammals in the project area ............................................................... 184 Table 5.38: Gangetic dolphin density in different rivers of Bangladesh and neighbouring India. ..... 188 Table 5.39 : Notable among the species that concerns the project ..................................................... 205 Table 5.40: key breeding areas, key staging areas and non- reeding re s of the ountry‘s w ter birds .................................................................................................................................. 214 Table 5.41: Threshold Values of Physico-Chemical Parameters for Hilsa Migration, Breeding and Rearing in Bangladesh: .............................................................................................. 217 Table 5.42: Taxonomic groups of benthic fauna, their percentage and rank of abundance in the Lower Meghna (Chandpur, Barisal) and Meghna Estuary (Sandwip, Hatiya, Bhola) (Source: Hossain et al. 2009) ............................................................................................ 221 Table 5.43: Hilsa spawning grounds boundary .................................................................................. 223 Table 5.44: No HilsaCatch Zone and Peak Spawning Period of Hilsa ............................................... 224 Table 5.45: Hilsa fish sanctuary area, their boundary and ban fishing period ................................... 224 Table 5.46: Hilsa sanctuary in the lower Padma River (Newly proposed) ........................................ 225 Table 5.47: List of Amphibian species identified in the study areas. ................................................. 236 Table 5.48: Some physic-chemical properties of soils of AEZ-9 ....................................................... 242 Table 5.49: Some physic-chemical properties of soils of AEZ-10 ..................................................... 243 Table 5.50: Some physic-chemical properties of soils of AEZ-13 ..................................................... 243 Table 5.51: Some physico-chemical properties of soils of AEZ-16 ................................................... 243 Table 5.52: Some physic-chemical properties of soils of AEZ-17 ..................................................... 243 Table 5.53: Some physic-chemical properties of soils of AEZ-18 ..................................................... 244 Table 5.54: Some physico-chemical properties of soils of AEZ-17 (Old Meghna Estuarine Floodplain)........................................................................................................................ 244 Table 5.55: Distribution of land type in the study area (Main land) ................................................... 246 Table 5.56: Detailed soil texture of the Top- soil (0-15 cm) in the study area (Composition (%) in riverbank site permanent Village land)......................................................................... 246 Table 5.57: Present land use of the study area .................................................................................... 247 Table 5.58: Present land use of Char land .......................................................................................... 247 Table 5.59 : Existing major cropping pattern by land type (Main land) ............................................. 248 Table 5.60: Existing cropping Patterns in Char area.......................................................................... 249 Table 6.1: Sample population, HH information and sex ratio; ........................................................... 251 Table 6.2: Demographic information and literacy rates across proposed route .................................. 254 Table 6.3: Age-sex distribution of sample population; ....................................................................... 254 Table 6.4: Marital status of sample population; .................................................................................. 255 Table 6.5: Religious distribution of the population; ........................................................................... 255 Table 6.6: Education level of population; ........................................................................................... 255 Table 6.7: Primary Occupation across proposed project route; .......................................................... 258 Table 6.8: Yearly Income and expenditure level of households through the route; ........................... 259 Table 6.9: Land ownership pattern; .................................................................................................... 260 Table 6.10: Health seeking behavior in case of normal diseases ........................................................ 263 Table 6.11: Health seeking behavior in case of critical diseases ........................................................ 264 Table 6.12: The priority audience groups for communication activities ............................................ 264 Table 6.13: Distance of Health Service providing institutions .......................................................... 266 Table 6.14: Educational institutes; ...................................................................................................... 267 Table 6.15: Distance of Educational Institutions; ............................................................................... 269 Table 6.16: Source of Water for drinking purpose; ............................................................................ 270 xii Final Report Table 6.17: Source of Water for household purpose; ......................................................................... 270 Table 6.18: Type of Toilet; ................................................................................................................. 271 Table 6.19: Recreation to different age and sex groups; ..................................................................... 274 Table 6.20: List of cultural resources/archeological places along the routes...................................... 276 Table 7.1: Main characteristics of each RCP ...................................................................................... 278 Table 7.2: Precipitation change projections (at SOUTH ASIA) by the CMIP5 global models .......... 284 T le 7.3: Monthly R inf ll Proje tion ( t 2050‘s) for RCP 8.5 s en rio t sele ted o st l zone of Bangladesh (calcul ted from sele ted 15 GCM‘s) .............................................. 284 T le 7.4: List of Sele ted 15 GCM‘s re provided elow: ............................................................... 285 Table 8.1: Suitable types of dredging equipments on the soil criteria ............................................... 291 Table 8.2 : Physical Factors Affecting Benthic Recovery .................................................................. 295 Table 8.3: Estimated average dredging depth in different sections of the rivers under different zones ................................................................................................................................. 296 Table 8.3: Bangladesh Standard for Noise Level at Different Types of Areas (as per Noise Pollution (Control) Rules, 2006) ...................................................................................... 310 Table 8.4: Noise exposure criteria for physiological (PTS and TTS) and behavioural impacts from impact piling on cetaceans ....................................................................................... 319 Table 8.5: Distance and area affected by the excess sediment concentration ..................................... 328 Table 8.6: Anticipated hazards for the project based on the project scope of work and site conditions.......................................................................................................................... 329 T le 8.7: Some positive nd neg tive imp ts ording to respondents‘ o serv tion .................... 330 Table 9.1: Project List in the Dhaka-Chittagong IWT Corridor and Adjoining Routes ..................... 351 Table 9.2: Core Waterways Network Recommended in the Master Plan, 2009 ................................. 358 Table 9.3: Projection of IWT Container Traffic (000TEU) ................................................................ 359 Table 9.4: Possible impact Impacts for dredging on wildlife and their mitigation measures. ............ 360 Table 9.5: Impacts and mitigation measures on biological resources. ................................................ 362 Table 9.6: Impact matrix for the dredging works ............................................................................... 367 Table 10.1 : Environmental Management Plan: Mitigation Measures................................................ 380 Table 10.2 : Details of Dredging in the Loop Rivers and Dredged Material Placement Locations on the Land ...................................................................................................... 411 Table 10.3 :Details of Dredging and Dredged Material Placement Locations in the River................ 412 Table 10.4 . Criteria for selectionof scour holes for in-river dredged spoil disposal .......................... 417 Table 10.5 : Environmental Monitoring Plan ..................................................................................... 423 Table 10.6 : Bangladesh Surface Water Quality Standards ................................................................ 434 Table 10.7 : Bangladesh Drinking Water Quality Standards .............................................................. 434 Table 10.8: Description of PIU Staffand Consultants for E & S Cell................................................. 436 Table 10.9 : Description of Dredgding Supervision Consultants ....................................................... 436 Table 10.10: Description of Contr tor‘s St ff ................................................................................... 437 Table 10.11 : Description of M & EConsultants ................................................................................ 438 Table 10.12 : Bills of Quantities for EMP .......................................................................................... 443 Table 10.13: BudgetCost Estimates for Environmental Management and Monitoring of the Project ............................................................................................................................... 444 Table 11.1: A tentative summary of the training requirements are presented below.......................... 454 Table 11.3: costs for environmental and social management of the project, which have been allocated under the project funds ...................................................................................... 462 Table 12.1: Categorization of the key stakeholders of the Project; .................................................... 465 Table 12.2: Number of participants in National and regional level workshop/consultation meetings ............................................................................................................................ 469 Table 12.3: Consultation schedule and participants attended in local level consultation meetings .... 472 Table 12.4: Outcomes of the local level consultation meetings.......................................................... 478 Table 12.5: FGD Venue Date and Participants: ................................................................................. 485 Table 12.6: Detail of FGD activities .................................................................................................. 487 Table 12.7: The issues and suggestions forwarded during Community Consultations (FGDs) ......... 493 xiii Final Report List of Figures Figure 1.1: Map Showing the Project Area............................................................................................. 7 Figure 2.1: Process of Site and Environmental Clearance conform ECR 1997. ................................... 30 Figure 3.1: The locations of required dredging along the routes and vessel shelter. ............................ 62 Figure 3.2: Typical layout-plan for shelter at different station by BIWTA .......................................... 65 Figure 3.3: The photograph of Cutter Section Dredger ........................................................................ 78 Figure 3.4: Three Dimensional Model of Scour hole at the North East corner of Hatya Island using Mike 21 modelling software ..................................................................................... 84 Figure 4.1: Road Transport Emissions .................................................................................................. 89 Figure 4.2: External Costs of Transport Modes .................................................................................... 90 Figure 5.1: Variation of Monthly Maximum, Average and Minimum of Maximum Surface air temperature at Dhaka .......................................................................................................... 98 Figure 5.2: Variation of Monthly Maximum, Average and Minimum of Maximum Surface air temperature at Sandwip ...................................................................................................... 99 Figure 5.3: Monthly accumulated rainfall at Dhaka ............................................................................. 99 Figure 5.4: Monthly accumulated rainfall at Sandwip ........................................................................ 100 Figure 5.5: Project influenced area ..................................................................................................... 103 Figure 5.6: Observed water level hydrograph at Mill Barrake on the Buriganga river ...................... 105 Figure 5.7: Monthly minimum, maximum and average discharge hydrograph of Buriganga river at Mill Barrake ......................................................................................................... 107 Figure 5.8: Observed water level hydrograph on Shitalakhya river at Demra ................................... 108 Figure 5.9: The monthly maximum, minimum and average flow hydrographs of Shitalakhya river at Demra ................................................................................................................... 109 Figure 5.10: Monthly water flow hydrographs of Daleswari river at Off-take .................................. 110 Figure 5.11: Monthly variation of minimum, average and maximum water level of Upper Meghna river at Bhairab Bazar ........................................................................................ 112 Figure 5.12: Observed water level hydrograph of the Upper Meghna River at Bhairab bazar........... 113 Figure 5.13: Monthly flow hydrograph of the Upper Meghna riverat Bhairab Bazar ....................... 115 Figure 5.14: Map showing the Lower Meghna Estuary ..................................................................... 116 Figure 5.15: Tidal variations at the west coast of Sandwip Island ...................................................... 117 Figure 5.16: Tidal variation, tidal range and seasonal variation in the west of Sandwip Island ( Source: IWM) ................................................................................................................... 118 Figure 5.17: Monthly variation of water level in the Lower Meghna river at Chandpur.................... 119 Figure 5.18: Monthly flow hydrograph of Padma river at Baruria ..................................................... 121 Figure 5.19: Observed discharge in a tidal cycle in the channel between Bhola and Manpura Islands ............................................................................................................................... 121 Figure 5.20: Net flow distribution in % of flow at Chandpur during dry season................................ 123 Figure 5.21: Net flow distribution in % of flow at Chandpur during wet season ............................... 123 Figure 5.22: Variation of salinity level in the Tentulia river at Ilisha Ghat, 2012-2013 (Source: IWM) ................................................................................................................................ 125 Figure 5.23: Variation of salinity level in the West Shabazpur channel at Daulat Khan, 2012- 2013 ( Source: IWM) ........................................................................................................ 125 Figure 5.24: Variation of salinity level in the East Shabazpur Channel at Ramgati 2012-2013 ( Source: IWM) ................................................................................................................... 126 Figure 5.25: Wave roses showing direction and magnitude ............................................................... 127 Figure 5.26: Tracks of Major Cyclones (1960-2009) ....................................................................... 129 Figure 5.27: D50 values around Jahizzer Char ................................................................................... 130 Figure 5.28: The sediment distribution curve ..................................................................................... 130 Figure 5.29: Sediment budget (1999-2009) calculations in seven sub-areas of Meghna Estuary (Source: IWM) .................................................................................................................. 132 Figure 5.30: Comparison of Rennell map with satellite image of 2015 ............................................. 134 Figure 5.31: Accretion and erosion in the Meghna Estuary from 1973 to 2000 ................................. 136 Figure 5.32: Shifting characteristics of shoreline of Jahajer char, Sandwip island and Noakhali coast from 1993 to 2015 ................................................................................................... 137 Figure 5.33: Sampling Locations along the Project Influence Area ................................................... 139 xiv Final Report Figure 5.34: Surface water collection ................................................................................................. 142 Figure 5.35: Surface water pollution source in the project influence area .......................................... 142 Figure 5.36: Groundwater sample collection in the ............................................................................ 148 Figure 5.37: Riverbed sediment collection ......................................................................................... 148 Figure 5.38: Air quality and noise level measurement in the project influence area ......................... 153 Figure 5.39: Hilsa sanctuaries and spawning area (in shade) declared by the government. ............... 172 Figure 5.40: Bio-ecological zones of Bangladesh (Source: IUCN 2002) .......................................... 173 Figure 5.41: Some threatened fishes within the Project Influence Area (Photos © BFRF) ................ 179 Figure 5.42: Critically endangered birds within the project influence area. Top: Spoonbill Sandpiper (Sayam) with its migration route; Middle: Bengal Skimmer (Indraneil); Bottom left: Asian Dowitcher (Yui), nd Botton right: Nordm nn‘s Greenshank (LPB). ........................................................................................................ 194 Figure 5.43: The Asian Migratory Bird Flyways: Bangladesh shares both the Central Asian- Indian and East Asian-Australian Flyways. ...................................................................... 197 Figure 5.44 Mangrove plantation and eroded river bank of the Sandwip east coast .......................... 201 Figure 5.45 Bashan Char at a distance - shallow water makes it difficult to approach ...................... 201 Figure 5.46 A glimpse of the different habitat types of Sandwip Island ............................................ 202 Figure 5.47. Fish landing at the river bank, Sandwip and the early morning wholesale fish auction .............................................................................................................................. 203 Figure 5.48: Submerged plants (Photo © CARINAM) ...................................................................... 207 Figure 5.49: Free floating (top) and rooted floating (below) (Photos © CARINAM) ........................ 209 Figure 5.50: Sedges, meadows and grasslands (Photos © CARINAM) ............................................. 209 Figure 5.51: Reedland (above) and homestead vegetation (below). (Photos © CARINAM) ............. 212 Figure 5.52: Migratory route of hilsa. ................................................................................................. 216 Figure 5.53: Total macrobenthos counted during three at Sandwip, Hatita, Bhola, Barisal and Chandpur (after Hossain et al. 2009) ................................................................................ 221 Figure 5.54: Geo-spatial spawning habitats modeling for Hilsa overlap with many authors in the coastal waters of Bangladesh. ..................................................................................... 226 Figure 5.55: Agro-Ecological Zones in Bangladesh ........................................................................... 245 Figure 6.1: Access to electricity;......................................................................................................... 271 Figure 6.2: Project role in women empowerment; .............................................................................. 273 Figure 6.3: Women‘s‘ role in de ision m king; ................................................................................. 274 Figure 7.1: IPCC climate change scenarios and projection of global temperature change ................. 278 Figure 7.2: The time series plots of annual minimum (a) and maximum (b) temperature (source BDP2100) ......................................................................................................................... 279 Figure 7.3: The time series plot of annual mean temperature (1948-2011). The thin straight line is the least square best fit line showing the trend of mean temperature (Source: BDP2100: Climate Change Baseline Study) .................................................................... 279 Figure 7.4: Trend analysis of annual maximum, annual minimum and annual average water level at Hiron Point ........................................................................................................... 280 Figure 7.5: Trend analysis of annual maximum, annual minimum and annual average water level at Khepupara ............................................................................................................ 281 Figure 7.6: Trend analysis of annual maximum, annual minimum and annual average water level at Rangadia ( Source IWM) ..................................................................................... 281 Figure 7.7: Flow chart of climate change and processes influencing the use of waterways ............... 283 Figure 7.8: Coastal zones for downscaling results of GCMS ............................................................. 286 Figure 8.1 : WHO Effluent Guidelines ............................................................................................... 299 Figure 8.2: Bioavailability and toxicity of waterborne metals is very speciation dependent ............. 301 Figure 8.3: Schematic representation of the processes controlling the chemical and biological availability of organic ....................................................................................................... 302 Figure 8.4: Conceptual model of direct short-term toxicity due to exposure to organic contaminants in resuspended sediments ........................................................................... 304 Figure 8.5: Conceptual model of reduced DO impacts on fish ........................................................... 305 Figure 8.6: Conceptual model of potential acute H2S toxicity to fish during dredging. H2S toxicity is associated with hypoxic (low DO) conditions that are also toxic to fish ......... 306 Figure 8.7: Sources of Noise from several types of dredgers and associated vessels ......................... 315 xv Final Report Figure 8.8 The domain of Bay of Bengal Model ( BoB) .................................................................... 323 Figure 8.9: Comparison of simulated and measured water level Near Sandwip ............................... 324 Figure 8.10: Comparison of simulated and measured water level Near Jahazer Char ....................... 324 Figure 8.11: Comparison of simulated and measured suspended sediment concentration near ........ 325 Figure 8.12: Comparison of simulated and measured suspended sediment concentration near Jahazer Char ..................................................................................................................... 325 Figure 8.13: Extent of excess sediment concentration for 5% dispersion due to dredging at north of Bhola ................................................................................................................... 327 Figure 8.14: Extent of excess sediment concentration for 10% dispersion due to dredging at north of Bhola ................................................................................................................... 327 Figure 10.1: Locations of Environmentally Sensitive Areas, Dredging and Dredge Material Placement Locations ......................................................................................................... 379 Figure 10.2: Criteria for selection of dredge material disposal location ............................................. 409 Figure 10.3: Locations of Land Based Dredged Material Placment Locations .................................. 410 Figure 10.4: Disposal Area with Silt Pond ......................................................................................... 414 Figure 10.5: Institutional Structure for Environmental and Social Management of the Project ......... 439 Figure 11.1 : Criteria for selection of dredge material disposal location ............................................ 449 Figure 11.2 Institutional Structure for Environmental and Social Management of the Project ........ 453 Figure 11.3: Grievance redress flow chart .......................................................................................... 459 Figure 12.1: Participants of first national workshop ........................................................................... 468 Figure 12.2: Regional Stakeholder workshop at Ashuganj ................................................................. 468 Figure 12.3: Regional Stakeholders consultation meeting, Laharhat Ferry Ghat, Barisal .................. 469 Figure 12.4: Meeting at Gopinathpur, of Sreenagar Union Raipura Upazila of Narsingdi ................ 470 Figure 12.5:Meeting with UP Chairman and others at Sreenagar Union of Raipura Upazila, Narsingdi .......................................................................................................................... 470 Figure 12.6: Meeting at Karimpur, Narsingdi Sadar........................................................................... 470 Figure 12.7: Meeting at Narsingdi Jute Mill area ............................................................................... 470 Figure 12.8: Meeting at Ashuganj Ferry Terminals ............................................................................ 471 Figure 12.9: Meeting at Batakandi Bazar, Comilla............................................................................. 471 Figure 12.10: Meeting at Munshiganj Launch Ghat ........................................................................... 471 Figure 12.11: Meeting at Jinjira Battala, Dhaka ................................................................................. 471 Figure 12.12: Meeting ar Harina Ferry Ghat ...................................................................................... 471 Figure 12.13: Meeting at Moju Chowdhury Ghat, Laksmipur ........................................................... 471 Figure 12.14: Meeting at Baro Station Tek, Mul head, Chandpur ...................................................... 472 Figure 12.15: Meeting at Bhairab Bazaar Launch ghat ...................................................................... 472 Figure 12.16: Participants of second national workshop .................................................................... 475 Figure 12.17: View of the Location 1 (Saifullahkandi) ...................................................................... 477 Figure 12.18: Proposed dredging site at Location 2 (Selimabad): right in the middle of agricultural paddy field ..................................................................................................... 477 Figure 12.19: Filling up of low laying areas with dredge matriels by private operators at Location 2 (Selimabad)..................................................................................................... 477 Figure 12.20: Low laying area at Selimabad (potential dredge materials disposal site) ..................... 477 Figure 12.21: Proposed site at Location 3 (Nala Dakkhin). The road runs along the site .................. 477 Figure 12.22: Group discussion in the nearby market (The bearded person with a stick is the land owner) at Location 3 (Nala Dakkhin) ....................................................................... 477 Figure 12.23: FGD with physically disabled people at Laharhat........................................................ 483 Figure 12.24: FGD with physically disabled people at Ashuganj; ..................................................... 483 Figure 12.25: FGD with disabled people ate Sadarghat, Dhaka ......................................................... 484 Figure 12.26: FGD with sand businessmen, Boulpara, Narsingdi ...................................................... 484 Figure 12.27: FGD with Gipsy community at Laharhat, Barisal ........................................................ 484 Figure 12.28: FGD with female group at Ashuganj ............................................................................ 484 Figure 12.29: Community Consultation Meetings at different locations along the project influence area .................................................................................................................... 492 xvi Final Report List of Annexures Annex A: Approval of TOR for EIA by DOE Annex B: ToRs of the ESIA Annex C: Baseline Quality Data (detailed tables on water, sediment, air and noise quality) Annex D: Survey Data Annex E: Biodiversity Management Plan Annex F: List of Flora and Fauna Species in the Project Influence Area Annex G: Resettlement Policy Framework Annex H: Communication Strategy and Action Plan Annex I: Stakeholders Consultation Record Annex J: Chance Find Procedures Annex K: Dredge Material Management Plan Annex L: Terms of Reference for Biodiversity Management Consultants Annex M: Terms of Reference for PIU Environmental Staff Annex N: Terms of Reference for Environmental Staff of Monitoring and Evaluation Consultants Annex O: Environment Conservation Rules (ECR) '97 Standards Annex P: The Environmental Codes of Practice (ECoPs) xvii Final Report 1 INTRODUCTION 1.1 Background There are hundreds of rivers in Bangladesh with a large network of navigation routes. Transportation through waterways has always been a natural, environment friendly and relatively cheap mode of transport. Inland waterways have become the very important mode not only for maintaining transport link between various remote parts of the country; it is a means of transporting export-import cargo as well. Over the decades the navigability during dry season in many rivers of the country has been deteriorating because of morphological processes and for withdrawal of water from the rivers beyond the border and within the country. The navigability has been further aggravated by poor or no maintenance of inland waterways. Navigability of inland waterways is intensely influenced by river morphology and hydraulics. River systems in Bangladesh exhibits high seasonality over a year i.e. abundant of water during monsoon and scarcity of water during dry season from December to May. Navigability becomes very critical during dry season in many river routes and ferry crossing. A total length of 12,000 km. of waterways during monsoon was estimated by NEDCO, The Netherlands Engineering Consultants. Currently the total length of navigable waterways during monsoon is about 4,000km and 2,000-2,500 km is navigable during the low water period (IUCN, 2012). The Government of Bangladesh has recently formulated sound IWT related policies which recognized to meet the poverty alleviation and to attain the millennium development goals a well-developed sustainable and accessible multimodal transport network with special focus on inland navigation is of fundamental requirement for movement of people and goods. It is worthy to mention that the transport system of Bangladesh has changed substantially over the last four decades. Prior to independence in 1971 there were no national or regional highways, but only a few roads connecting Dhaka with rest of the country. And Inland Water Transport is now playing an increasingly important role in the social and economic development of the country by maintaining communication between various remote parts of the country which are inaccessible by other modes of transport; particularly during the periods of peak monsoon. Over the decades transport demand in Bangladesh has grown faster than the GDP growth of the country. However, the shares of different transport modes particularly IWT and railway did not increase in the same proportion. The road sector carried the majority of the increase in passenger traffic, with a share of 73% by 1996. In the freight sector where IWT had been playing a dominant role, its share also eroded from 37% in 1974 to 30% in 1996 and 16% in 2005. A World Bank study on Revival of inland Water Transport conducted in 2006 estimated that 102 million passengers and 30 million metric tons of freight were transported by inland waterways in 2005. This is quite an achievement when compared with other modes, particularly in view of the fact that IWT suffered persistently from short-term policy decisions and low budgetary allocations. It is also an indication of its prospects and potentialities that can be exploited in future. 1 Final Report The vision for the inland water transport (which includes coastal waterways) is to develop and operate the system safely and efficiently and in accordance with the IWT sector policy and integrated multimodal transport policy (IMTP) to ensure economic development within the framework of the Poverty Reduction Strategy Paper (PRSP).Bangladesh Inland Water Transport Authority (BIWTA) under the ministry of Shipping is responsible for operation and maintenance navigation routes. Navigation routes in Bangladesh are categorized as Classes I through IV depending on their advertised depths, the navigation depth in each class is presented in Table 1.1. The Government has identified 65 main river navigation routes that are essential to passenger and freight transport within Bangladesh. Of these, 12 have been clearly identified as high priority. A study to prioritize the remaining 53 routes is underway under the World Bank-supported Bangladesh Trade and Transport Studies Recipient- Executed Trust-Funded (RETF) project. Table 1.1: Classes of navigation routes and the draught/ depth of each class Class Draught in m /(In Feet) Class- I 3.66-3.96 and above (12-13 and above) Class- II 2.13-2.44 & less than 3.66 (7-8 & less than 12) Class- III 1.52-1.83 & less than 2.13 (5-6 & less than 7) Class- IV Less than 1.52 (Less than 5) The Government of Bangladesh has prioritized the improved development and maintenance of the Class I routes and linked Class II and III routes along the Dhaka-Chittagong corridor. For this purposes ―B ngl desh Region l W terw y Tr nsport Proje t 1―h s een undert ken with the support of World Bank. The proposed project requires carrying out an Environmental and Social Assessment in accordance with the Environment Conservation Act 1995 (subsequent amendment), the Environment Conservation Rules 1997, and the World Bank Safeguard Policies. The implementing agency Bangladesh Inland Water Transport Authority (BIWTA) has engaged Institute of Water Modelling (IWM) to carry out the Environmental and Social Impact Assessment (ESIA) for the Bangladesh Regional Waterway Transport Project 1. According to Environmental Conservatio Rule 1997 of Department of Environment (DOE), nd Word B nk Oper tion Poli y (OP) 4.01 the proje t is tegorized s ‗Red‘ nd C tegory ‗A‘ respe tively. For Red C tegory proje t, DOE requires pporov l of TOR for ESIA before commencement of the study. Therefore, IWM prepared a TOR for ESIA study and got approval of the same with comments from DOE. This ESIA is prepared following the guidelines of both OP 4.01 and the approval letter of DOE (Annex-A) on Exemption of IEE and Approval of Terms of Reference dated February 29, 2003 for EIA study of the project. 2 Final Report 1.1 Rationale of the Project Need for Improvement of Navigability of Rivers in Bangladesh: Bangladesh lies predomin tely within the Beng l sin, the world‘s l rgest delt formed y the Ganges, Brahmaputra and Meghna river systems. Navigation is complicated by the braided nature of the rivers, which are characterized by high sediment delivery and - due to extremely low gradients - very low sediment throughput. This makes the rivers extremely sensitive to flooding with rapid geometry (boundary and channel) changes. Further, river systems in Bangladesh exhibits high seasonality over a year i.e. abundant of water during monsoon and scarcity of water during dry season from December to May. Navigability becomes very critical during dry season in many river routes and ferry crossing. Problems of navigation are compounded by the growth of inland water vessel size and the IWT fleet now comprises dry and liquid bulk ships of up-to 3,000 deadweight tons, mainly trading on the class 1 river routes. Moreover, the size of the IWT fleet is growing and currently there are over 22,300 registered vessels which carry over 50% of all freight traffic and one quarter of all passenger traffic. In addition, there are some 750,000 country (traditional) boats, a substantial part of which have been mechanized. Approximately 65% of these are passenger boats, where demand is predominantly generated by rural communities, a substantial proportion of which only have access to river transport. Need for Improvement of Dhaka – Chittagong – Ashuganj IWT Corridor: The GoB has identified 65 main river navigation routes that are essential to passenger and freight transport within Bangladesh. Of these, river corridors between Dhaka and Chittagong; and between Dhaka and Ashuganj (with extensions to Narayanganj and Barisal) are identified as high priority routes for domestic trade and bilateral trade with India. About 80% of ountry‘s IWT transport is routed through these corridors and daily about 200,000 passengers use these routes. Inland river terminals at Dhaka, Narayanganj, Chandpur and Barisal along these routes play very important role in transporting and handling passenger and cargo. Food grains, fertilizers and consumer goods are the main commodities which are transported by cargo vessels and cargo-cum-passenger launches. The cargo terminal at Ashuganj is a key terminal for Bangladesh – India trade and it is connected by road to the north eastern states of India. Cargo transport is heavily orientated towards imports and in volume terms, most is trafficked on the Class 1 river routes, primarily between Chittagong, Narayanganj and Dhaka. Cargo is mainly: dry bulks (including clinker, fertilizers, food grains, coal, salt, gypsum and fly ash); liquid bulks (petroleum products); and, general dry cargo (bagged cargo, machinery and steel). The main dry and liquid bulks are typically offloaded at private jetties or terminals, most of which are equipped with dedicated bulk handling equipment. Some break bulks and other smaller general cargoes are handled at limited number common user facilities or directly over the riverbanks by manual labour. There is some cross-border traffic on protocol routes between Bangladesh and India, however bilateral trade volumes are very small, accounting for just 3% of total IWT freight traffic in Bangladesh. Most of this consists of fly ash (and some wheat), mostly collected from India on Bangladesh registered vessels. Improved maintenance of advertised depths along the protocol route waterways will ideally spur increased trade. Need for Improvement of Inland River Ports and Landing Stations : Inland river terminals at Dhaka, Narayanganj, Chandpur and Barisal along the Project routes play very important role in transporting and handling passenger and cargo. These four river ports together transport annually about 53 million tonnes of cargo and 22 million passengers (in 3 Final Report 2013-2014). The facilities built at these terminals are not sufficient to meet the growing demand of IWT as they lack in adequate facilities for berthing, parking and storage areas, and passenger comfort. The port facilities at Sadharghat terminal at Dhaka and surrounding areas are highly congested with commercial and residential development leading to traffic congestion and inefficient use of port facilities, and also there is no space around the current terminal for further expansion. The GoB would like to augment the facilities at Sadarghat terminal in Dhaka by building a new passenger terminal at Shasanghat (2.5 km downstream), develop a cargo terminal at Pangaon, and augment and modernize the existing facilities at Ashuganj, Narayanganj, Chandpur and Barisal river terminals. In addition to river terminals, there are a number of landing stations along the Project corridor which are very important for people living in the rural and remote areas. The landing stations (also known as launch ghats) are berthing points of high importance for the local communities that they serve, yet lack proper infrastructure and other essential facilities such as toilets and drinking water, as well as basic safety features for users, and many are in a highly dilapidated state. They usually consist of one pontoon with shore connection for embark and debark passenger and cargo. They play an important role in the lives of the rural people, as without them vessels would not berth and they would not receive much needed food, medicines, fuel and other consumer essentials. 1.2 Project Development Objectives The Dhaka-Chittagong corridor is the main trafficked route for inland water transport and carries approximately 80 percent of all Inland Water Transport (IWT) traffic. Realizing the importance of this corridor and the need to fully utilize all transport modes to reduce demand on roads, the Government has prioritized the improved development and maintenance of the Class I routes and linked Class II and III routes along this corridor. The main trunk route is about 300km, of which it is initially estimated that about 40km currently require dredging and channelization to maintain the advertised depth for the existing traffic. Another 110-130km of linked routes is part of this corridor, of which about 33-50km requires constant maintenance. The proposed Bank financed project aims to pilot a new approach to (i) Dhaka-Munshigonj- Gajaria-Chandpur-Chittagong corridor and two key connecting routes to Barisal, and Ashuganj, (ii) maintenance of three priority ferry crossings along these corridors, and (iii) construction and maintenance of an estimated six vessel shelters along the corridors for use during cyclones/storms. Specifically, the proposed project will utilize a performance based contracting scheme to carry out the above activities. BIWTA is expected to be responsible primarily to verify that performance targets are being met by the contractors including maintenance of specified depths and compliance with related technical, environmental and social requirements, specify dredge spoils disposal, acquire land for spoils disposal where applicable, and manage the onshore dredge spoils deposits including facilitating use of spoils based on demand. The proposed activities might result in significant environmental impacts, if the investment activities are not properly planned, designed, executed, and maintained. Further to that, the project will provide an opportunity to improve the institutional capacity for environmental management, social management, and safety in overall IWT sector. IWT in 4 Final Report Bangladesh is the life line of transport system, while Dhaka-Chittagong corridor and adjoining routes under study is the artery of IWT network. Being the main consumption and distribution area, i.e., Dhaka-Narayanganj in an apparent centralized country, is connected by rivers with almost two –third area of the country by rivers. Two maritime ports of Chittagong and Mongla and the upcoming third maritime port of Payra are connected with Dhaka- Chittagong completely or mostly by these routes. As many as 200,000 passengers are transported daily by these routes. Transport output of these routes is further augmented by inflow and outflow of traffic from and to other IWT routes. Importance of Dhaka-Chittagong corridor and adjoining routes under study has further been increased by sub regional traffic flow. D-C corridor and adjoining routes are considered to be the common and main routes under Bangladesh-India Protocol on Inland Water Transit and Trade (PIWTT). Bangladesh is proceeding gradually from lower middle income country to be an upper middle income country by 2021. To this end, facilitation of trade and commerce is inevitable. And for the growth and facilitation of trade an efficient multi-modal transport network is the main pre requisite. Only revival of IWT may ensure such efficient and cost effective network. Being the main artery D-C corridor cannot demonstrate efficiency in terms of efficient navigation. Existing navigational quality does not ensure uninterrupted navigation. Vessels are to wait for high tide or to plan navigation adjusting time of high tide at different hot spots. In both cases, cost and time of transportation increase. Groundings of vessels and subsequent accident have become more frequent. Users lost confidence on IWT and looking for modal shift. There are also passenger services operated by BIWTC. Thus around 200,000 passengers use services in these routes daily. Chittagong port alone handles more than 90% sea-borne trade, and distribution of cargo towards main sink-places lilke Dhaka, Narayanganj, Chandpur and Barisal are done by IWT through D-C corridor and adjoining routes. Annual mean of departures from Chittagong to different destination is almost 18,000. Particularly, transporting petroleum oil and lubricant has to depend on this corridor. Apart from all these above, there has been a protocol since 1972 between Bangladesh and India on Inland Water Transit and Trade for the purpose of commercial transport between the countries using water ways, and providing transit facilities for two places in India. Also, the requirement of container traffic is increasing from time to time. About 70% of the total number of containers handled at Chittagong port are destined towards or originating from Dhaka and Narayanganj area. An inland container terminal has been constructed at Pangaon on the right bank of the Buriganga, four others in and around Dhaka and Narayanganj are being constructed. It is anticipated that in the revival of IWT container traffic and their development will play a significant role on economic development of the country. Again, both railway and road suffer capacity constraint, and also road is not fit for transporting trailers. In view of the above, maintenance of waterways is inevitable. Smooth and sustainable navigability in D-C corridor and adjoining routes under study can ensure revival of IWT. Maintenance of waterways will ensure sufficient water at all seasons and more water in rivers will ensure better eco system. The proposed project activities may produce considerable environmental and social impact in the future. The project is to be financed by the World Bank and implemented by BIWTA, government of Bangladesh – both have environmental and social guidelines regarding impacts. This document is an Environmental and Social Impact Assessment for the 5 Final Report preparation of the proposed World Bank Dhaka-Chittagong Ashuganj Regional IWT project and this ESIA document is a part of a larger Environmental and Social Assessment package of the proposed project. This ESIA mainly covers the activities under Component 1of the proposed World Bank project i.e. performance based navigation maintenance of IWT routes, ferry crossing and vessel shelters. The overall Environmental and Social Assessment (ESA) includes other stand-alone volumes under separate cover including: (a) ESA Executive Summary for the overall project, (b) EMF and RPF for activities under other components of the proposed project, including river terminals and landing stations as well as other minor works which may include building rehabilitation of BIWTA’s training centre pilot activities on river training. The main object of this study as set out in the TOR (Annex-B) is to accomplish comprehensive EIA and SIA. Among others, this ESIA study has prepared Environmental Management Plan (EMP) and Resettlement Policy Framework (RPF) in carrying out maintenance dredging work, dredge material management along the routes, ferry crossings, and activities involving construction and maintenance of vessels shelters specifically for Component 1. 1.1.1 Project Components The Project will provide US$360 million in IDA funds to finance interventions aimed at improving IWT for cargo and passengers along the heavily-trafficked Chittagong-Dhaka-Ashuganj river routes, and in so doing, stimulating traffic growth on the waterways and away from the already heavily congested roads along these routes. These fall under the jurisdiction of the Bangladesh Inland Water Transport Authority, a Government authority mandated to oversee sector development. Main interventions include: navigation channel maintenance and improvement; navigation safety improvements; the construction, rehabilitation, and modernization of select river terminals; development of River Information Systems; institutional capacity development; and, funding for research and development to enable continuing sector improvement and sustainability. This includes work on sector policies and strategies needed to: improve revenue collection and management; incentivize public and private sector investments especially related to container transport; and, mitig te nd improve IWT‘s imp t on the so i l nd physical environment. The Project consists of three components as follows: Component 1: Improved Inland Waterway Navigation (US$235 million). Component 2: Improved Services at Priority Inland Waterway Terminals and Landing Ghats/Stations (US$75 million). Component 3: Institutional Capacity Development and Sustainability (US$50 million). The map showing the project interventions is presented in Figure 1.1. 6 Final Report Figure 1.1: Map Showing the Project Area. 7 Final Report 1.1.2 Brief descriptions of interventions Dhaka-Chittagong river route is 280 km long in which the length from Dhaka to Munshiganj is 30 km and from Munshiganj to Chittagong is 250 km. According to BIWTA route classification, the entire route is classified as Class I. Ghorashal extension route is 57 km long that contains River Class I and III (Ghorashal-Demra section is of Class III that is, under this project, planned to be upgraded to Class I).Ashugang extension route is 244 km long that contains river routes of Class I, II, III (Narshindi loop and Bancharampur loop). Barisal extension is 222 km long which is under River Class I (approach to Aat Hazar via Illisha in the Meghnariver, and AatHazar to Jhalokathi in Bishkhali river), Class II (approach to AatHazar via Hijla), Class III (approach to AatHazar via Muladi). Not all the paths along the navigation route will undergo dredging works. Only river/channel sections that contain areas of shallow depths, obstacles by bars, constrictions etc. shall be taken into consideration for dredging. Locations of Vessel Shelter Six locations were selected by BIWTA for vessel shelters, and they are broadly at, in the sequence from upstream to downstream, Shatnol (Shatnol Nala), Chandpur (upsteam of Madrsaghat), around Hijla Bazar/Miar Char, Sarikait in Sandwip, Nolchira in Hatia. Vessel shelters would not necessarily be of the same type and size. Location specific need (planning and design – type, orientation, size, etc). Also where possible, multiple facilities are to be provisioned so that shelter could be used during idle time. 1.3 Environmental and Social Assessment This section details the methods applied in the collection and analysis of the primary and secondary data used in this report. Primary and secondary information from government sources, non-government organizations (NGOs) and other Project-related stakeholders has been collected to support the preparation of this report. This section also describes the methods of impact assessment used along with methods for the development of recommended management and mitigation measures. 1.1.3 Purpose of ESIA The Component 1 of Dhaka Chittagong Inland Water Transport Corridor Project intends to maintain the river routes between Dhaka -Chittagong and Dhaka – Ashuganj corridors and three ferry routes through annual maintenance dredging. (Prior to inception of the project, it is important to ensure that socio-economic impacts of the interventions are projected. The key purpose to the ESIA study therefore will be to identify any possible adverse impacts of the proposed project in advance and prepare a plan to avoid, minimize and mitigate these impacts to revive the stakeholder population and to improve or at least restore their pre project socio- economic condition. 1.1.4 Project influence area and study areas Environmental Conservation Rules, 1997 (ECR) requirements, along with the newly-released industry guidelines (ERE Consulting Group, 2009), specify that the size of the overall study area should be determined on a case-by-case basis for individual projects, and that it should 8 Final Report be based on an assessment of the likely zone-of-influence of the potential project impacts. As such, the broader Project study area was deemed to comprise entire river width of the proposed IWT route with a buffer of one kilometre on each side of the river bank. 1.1.5 Study Methodology In order to conduct the required impact assessment for the ESIA report, it is necessary to collect relevant data from appropriate primary and secondary sources to fully establish existing baseline conditions for the relevant environmental (biophysical and socio-economic) aspects. The ESIA study has conducted in-depth consultation meetings with stakeholders including socio-economic survey at 31 locations along the proposed IWT routes until December 2015. Respondents were selected from each of the launch/ferry terminals and dredging locations with a range from 15 to 25 while 30 respondents were interviewed from each of the storm vessel shelters. A team of experienced professionals and support staff has conducted surveys and consultation meetings after being briefed about the project in a day-long orientation session at the conference room of the Consultant office in Dhaka on the 15 September 2015. The orientation session was facilitated by social, environmental and technical team members. Techniques of data collection, sampling methods, methods of filling up questionnaire, potential locations of the survey, etc. were discussed in the orientation session using map of the study area. The sampled respondents representing HHs were 585 that consist of 2793 population with average HH size is 4.77. The respondents were selected by random sampling method from each of the locations and also by purposive sampling method in some locations. The questionnaire had modules on demography, socio-economic profile, income and livelihoods, Social infrastructure and river related issues. Each questionnaire was checked on e in the field y supervisors nd g in in offi e, while pro essing d t . Respondents‘ contact information was collected for further verification, if and when required. The consultation meeting participants were from project stakeholders on site and the FGD participants were selected from various homogeneous groups particularly occupational groups like farmers, fishermen, female passengers, sand traders, physically disabled transport users, etc. One consultation meeting was held in each location. The consultation meetings were conducted in participatory approach. The stakeholders were briefed about the project and their perception, concern and demands from the project were duly noted and presented in the ESIA. In addition, an additional national consultation workshop was carried out on the full draft ESIA study on March 31, 2016. Full details of consultation and disclosure meetings held as part of the study, including records of feedback provided, are provided in Chapter 13 and Annex I. Environmental Data Collection and Analysis In order to establish the baseline biophysical conditions within the study area, relevant secondary and primary data was collected and reviewed, a comprehensive field visit was undertaken, and a number of specialist studies were carried out. This process also included consultation with various relevant agencies including Government department, BIWTA, locally-active NGOs, and members of the local community. 9 Final Report The data generated allowed the Project team to better understand the complex interplay between the various biotic and abiotic factors within the study area and to establish the baseline conditions. Once this baseline was established it was used as a reference point to identify potential changes to the environment that may occur as a result of the proposed Project activities, as well as to allow development of measures to prevent, mitigate or manage these potential impacts. Secondary Data Collection A review was conducted of the biophysical, ecological and legal literature relevant to the Project. The review of secondary sources and informal initial field investigations were undertaken in order to prepare a preliminary assessment of the physical and social environment, biodiversity, and conservation significance of the identified study area. This preliminary literature review also assisted in identifying data gaps which would require collection of additional primary information through physical field survey. The following activities were included in this phase of the Project:  Data and information was collected from various government departments – including DoE and Department of Public Health and Engineering (DPHE) – relating to site aspects including drainage networks, flooding characteristics, climate (weather), groundwater quality and soils; Secondary ecological data sources were collected and assessed;  An appraisal was made of all legislation having direct and indirect relevance to environmental management within the Study Area including aspects such as biodiversity conservation, water quality, waste management, natural resource management and spill response;  Previous environmental site studies, where available, were reviewed as well as relevant scientific journal articles; and Thereafter, an information gap analysis was undertaken to identify the areas where further primary data collection would be required to complete the EIA. Further detail regarding the titles of the relevant literature, policies, acts and other regulations and guidelines reviewed and applied during the course of this process can be found in legal section of this report. Physical Environment Field Survey To comprehensively evaluate the existing Project area baseline conditions, a field visit and data collection program incorporating a number of biophysical investigations was developed and implemented. This survey aimed to identify important environmental components and environmental issues within the study area. It included investigation and observation of the local landforms, habitat types, drainage patterns, species abundance and distribution, soil types, water quality (surface water and groundwater), air quality, noise and hydromorphology. The study area and surrounds were surveyed by foot and by vehicle. Important environmental features were identified and logged. Hand-held geographic positioning systems (GPS) were used to identify specific features for mapping and further analysis in the Project office. Noise Monitoring and Assessment Noise monitoring was undertaken to determine the ambient noise levels at six locations encompassing each of the sample sites were recorded using a calibrated SVAN 949 Sound 10 Final Report Level Meter set to A-weighting, fast response and statistical analysis settings. This monitoring provided a variety of noise descriptors, including LA10, LA90 and LAeq levels. Soil and Water Sampling For the water samples, a number of physical and chemical parameters were tested on-site including pH, temperature, conductivity and turbidity. Visual observations were also recorded including color and the presence/absence of detectable odors. Ecological Field Survey Two separate field surveys were undertaken to provide a primary assessment of the biodiversity values of the study area, as well as the potential presence/absence of protected species and ecologically-critical areas. Due to the specialist nature of this study, CARINAM was engaged by IWM to undertake the required work. Initially, secondary data sources were analyzed in order to compile a potential presence/absence list of significant fauna and flora species. Thereafter two field teams – each comprised of a Wildlife Biologist, a Botanist and Aquatic Biologist – were deployed to undertake the required sampling and assessment. Sampling and survey was undertaken for both aquatic and terrestrial ecosystems, validation checks were made against the earlier- compiled species lists in order to establish a comprehensive baseline. Field surveys to establish the biological baseline were carried out in two phases to cover the monsoon (19 September – 07 October 2015) and dry (18 -25 December 2015) seasons. This assessment was also informed by the results of the mapping exercise described in the Physical Environment Survey above, particularly spatial information regarding vegetation patterns and water bodies. The following activities were undertaken during the terrestrial and aquatic field surveys: Direct Observation: Direct observation on the occurrence and abundance of flora and fauna was made while travelling along creek banks and within water bodies, along road edges, across the agricultural fields and within village groves. As well as direct sightings, identification of animal presence was also based on identification of tracks, foot prints, feeding signs and animal/bird calls. Appropriate field guides and data proformas were used for this activity so that information was accurately recorded. Some plant species which could not be identified in the field were pressed and taken to the Dhaka herbarium for subsequent identification. Interviews with Local Residents: Many of the mammalian and reptilian species are cryptic and unlikely to be encountered using standard field sampling methods. As such, experience suggests that interviews with local people are a very useful method for collecting information on local biodiversity. This data is anecdotal and as such should not form the core of any assessment; however it does nonetheless provide useful supplementary information. During the field survey period, extensive interviews with local people were conducted to collect information on animal and 11 Final Report plant presence, including occurrences, behavior, breeding, distribution and seasonal appearance. Inspection of Fishermen’s Catches and Fish Market Survey: Whenever available, the catches of local fishermen were examined to assess species composition and abundances. The local fishermen were also interviewed to collect information on the occurrence and abundance of species, seasonality, etc. As with the terrestrial data collected during interviews with local residents, the data collected from these activities did not comprise the core information of the aquatic assessment, however nonetheless provided a useful supplement. The major fish markets, including the local fish landing centers, were also surveyed to record the local fish species caught as well as other aquatic animals which were collected along with the fish catch (e.g. insect larva collected in cast nets). Sources of the fish were ascertained prior to making any observations to verify that they were from within the local study area. Geographical Information Systems Geographical Information Systems (GIS) was used as a specialized analysis and presentation tool. Before commencing field investigations, spatial analysis of satellite imagery identified and present administrative areas and other boundaries/constraints to be considered for both the environmental and social assessments. For example, the sanctuaries, spawning grounds, infrastructures, vessel shelter locations, possible dredge materials disposal areas can be identified Composition of Study Team The environmental and social impact study (ESIA) has been carried out by Bangladesh Inland Water Transport Authority with the assistance of a multi-disciplinary team of national experts. In addition to the national team, Ministry of Shipping, Bangladesh engaged two (2) expatriate consultants namely Dr. Venkata Nukala (EIA advisor) and BKD Raja (SIA Advisor) to provide guidance and support to the national team to carry out this ESIA study in accordance with World Bank Guidelines. Environmental study team: The EIA team comprised of Zahirul Haque Khan (Team Leader), Dr. Sheikh Muhammad Abdur Rashid (River Ecologist), Mohammed Anisuzzaman Khan (Terrestrial (plain/Char land) Ecologist), Md. Mehedi Hasan Emon (Environmental Engineer with expertise in pollution management), Rubayat Alam (River Hydrologist), Mohammad Abdus Salam Sikder (Coastal Hydrologist), Mohammad Ziaur Rahman (Modeller Sediment Dispersion), Md. Zahidul Islam (Agriculture Expert), Farhan Md. Zahir (Junior Water Resource Professional), Muhammad Ghulam Rasul (Junior Agriculture professional), Afroza Mahzabeen Anannya (Junior Environmental Expert/Terrestrial Ecologist), Md. Shamsuddin (Junior Environmental Expert/river ecologist), Md. Zahid Hasan Siddiquee (GIS Expert) and Syed Monowar Hussain (Survey specialist/Navigation Specialist ) of IWM. Social study team: The social team consisted of Khairul Matin ( Sr. Socio-Development Specialist), Md. Rafiqul Islam (Media and Communications Specialist), G.M. Manzurul Mazid (Junior Socio- Development specialist), Sukhendra Narayon Chowdhury (Junior 12 Final Report Socio- Development specialist) Md. Mustafizur Rahman ((Junior Socio- Development specialist), and M.Hamidul Islam (English-Bangla report translator) of IWM. 1.1.6 Contents of the ESIA Report The report is divided into twelve chapters that follow the activities stipulated in the TOR of the ESIA study. Chapter 1- Introduction: This chapter describes the background of the study, project description, importance of the project and objectives of this ESIA study Chapter 2- Legal and Regulatory Framework: It provides descriptions of Applicable Policies in Bangladesh and ESIA approval framework, international treaties and World Bank safeguard policies, overviews of Ops and guidelines, World Bank EHS guidelines. Chapter 3- Project Description: This chapter contains project objectives, project components, proposed interventions and implementation methodology. Chapter 4- Analysis of Alternatives: This chapter presents no project alternatives, alternatives to the project, IWT versus road and rail, alternative means of channel maintenance, alternative dredger types, and alternative to dredged materials management. Chapter 5- Baseline Environment: Explains general climate, river hydrology and morphology, estuarine and coastal hydrology and morphology, flood plain hydrology, environmental quality on surface water, groundwater, riverbed sediment and air quality, riverine ecology, estuarine and coastal ecology, flood plain and char land ecology, Chapter 6- Socioeconomic Baseline: Demography, livelihood sources, land use, public health, social infrastructure and cultural resources. Chapter 7- Climate change and Adaptation: This chapter illustrates the new climate change scenarios i.e. Representative Concentration Pathways and projection on South Asia in accordance with the Assessment Report5 of IPCC. Trend analysis of sea level rise, change in temperature and precipitation in Bangladesh has also been presented. Projection of RCP 8.5 on the change in flow in the Brahmaputra, Ganges and Megna river for 2040-2069. Chapter 8- Potential Significant Environmental Impacts: Methods of assessing significance of impacts, environmental, health and safety of impacts, social impacts and impact of vessel shelters and impacts of inland water transport are described in this chapter. Chapter 9- Cumulative Impact Assessment: This chapter contains descriptions of Valued Environmental Components (VEC), likely impacts on VEC and cumulative impacts. Chapter 10- Environmental Management Plan: The chapter focuses the impacts to be mitigated, and activities to implement the mitigation measures, including how, when, and where they will be implemented. The environmental monitoring plan describes the impacts to be monitored, and when and where monitoring activities will be carried out, and who will 13 Final Report carry them out. In addition, EMP also provides the cost associated to each mitigation and monitoring measures. It also covers Institutional Arrangements. Chapter 11- This chapter contains capacity development, existing institutional capacity of BIWTA and grievances. Chapter 12- Consultation and Disclosure: Covers the process of various national, regional stakeholder consultations, FGDs and views, suggestions of the people from various cross sections attended in the consultations and FGDs Chapter 13- Conclusion and Recommendation 14 Final Report 2 LEGAL AND REGULATORY FRAMEWORK 2.1 Introduction This Chapter presents a review of the national policy, legal and regulatory framework relevant to the environmental and social aspects of the present study. Also reviewed in the Chapter are the relevant international treaties of which Bangladesh is a signatory. The World Bank environmental and social safeguard policies are also highlighted. 2.1.1 Relevant National Legislations and Policies in Bangladesh The implementation of the proposed interventions will be governed by the relevant Environmental Acts, Rules, Policies, and Regulations. Table 2.1 presents precise description of the applicable national laws, regulations and policies for the environmental social management of the project interventions. Table 2.1: Review of Relevant Laws, Regulations and National Policies Policies, Laws Description (Policies, Laws and Regulations) IWT Compliance and Regulations National Bangladesh National Environmental Policy 1992 sets According to this Environmental out the basic framework for environmental action, policy the proposed Policy, 1992 together with a set of broad sector action guidelines. project needs full The policy addresses 15 sectors in all, in addition to environmental providing directives on the legal framework and assessment. The institutional arrangements. Marine environment is one proposed of the key sectors covered in this policy. The main interventions are policy requirements related to the water sector are to required to comply ensure environmentally sound utilization of resources, with all the policy so that developments do not create any significant directives adverse impacts on the environment; and that all water emphasizing bodies and water resources are kept free from particularly on pollution. reducing adverse Key elements of the policy are: environmental  Maintenance of the ecological balance and overall impacts. The ESIA progress and development of the country through studies are required protection and improvement of the environment; to address the  ensure that all steps are taken for flood control, potential impacts including construction of embankments, dredging and propose of rivers, digging of canals, etc., be mitigation environmentally sound at local, zonal and national measures. In levels; compliance to the 15 Final Report Policies, Laws Description (Policies, Laws and Regulations) IWT Compliance and Regulations  keep the rivers, canals, ponds, lakes, haors, baors policy detail ESIA and all other water bodies and water resources free is prepared. from pollution;;  Identification and regulation of all types of activities, which pollute and degrade the environment;  Ensuring sustainable utilization of all natural resources, and  Conduct environmental impact assessment before undertaking projects for water resources development and management. Environment ECA ‘95 is urrently the m in legisl tion rel ted to The ESIA study is Conservation environment protection in Bangladesh. This Act is prepared following Act (ECA) 1995 promulgated for environment conservation, guidelines of this and subsequent environmental standard development and environment Act. In accordance amendments pollution control and abatement. The main strategies with the Act, the (2000, 2002 of the Act, that are relevant for this project, can be IWT project will and 2010) summarized as: need DoE‘s  Declaration of ecologically critical areas and clearance prior to restriction on the operation and process, which can the commencement or cannot be carried/initiated in the ecologically of the project. Also critical areas; the Ecologically  Environmental clearance requirement for certain Critical Areas, projects, which potentially create significant adverse environmental impacts; defined by DoE  Regulation of the industries and other under this act, will development tivities‘ dis h rge permit. be considered while  Promulgation of standards for quality of air, water, planning and noise and soil for different areas for different designing of the purposes. project  Promulgation of standard limit for discharging and interventions. In emitting waste and, connection with the  Formulation and declaration of environmental project particularly guidelines. construction of terminals on the bank This Act has established the Department of of Buriganga at Environment (DoE), and empowers its Director Sadarghat and Sasan General to take measures as he considers necessary ghat DoE,s opinion which includes conducting inquiries, preventing was solicited by the probable accidents, advising the Government, Consultant DoE coordinating with other authorities or agencies, and informed that such collecting and publishing information about development environmental pollution. According to this act intervention can not (Section 12), no industrial unit or project shall be be stopped even the river is considered as 16 Final Report Policies, Laws Description (Policies, Laws and Regulations) IWT Compliance and Regulations established or undertaken without obtaining, in a ECA. However, there manner prescribed by the accompanying Rules, an shall be detail EMP Environmental Clearance Certificate (ECC) from the in place for managing Director General of DoE. solid and liquid wastes at the The amendment 2010 provided clarification of terminals. defining wetlands as well as Ecologically Critical Areas and included many important environmental concerns such as conservation of wetlands, hill cutting, ship breaking, and hazardous waste disposal. This amendment empowered the government to enforce more penalties than before. Moreover, affected persons were given provision for putting objections or taking legal actions against the polluters or any entity creating nuisance to affected person. Environment The rule among others categorizes the industries and The EIA report is Conservation projects into four categories. As per ECR 1997, the prepared in Rules 1997 and project falls under Red Category needing detail EIA to consideration of the Subsequent obtain environmental clearances from DoE prior to procedure set in this commencement of any physical activities. Under the amendments rule. Rules, the following aspects, among others, are (2002 and 2003) covered. ⦁ Declaration of ecologically critical areas ⦁ Procedures for issuing the Environmental Clearance Certificate (ECC) ⦁ Determination of environmental standards. The Rule 3 defines the factors to be considered in declaring an area 'ecologically critical area' (ECA) as per Section 5 of ECA 1995. It empowers the Government to declare an area 'ECA', if it is satisfied that the ecosystem of the area has reached or is threatened to reach a critical state or condition due to environmental degradation. The Government is also empowered to specify which of the operations or processes shall not be carried out or shall not be initiated in the ecologically critical area. The Rule 7 classifies industrial units and projects into four categories depending on environmental impact and location for the purpose of issuance of ECC. These categories are: Green, Orange A, Orange B, and Red. All existing industrial units and projects and proposed industrial units and projects, that are considered to be low polluting are categorized under "Green" and shall 17 Final Report Policies, Laws Description (Policies, Laws and Regulations) IWT Compliance and Regulations be granted Environmental Clearance. For proposed industrial units and projects falling in the Orange-A, Orange-B and Red Categories, firstly a site clearance certificate and thereafter an environmental clearance certificate will be required. A detailed description of these four categories of industries has been given in Schedule-1 of ECR'97. Apart from general requirement, for every Red category proposed industrial unit or project, the application must be accompanied with feasibility report, Initial Environmental Examination (IEE), Environmental Impact Assessment (EIA) based on approved terms of reference (ToR) by DoE, Environmental Management Pl n (EMP). As per ECR‘97, w ter resour es development proje ts f ll under ‗Red‘ tegory proje t. Therefore the proje t is ‗Red‘ tegory proje t which requires IEE, EIA and EMP for environmental clearance from DoE. The rules however provide the Director General a discretionary authority to grant Environmental Clearance to an applicant exempting the requirement of site/location clearance, provided he considers it appropriate. [Section 7(4), 2nd Paragraph, Page 3105 of the Bangladesh Gazette of 27 August 1997]. National Water The policy aims to provide guidance to the major A number of Policy, 1999 players in water sector for ensuring optimal clauses of this development and management of water. The policy policy are emphasizes efficient and equitable management of applicable to the project as the water resources, proper harnessing and development dredging operation of surface and ground water, availability of water to will affect water all concerned and institutional capacity building for quality including water resource management. It also addresses issues change in aquatic like river basin management, water rights and habitats. The allocation, public and private investment, water supply proposed and sanitation and water need for agriculture, industry, interventions are designed and fisheries, wildlife, navigation, recreation, implemented with environment, preservation of wetlands, etc. due consideration The policy has several clauses related to the project of the relevant for ensuring environmental protection. Some of the clauses of the relevant clauses are: policy. Clause 4.9b:Measures will be taken to minimize disruption to the natural aquatic environment in streams and water channels. 18 Final Report Policies, Laws Description (Policies, Laws and Regulations) IWT Compliance and Regulations Clause 4.12a: Give full consideration to environmental protection, restoration and enhancement measures consistent with National Environmental Management Action Plan (NEMAP) and the National Water Management Plan (NWMP). Clause 4.12b: Adhere to a formal environment impact assessment (EIA) process, as set out in EIA guidelines and manuals for water sector projects, in each water resources development project or rehabilitation program of size and scope specified by the Government from time to time. National Water The recently published Water Act 2013 is based on the The Act is Act, 2013 National Water Policy, and designed for integrated considered relevant development, management, extraction, distribution, as the intervention involves usage, protection and conservation of water resources improvement of in Bangladesh. In general, if one takes a critical look navigability of the at the Act, the new law has provided the right major water ways framework for better management of water resources in the country. The in the country. As per this Act, all forms of water ESIA study is (e.g., surface water, ground water, sea water, rain conducted in water and atmospheric water) within the territory of consideration of relevant section of Bangladesh belong to the government on behalf of the the Act. people. The private landowners will be able to use the surface water inside their property for all purposes in accordance with the Act. A worthwhile initiative is the requirement for permits/licenses for large scale water withdrawal by individuals and organizations beyond domestic use. Without prior permission issued by the Executive Committee, no individuals or organizations will be allowed to extract, distribute, use, develop, protect, and conserve water resources, nor they will be allowed to build any structure that impede the natural flow of rivers and creeks. However, the maximum amount of surface water or groundwater that can be withdrawn by individuals or organizations is not mentioned in the Act. Setting up a priority order for water usage in an area where the water resources is in critical condition is also a significant step. 19 Final Report Policies, Laws Description (Policies, Laws and Regulations) IWT Compliance and Regulations The National NEMAP, 1995 identifies the main national Relevant section of Environment environmental issues, including those related to the NEMAP is Management water sector. The main water related national concerns complied with in Action Plan include flood damage, riverbank erosion, design and (NEMAP, 1995) environmental degradation of water bodies, increased implementation of water pollution, shortage of irrigation water and the project. drainage congestion; various specific regional concerns are also identified. Bangladesh Bangladesh Environment Court Act, 2010 has been According to this Environment enacted to resolve the disputes and establishing justice act, government can Court Act, 2010 over environmental and social damage raised due to take legal actions if any development activities. This act allows any environmental government to take necessary legal action against any problem occurs due parties who creates environmental hazards/ damage to to project environmentally sensitive areas as well as human interventions. society. The National The National Land Use Policy (NLUP), enacted in The project Land Use Policy 2001, aims at managing land use effectively to support intervention is (NLUP), trends in accelerated urbanization, industrialization designed adhering enacted in 2001 and diversification of development activities. The to the NLUP so that NLUP urges that increasing the land area of the there is no and/or country may be not possible through artificial land minimal change. reclamation process, which is cost-effective only in the long run. Therefore, land use planning should be based on the existing and available land resources. The policy suggests establishing land data banks where, among others, information on accreted riverine and coastal chars will be maintained. The National The National Water Management Plan (NWMP) 2001, The project ESIA Water approved by the National Water Resources Council in study is conducted Management 2004, envisions to establish an integrated with due Plan (NWMP) development, management and use of water resources consideration of 2001 in Bangladesh over a period of 25 years. Water NWMP sub-sector Resources Planning Organization (WARPO) has been clusters i), iii) and assigned to monitor the national water management viii). plan. The major programs in the Plan have been organized under eight sub-sectoral clusters: i) Institutional Development, ii) Enabling Environment, iii) Main River, iv) Towns and Rural Areas, v) Major Cities; vi) Disaster Management; vii) Agriculture and Water Management, and viii) Environment and Aquatic Resources. Each cluster comprises of a number of individual programs, and a total of 84 sub- sectoral programs have been identified and presented 20 Final Report Policies, Laws Description (Policies, Laws and Regulations) IWT Compliance and Regulations in the investment portfolio. Coastal Zone Coastal zone policy initiated as a harmonized policy In line with this Policy, 2005 that transcends beyond sectoral perspectives. The policy the operation policy provides general guidance so that the coastal is conducted with population can pursue their livelihoods under secured minimal conditions in a sustainable manner without impairing disturbance to the the integrity of the natural environment. The policy natural resources framework underscores sustainable management of (benthic species, natural resources like inland fisheries & shrimp, inland fisheries & marine fisheries, mangrove and other forests, land, shrimp, marine livestock, salt, minerals, sources of renewable energy fisheries, mangrove like tide, wind and solar energy. It also emphasizes forest, etc.) in the conservation and enhancement of critical ecosystems. coastal area with fragile ecosystem. The ESIA has been prepared with due note of this policy. Dredging and Government introduced the Policy 2013. Salient The policy is Dredged instructions, among others, relevant to dredging are: relevant to the Material study in question. Management Project has to be formulated after identifying location The ESIA study is Policy, 2013 of dredging and location for disposal of dredged conducted by materials. In dry season, dredged material shall not be considering salient disposed into flowing water. However, in south and contents of relevant southeast region, where tidal influence is very strong, sections particularly material can be discharged into the river based upon Sections 6.1.11, 7 recommendations from proper study. In rainy season, and 8 of the policy. material may be disposed into river flow based on A meeting was held proper study of hydro-morphological considerations. with DoE, BIWTA 6.1.11 the following information will be required and Connsultants before the dredging program implementation related on February 3, to the navigation: 2016. Director Natural Resources a) The goal of dredging works; Management and b) River section by hydrographic / bathymetric Research, chaired survey; the meeting. In response to the c) The location of dredging area; queries of BIWTA d) The amount of dredging works highlighting the Consultant river section by hydrographic / bathymetric survey; regarding disposal 21 Final Report Policies, Laws Description (Policies, Laws and Regulations) IWT Compliance and Regulations e) The distance between the dredging site and the of dredge materials, dredged material disposal; the director opined f) The timing / period of conduct of dredging program; that in stream disposal to scour g) The information from the study of adverse effects holes along the on the environment or ecology due to dredging; Lower Meghna is h) The mitigation measure on the reduction of the allowed subject to adverse effects on the environment and the ecology. monitoring of impact on aquatic 8.0 Dredged material management: habitat and river 8.1 Before starting dredging operation, proper morphology. He planning, implementation technique and methodology also emphasized are to be determined. that dumping of dredged materials 8.2 Provision for maintenance dredging is to be kept shall avoid ponds, with its management. wetlands, etc, In case of on land 8.3 For management of dredged materials following disposal preference factors are to be considered: for beneficial use is i. Objective of dredging; to be given and nonarable khash ii. Type and quality of river bed materials; land is to be used iii. Size of river; for piling dredge materials. iv). River bank and flood plain Characteristics; v). Demand for use of dredged material; vi) Quality of dredged material According to the policy dredged materials (soil, sand, sediment, etc.) from rivers can be disposed at specified locations for developing lands, urbanization, creating tourist areas, constructing dams and roads, exporting abroad to earn foreign currency, etc. 8.4 Conditions on temporary stockpiling: No agricultural land can be used for disposal of dredged spoils, dredged materials can be dumped in shallow places of river upon technical considerations and connections to link khals cannot be disrupted. 8.5 Conditions on permanent stockpiling: Best way of 22 Final Report Policies, Laws Description (Policies, Laws and Regulations) IWT Compliance and Regulations management of dredged materials is to fill up low land following Conservation Act 2000, ensure use along with dredging, and arranging piling on government khas land. Inland Water The objective of the IWTP is to revive inland The proposed Transport waterways traffic. This policy for IWT development interventions are is Policy (IWTP), has direct bearing on overall improvement of BIWT in line with the 2009 project. sector including dredging navigation routes, provision of inland port facilities and navigation aids, Compliance to the conducting hydrographic survey, vessel development, policy is addressed etc. The salient points of IWT Policy are: properly in the EMP Section of the Inland Waterways Network: ESIA and proper For this to be achieved, waterways shall be re- monitoring classified. In short term however, a core waterways arrangement by the network shall be identified to keep existing project proponent is ensured in the infrastructure and facilities running. study. Inland River Ports and Launch Landing Stations: More investments shall be made in ports and landing stations to make IWT more attractive and efficient. Proper passenger and cargo infrastructure and facilities shall be developed or augmented; accesses by roads shall be provided so that multi-modal traffic is ensured; waterways access shall be improved to reduce congestion at the berths; mechanical handlings shall be introduced to enhance efficiency and increase turn-round of vessels; and provide secured operational areas by security walls in order to improve passenger and cargo handlings. Network Maintenance: Funds shall be required to be committed by the Government only to maintain existing navigational asset. Hydrographic surveys shall be required to be carried out regularly to assess condition of waterways network and identify channels needing dredging works. Safety: Special focus is to be given on accident prevention, largely in the areas of inspection and 23 Final Report Policies, Laws Description (Policies, Laws and Regulations) IWT Compliance and Regulations enforcement. Design of vessels and construction shall be checked stringently. Institutional Issues: Considering transport sector as a whole, adequate government support in decision making and prioritization shall be given to IWT mode not only to maintain its present level of services but also to make improvements. Inland Shipping Deals with the administration, registration, The proposed Ordinance 1976 competency and pollution control, etc., of inland water intervention has and Inland transport. Primarily addresses pollution in the coastal close relationship Shipping and national waters and seaports of Bangladesh. The with the ordinance (Amendment) Act provides control for oil or pollutants discharged, and Act. EMP Act 1990 spilled or dumped into Bangladesh water from ships, section of the ESIA ship transfer to land, land, ports, exploration of the sea has addressed bed, pipelines and offshore installations. relevant issues and BIWTA is committed to ensure proper compliance to these through proper monitoring arrangement. Draft Rules for The proposed Rules control impacts from all inland The major activities Inland Ship water transport, ports, ship-related facilities, and ship of proposed Safety 1994 related activities for the protection of inland water in interventions are in regard to air emissions, handling and storage of line with the rules harmful materials, solid and liquid waste discharges, and are addressed dredging, and disposal of dredged sediments. in the EMP. Bangladesh The Act provides the guidance of employer‘s extent of This act is relevant Labour Act responsi ility nd workmen‘s extent of right to get to the project 2006 compensation in case of injury by accident while intervention as working. Provides for safety of work force during there will be construction period. involvement of skilled and unskilled labour in operation and management of dredged spoils. The 24 Final Report Policies, Laws Description (Policies, Laws and Regulations) IWT Compliance and Regulations EMP is prepared to address relevant section of this Act. Land This Ordinance governs acquisition and requisition by The project may Acquisition and the government of immovable property for any public require land Requisition purpose or in the public interest. acquisition and Ordinance 1984 requisition for disposal of dredged materials, development of vessel shelters, etc. RAP will be prepared to deal these aspects. The Bangladesh BNBC clearly sets out the constructional The project will National responsibilities according to which the relevant create facilities Building Code authority of a particular construction site shall adopt including (BNBC) some precautionary measures to ensure the safety of construction of the workmen. According to section 1.2.1 of chapter 1 vessel shelters. of p rt 7, ―In onstru tion or demolition work, the These will involve terms of contract between the owner and the construction of contractor and between a consultant and the owner infrastructures. All sh ll e le rly defined nd put in writing.‖ civil construction works will be carried out following the BNBC Code. National This policy aims to make the nation self-sufficient in The proposed Agriculture food through increasing production of all crops project is expected Policy, 1999 including cereals and ensure a dependable and secure to contribute to food system for all. The policy particularly stresses on achieve the objectives of the research and development of improved varieties and agriculture policy technologies for cultivation in water-logged and by avoiding salinity affected areas. The policy also recognizes that disposal of dredged adequate measures should be taken to reduce water- materials on arable logging and salinity and provide irrigation facilities land and creating for crop production. arable land by raising land level subject to quality of spoil material. 25 Final Report Policies, Laws Description (Policies, Laws and Regulations) IWT Compliance and Regulations National The policy recognizes that fish production has This policy is Fisheries Policy, declined due to environmental imbalances, adverse relevant as the 1998 environmental impact and improper implementation of dredging activities fish culture and management programs. The policy involve major river suggests, among others, that biodiversity will be system of the maintained in all natural water bodies and in marine country, which are environment and control measures will be taken important fish against activities that have a negative impact on feeding, breeding, fisheries, resources and vice-versa. National Fisheries spawning and Policy focuses on aquaculture and marine fisheries migration routes. development and includes the following mandates: (i) The proposed ESIA Maintaining biodiversity in all natural water bodies is conducted in and in marine environment, (ii) Ensuring that compliance with chemicals harmful to the environment will not be used the relevant in fish shrimp farms; (iii) Using environment friendly directives including fish shrimp culture technology; (iv) maintaining Expanding fisheries areas and integrating rice, fish biodiversity in and shrimp cultivation; (v) Undertaking control inland water ways. measures against activities that have a negative impact on fisheries resources and vice-versa; and (v) Formulating laws will to ban the disposal of any untreated industrial effluents into the water bodies. Protection and This Act provides various measures for the protection Relevant as Conservation of and conservation of fish including specifying waters in intervention area is Fish Act, 1950 which the catching of certain fish species is prohibited located within (Amended without a valid license, and specifying fish species of Hilsha fish 1963, 1970, 1982, 1995, which the catching or sale in certain periods is migratory route of 2000) prohibited; prohibiting the erection of fixed engines in the country. The rivers and canals; prohibiting the destruction of fish project will be through the use of poison or explosives; and licensing implemented with and regulations with regard to frogs. In recognition due care so that that fish fry collection from nature may result in long minimal/no damage term ecological destruction the government, in 2000, occur to fishery for prohibited the collection of fry or post larvae of fish, conservation of shrimp and prawns of any kind, in any form and in fishery resources. any way, in estuary and coastal waters, diverting or No intervention blocking water flow that hinders fish will be in place movement/migration. The Rules contain a provision during Hilsha for conservation by empowering the government to breeding periods. declare any fish reserve in which fishing and any other detrimental activities can be prohibited. 26 Final Report Policies, Laws Description (Policies, Laws and Regulations) IWT Compliance and Regulations The Forest Act, The Forest Act of 1927 as amended in 1989 grants the Relevant to the 1927 and government several basic powers, largely for study in question. amendment1989 conservation and protection of government forests, EMP is prepared in and limited powers for private forests. The 1927 consideration of version of the act was amended in 1989 for extending this Act. authority over "any [Government-owned] land suitable for afforestation". Bangladesh The previous Wildlife (Preservation) Order, 1973 & Relevant as Wildlife Wildlife (Preservation) (Amendment) Act, 1974 have intervention may (Conservation been revamped to Wildlife (Conservation & Safety) affect wildlife & Security) Act, Act of 2012. The Act has adopted new types of habitation, obstruct 2012 (previously protected areas for conservation and protection of movement. The known as wildlife resources, created avenue for community EMP is prepared to Bangladesh conserved areas and also community based address this aspect. Wildlife management of protected areas. This Act protects (Preservation) 1,307 species of plants and animals; and mandates Order, 1973; imprisonment and fines for wildlife poaching, amended as capturing, trapping, and trading. Bangladesh Wildlife Bangladesh Wildlife (Preservation) Order (1973) and Act (1974) regulates (Preservation) the hunting, killing,capture, trade and export of wild Act 1974) life and wild life products. It designates a list of protected species and game animals. Bangladesh The Government of Bangladesh has prepared the Relevant as the Climate Change Bangladesh Climate Change Strategy and Action Plan country particularly Strategy and (BCCSAP), 2009. The BCCSAP is built on six pillars: the project area is Action Plan i. Food security, social protection and health to ensure vulnerable to (BCCSAP) that the poorest and most vulnerable in society, climate change 2009 including women and children, are protected from effect. Proposed climate change and that all programs focus on the interventions are needs of this group for food security, safe housing, designed to address employment and access to basic services, including climate induced health. ii. Comprehensive disaster management to effect. further strengthen the ountry‘s lre dy proven disaster management systems to deal with increasingly frequent and severe natural calamities. iii. Infrastructure to ensure that existing assets (e.g., coastal and river embankments) are well maintained and fit for purpose and that urgently needed infrastructures (cyclone shelters and urban drainage) is put in place to deal with the likely impacts of climate 27 Final Report Policies, Laws Description (Policies, Laws and Regulations) IWT Compliance and Regulations change. iv. Research and Knowledge management to predict that the likely scale and timing of climate change impacts on different sectors of economy and socioeconomic groups; to underpin future investment strategies; and to ensure that Bangladesh is networked into the latest global thinking on climate change. v. Mitigation and low carbon development to evolve low carbon development options and implement these as the ountry‘s e onomy grows over the oming decades. vi. Capacity building and Institutional strengthening to enhance the capacity government ministries, civil society and private sector to meet the challenge of climate change. RMIP will contribute towards achieving the objective of pillars such as (i), (ii), (iii), (iv), and (vi). The Consolidates the laws relating to Embankments and Disposal of dredged Embankment drainage providing provision for the construction, spoil may create and Drainage maintenance, management, removal and drainage Act, 1952 control of embankments and water courses for the obstruction. So better drainage of lands and for their adherence to protection from floods, erosion or other damage by relevant section of water. the Act is addressed in the ESIA. 2.1.2 Compliance with DOE EIA Guidelines Department of Environment (DoE) under the Ministry of Environment and Forest (MoEF) is the sole entity to issue environmental clearance to any Governmental, Non-Governmental or private Organization intending to develop a project or set up an industry. Environmental Impact Assessments (EIA) should be conducted before projects are undertaken. All existing industrial units and projects and proposed industrial units and projects, that are considered to be low polluting are categorized under "Green" and shall be granted Environmental Clearance. For proposed industrial units and projects falling in the Orange-A, Orange-B and Red Categories, firstly a site clearance certificate and thereafter an environmental clearance certificate will be required. A detailed description of these four categories of industries has been given in Schedule-1 of ECR'97. Apart from general requirement, for every Red category proposed industrial unit or project, the application must be accompanied with feasibility report, Initial Environmental Examination (IEE), Environmental Impact Assessment (EIA) based on approved terms of reference (ToR) by DoE, Environment l M n gement Pl n (EMP). As per ECR‘97, w ter resour es development 28 Final Report proje ts f ll under ‗Red‘ tegory proje t. Therefore, the proje t is lso tegorized s ‗Red‘ which requires IEE, EIA and EMP for environmental clearance from DoE. The ECR'97 describes the procedures for obtaining Environmental Clearance Certificates (ECC) from the Department of Environment for different types of proposed units or projects. Any person or organization wishing to establish an industrial unit or project must obtain ECC from the Director General. The application for such certificate must be in the prescribed form together with the prescribed fees laid down in Schedule 13, through the deposit of a Treasury Challan in favor of the Director General. The fees for clearance certificates have been revised in 2010. Rule 8 prescribes the duration of validity of such certificate (three years for green category and one year for other categories) and compulsory requirement for renewal of certificate at least 30 days before expiry of its validity. The Department of Environment may take up to sixty days to approve the ESIA and thirty more days to issue the Environmental Clearance, provided everything complies with the requirements (Figure 2.1). This may be quite a lengthy process if DoE uses the full extent of the time limits. 29 Final Report Application for site clearance Application should enclose: Prescribed application form Application fee IEE report of the proposed project (including ToR for EIA) Location map/ layout plan, etc. No Objection Certificate (NOC) from local government authority Preliminary Feasibility Study Report/ DPP of the proposed project, if available Site visit by DOE and applicant agency, if required Obtaining Site Clearance and approved ToR for EIA Applicant agency will conduct EIA study for the proposed project Application for Environmental Clearance Application should enclose: 1. Prescribed application form 2. EIA report of the proposed project including EMP 3. Outline of relocation, rehabilitation plan, if applicable 4. Feasibility Study Report of the proposed project, if available Presentation on the EIA and EMP by the applicant agency to DOE Obtaining Environmental Clearance Renewal of the clearance after each one-year period Figure 2.1: Process of Site and Environmental Clearance conform ECR 1997. 30 Final Report 2.2 International Treaties Bangladesh is signatory to several International conventions and treaties including MARPOL 73/78 (Prevention of Pollution from Ships), OPRC (Oil Pollution Preparedness Response and Cooperation) or the LC Convention 72 (dumping of ship wastes).The International Convention for the Prevention of Pollution from Ships (MARPOL 73/78) is subject to enforcement in Bangladesh marine and coastal waters. Therefore, ships in Bangladesh Ports are subject to inspection for the purpose of enforcing MARPOL 73/78. Bangladesh has signed most international treaties, conventions and protocols on environment, pollution control, bio-diversity conservation and climate change, including the Ramsar Convention, the Bonn Convention on migratory birds, the Rio de Janeiro Convention on biodiversity conservation and the Kyoto protocol on climate change. An overview of the relevant international treaties and conventions is shown in Table 2.2. 31 Final Report Table 2.2: International Treaties, Conventions and Protocol Treaty or Convention Brief Description IWT Compliance London Convention The Convention on the Prevention of Marine Pollution by The Convention is indirectly relevant for the Dumping of Wastes and Other Matter1972, commonly present ESIA as dredging operation is planned called the "London Convention" or "LC '72" and also not only in the major river routes but also in the abbreviated as Marine Dumping, is an agreement to control delicate coastal ecosystem of the country. pollution of the sea by dumping and to encourage regional agreements supplementary to the Convention. It covers the deliberate disposal at sea of wastes or other matter from vessels, aircraft, and platforms. It does not cover discharges from land-based sources such as pipes and outfalls, wastes generated incidental to normal operation of vessels, or placement of materials for purposes other than mere disposal, providing such disposal is not contrary to aims of the Convention. It entered into force in 1975. As of 2013, there were 87 Parties to the Convention. The London Convention consists of 22 Articles and three Annexes. The main objective of the London Convention is to prevent indiscriminate disposal at sea of wastes that could be liable for creating hazards to human health; harming living resources and marine life; damaging amenities; or interfering with other legitimate uses of the sea. The 1972 Convention extends its scope over "all marine waters other than the internal waters" of the States and prohibits the dumping of certain hazardous materials. It further requires a prior special permit for the dumping of a number of other identified materials and a prior general permit for other wastes or matter. 32 Final Report Treaty or Convention Brief Description IWT Compliance Since its entering into force in 1975, the convention has provided a framework for international control and prevention of marine pollution within which the contracting parties have achieved continuous progress in keeping the oceans clean. Among its milestones are the 1993 ban on ocean disposal of low-level radioactive wastes and the resolutions to end the dumping and incineration of industrial wastes. The efforts of the Parties are supported by a permanent secretariat hosted by the International Maritime Organization (IMO). On 17 November 1996, a special meeting of the Contracting Parties adopted the "1996 Protocol to the Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter, 1972" which is to replace the 1972 Convention, subject to ratification. In line with UNCED's Agenda 21, the 1996 Protocol reflects the global trend towards precaution and prevention with the parties agreeing to move from controlled dispersal at sea of a variety of land-generated wastes towards integrated land- based solutions for most, and controlled sea disposal of few, remaining categories of wastes or other matter. Among the most important innovations brought by the 1996 protocol is the codification of the "precautionary approach" and the "polluter pays principle." Reflecting these principles, the protocol embodies a major structural revision of the convention the so-called "reverse list" approach. Now, instead of prohibiting the dumping of certain (listed) hazardous materials, the parties are obligated to prohibit the dumping of any waste or other matter that is not listed in Annex 1 ("the reverse list") of 33 Final Report Treaty or Convention Brief Description IWT Compliance the 1996 protocol. Dumping of wastes or other matter on this reverse list requires a permit. Parties to the protocol are further obligated to adopt measures to ensure that the issuance of permits and permit conditions for the dumping of reverse list substances comply with Annex 2 (the Waste Assessment Annex) of the protocol. The substances on the reverse list include dredged material; sewage sludge; industrial fish processing waste; vessels and offshore platforms or other man-made structures at sea; inert, inorganic geological material; organic material of natural origin; and bulky items including iron, steel, concrete and similar materials for which the concern is physical impact, and limited to those circumstances where such wastes are generated at locations with no land-disposal alternatives. In addition, the 1996 protocol prohibits altogether the practice of incineration at sea, except for emergencies, and prohibits the exports of wastes or other matter to non- Parties for the purpose of dumping or incineration at sea. The 1996 protocol has effectively moved the scope of the original London convention landwards, relating it to the policy and management issues of land as well as sea wastes disposal. MARPOL Convention The Convention is in line with the study in The International Convention for the Prevention of question. Most of the Annexes of MARPOL is Pollution from Ships (MARPOL) is the main international required to be observed by the project proponent convention covering prevention of pollution of the marine environment by ships from operational or accidental strictly as per EMP recommendation advocating causes. strict observance to this and other relevant The MARPOL Convention was adopted on 2 November Conventions as Bangladesh is a signatory to this 1973 at IMO. The Protocol of 1978 was adopted in Convention. 34 Final Report Treaty or Convention Brief Description IWT Compliance response to a spate of tanker accidents in 1976-1977. As the 1973 MARPOL Convention had not yet entered into force, the 1978 MARPOL Protocol absorbed the parent Convention. The combined instrument entered into force on 2 October 1983. In 1997, a Protocol was adopted to amend the Convention and a new Annex VI was added which entered into force on 19 May 2005. MARPOL has been updated by amendments through the years. The Convention includes regulations aimed at preventing and minimizing pollution from ships - both accidental pollution and that from routine operations - and currently includes six technical Annexes. Special Areas with strict controls on operational discharges are included in most Annexes. Annex I Regulations for the Prevention of Pollution by Oil (entered into force 2 October 1983) Covers prevention of pollution by oil from operational measures as well as from accidental discharges; the 1992 amendments to Annex I made it mandatory for new oil tankers to have double hulls and brought in a phase-in schedule for existing tankers to fit double hulls, which was subsequently revised in 2001 and 2003. Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk (entered into force 2 October 1983) Annex III Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form (entered into force 1 July 1992). 35 Final Report Treaty or Convention Brief Description IWT Compliance Annex IV Prevention of Pollution by Sewage from Ships (entered into force 27 September 2003) Contains requirements to control pollution of the sea by sewage; the discharge of sewage into the sea is prohibited, except when the ship has in operation an approved sewage treatment plant or when the ship is discharging comminuted and disinfected sewage using an approved system at a distance of more than three nautical miles from the nearest land; sewage which is not comminuted or disinfected has to be discharged at a distance of more than 12 nautical miles from the nearest land. Annex V Prevention of Pollution by Garbage from Ships (entered into force 31 December 1988) Deals with different types of garbage and specifies the distances from land and the manner in which they may be disposed of; the most important feature of the Annex is the complete ban imposed on the disposal into the sea of all forms of plastics. Annex VI Prevention of Air Pollution from Ships (entered into force 19 May 2005) Sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits deliberate emissions of ozone depleting substances; designated emission control areas set more stringent standards for SOx, NOx and particulate matter. A chapter adopted in 2011 covers mandatory technical and operational energy 36 Final Report Treaty or Convention Brief Description IWT Compliance efficiency measures aimed at reducing greenhouse gas emissions from ships. Ramsar Convention Protection of wetlands. The operation may affect wetland habitat. Broadly applicable for wetlands in and around the project Mitigation measures included in EMP to address influence area. potential impacts on wetlands and associated resources as well. Protocol on Waterfowl Amendment of Ramsar Convention to protect specific Broadly applicable for wetlands in and around the Habitat habitats for waterfowl. project influence area. Mitigation measures included in EMP address potential impacts on wetlands and associated ecological resources as well. CITES Convention Ban and restrictions on international trade in endangered Not directly relevant to the the project (Washington) species of wild fauna and flora. intervention since the project does not involve in any international trade of endangered species of wild fauna and flora. General restrictions have however been included in the Environmental Code of Practice. Prevention and Protect workers against occupational exposure to Compliance to this is taken care of in the EMP of Control of carcinogenic substances and agents. the ESIA report due to the fact that interventions Occupational hazards involve occupational risks to some extent. (Geneva) Occupational hazards Protect workers against occupational hazards in the Relevant as there will be pollution due to gaseous due to air pollution, working environment. emission from dredging equipment, vehicle noise & vibration movement as well as noise Appropriate (Geneva) mitigation and protective measures have been included in the EMP and vibration. Occupational safety Prevent accidents and injury to health by minimizing Broadly applicable to the project activities under the 37 Final Report Treaty or Convention Brief Description IWT Compliance and health in working hazards in the working environment. project. Compliance is attached in the ESIA to ensure environment (Geneva) health and safety to workers through prevention of accidental risks. Appropriate mitigation and protective measures have been included in the EMP. Occupational Health To promote a safe and healthy working environment. Broadly applicable to the project activities under Services (Geneva) the project. Compliance to this will be adopted as there will be involvement of both skilled and unskilled manpower. Appropriate mitigation and protective measures have been included in the EMP. Bonn Convention Conservation of migratory species of wild animals. Broadly applicable to the migratory birds in and around the project influence area. Project activities are not likely to have any significant impacts on these species; precautionary measures have nonetheless been included in EMP. Civil liability on Safe methods for transport of dangerous goods by road, Broadly applicable to transportation of substances transport of dangerous railway and inland vessels. such as fuels during the project construction goods (Geneva) phase. Appropriate mitigation measures are included in the EMP. UN framework Regulation of greenhouse gases emissions (GHGs). The study will take due care of the convention as convention on climate the intervention area is located within climate change (Rio de vulnerable zone. Appropriate mitigation and Janeiro) protective measures have been included in the EMP to minimize emissions of GHGs. Convention on Conservation of bio-diversity, sustainable use of its The ESIA will be prepared addressing Biological Diversity components and access to genetic Resources. conservation of biological species as these are (Rio de Janeiro) subject to be affected by the project intervention. Appropriate mitigation and protective measures 38 Final Report Treaty or Convention Brief Description IWT Compliance have been included in the EMP for the conservation of biodiversity. International International treaty on climate change and emission of The ESIA is prepared with due note to the Kyoto Convention on greenhouse gases. Protocol as the project interventions are in the Climate Changes climate vulnerable area. Appropriate mitigation (Kyoto Protocol) and protective measures have been included in the EMP to minimize emissions of GHGs. 39 Final Report 2.3 World Bank Safeguard Policies 2.3.1 Overview of OPs and Guidelines The m in purposes of the B nk‘s s fegu rd poli ies re to (i) void h rm to the environment and affected people and provide affected people an opportunity to participate in the development process; (ii) improve project design and performance; and (iii) protect the reputation of the Bank. The current set of safeguard policies cover a broad range of topics from environmental assessment to natural habitats, forests, resettlement, and Indigenous Peoples and others. The policies are the reflection of international conventions and internationally accepted principles of good practice in project preparation and implementation. Table 2.3 precisely presents World Bank Safeguard Policies and their applicability to the Project. Table 2.3: World Bank Safeguard Policies and their Applicability to the Project. OP Number Brief Description IWT Compliance OP 4.01 - The World Bank requires an Environmental Triggered. ESIA has Environmental Assessment (EA) for all projects proposed for been prepared Assessment Bank financing to ensure that these projects are considering A Category environmentally sound and sustainable. The project as per OP 4.01. proposed BIWTA project is classified Category A, because of the scope of the expected impacts from dredging operation, river training, vessel shelter construction and operation, the impacts of land acquisition, and the expected impacts on the natural environment. OP 4.04 - There are no designated conservation areas or Triggered. The ESIA Natural nature reserves in the project area. However OP report is prepared in Habitats 4.04 does apply since the intervention area consideration of all covers major navigation routes including lower ecological sensitive Meghan and part of estuary which consists of areas. In addition, a natural char lands in the active Meghan biodiversity floodplain, with typical floodplain habitats and management plan is breeding grounds that might be affected by the prepared as part of project. ESIA. OP 4.10 For purposes of this Poli y, the term ‗Indigenous Not triggered. The Indigenous Peoples‘ is used in generi sense to refer to social impact People distinct, vulnerable, social and cultural group assessment of the possessing the following characteristics in Project indicates that 40 Final Report OP Number Brief Description IWT Compliance varying degrees:1 there are no indigenous communities residing in  self-identification as members the project influence of a distinct indigenous cultural area and therefore, no group and recognition of this identity impacts on them are by others; expected under the  collective attachment to project. This has been geographically distinct habitats or confirmed in the ancestral territories in the project area selected reach where and to the natural resources in these operation will be habitats and territories; carried out under the  customary cultural, economic, proposed project. social, or political institutions that are Therefore, this OP is separate from those of the dominant not triggered. society and culture; and  an indigenous language, often different from the official language of the country or region. The OP defines the process to be followed if the project affects the indigenous people. OP 4.11 The World B nk‘s gener l poli y reg rding Triggered. As part of Physical cultural properties is to assist in their the environmental and Cultural preservation, and to seek to avoid their social assessment Resources elimination. The specific aspects of the Policy studies for the project, a are given below. 2 full baseline  The Bank normally declines assessment has been to finance projects that will significantly carried out, including damage non-replicable cultural property, and consultations, to identify will assist only those projects that are sited or any physical cultural designed so as to prevent such damage. resources (PCR) in the project influence area.  The Bank will assist in the Though there are no protection and enhancement of cultural properties encountered in Bank-financed identified PCRs located projects, rather than leaving that protection in the subproject sites to chance. In some cases, the project is best which would likely be relocated in order that sites and structures directly affected or can be preserved, studied, and restored intact displaced by proposed in situ. In other cases, structures can be works, there could be relocated, preserved, studied, and restored on chance finds. ‘Chance alternate sites. Often, scientific study, find’ procedures will be selective salvage, and museum preservation included in the EMPs before destruction is all that is necessary. for all works activities. Most such projects should include the training and strengthening of institutions 1 Excerpts from the OP 4.10.WB Operational Manual. July 2005. 2 Excerpts from the OPN 11.03.WB Operational Manual. September 1986. 41 Final Report OP Number Brief Description IWT Compliance entrusted with s fegu rding n tion‘s cultural patrimony. Such activities should be directly included in the scope of the project, rather than being postponed for some possible future action, and the costs are to be internalized in computing overall project costs.  Deviations from this policy may be justified only where expected project benefits are great, and the loss of or damage to cultural property is judged by competent authorities to be unavoidable, minor, or otherwise acceptable. Specific details of the justification should be discussed in project documents.  This policy pertains to any project in which the Bank is involved, irrespective of whether the Bank is itself financing the part of the project that may affect cultural property. OP 4.12 - The project may require land acquisition for Triggered. Separate Involuntary management of dredged material handling as social studies are Resettlement well as construction of vessel shelter. carried out and resettlement action plans (RAP) is being prepared. These aim to minimize resettlement while offering adequate compensation or settlement alternatives in conformity with World Bank policies and Bangladesh law. OP 4.36 This Policy recognizes the need to reduce Triggered. This OP is Forests deforestation and promote sustainable forest triggered since the conservation and management in reducing dredging operation will poverty. The Bank believes that forests are very be over a long period much essential for poverty reduction and located in different sustainable development irrespective of their reaches including location in the world. The Bank assists coastal area having borrowers with forest restoration activities that mangrove vegetation maintain or enhance biodiversity and ecosystem and social forestry. The functionality. The Bank also assists borrowers ESMP section of the with the establishment and sustainable 42 Final Report OP Number Brief Description IWT Compliance management of environmentally appropriate, ESIA has dealt these socially beneficial, and economically viable aspects in the light of forest plantations to help meet growing demands this OP. However, for forest goods and services. The Bank does not dredging operation will finance projects that, in its opinion, would avoid any such involve significant conversion or degradation of environmental hot spot. critical forest areas or related critical natural Also habitats. Furthermore, the Bank does not finance disposal of dredged materials will projects that contravene applicable international environmental agreements. not be considered on mangrove vegetation nor in social forest area. OP 4.09 Pest Through this OP, the WB supports a strategy Not triggered Management that promotes use of biological or environmental control methods and reduces reliance on synthetic chemical pesticides. Rural development and health sector projects have to avoid using harmful pesticides. Other pesticides can be used, but only as an element of an Integrated Pest Management Plan (IPMP) that emphasizes environmental and biological controls. OP 4.37 Safety The Policy seeks to ensure that appropriate Not triggered. This OP of Dams measures are taken and sufficient resources is not relevant since the provided for the safety of dams the WB finances. proposed Project does not involve construction of dams. OP 7.50 Projects on international waterways may affect Triggered. This Policy Projects on the relations between the World Bank and its is triggered since the International borrowers, and between riparian states. navigation route include Waterways Therefore, the Bank attaches great importance to international waterway. the riparian making appropriate agreements or However, as arrangements for the entire waterway, or parts Bangladesh is the most thereof, and stands ready to assist in this regard. downstream country of A borrower must notify other riparian of planned the Major river system, projects that could affect water quality or the proposed project is quantity, sufficiently far in advance to allow not expected to them to review the plans and raise any concerns adversely change the or objections. quality or quantity of water flow to the other riparian countries. OP 7.60 Projects in disputed areas may raise a number of Not triggered. This OP Projects in delicate problems affecting relations not only is not triggered since no Disputed Areas between the Bank and its member countries, but part of the Project also between the borrower and one or more influence area is located neighboring countries. In order not to prejudice in any disputed the position of either the Bank or the countries territory. concerned, any dispute over an area in which a 43 Final Report OP Number Brief Description IWT Compliance proposed project is located is dealt with at the earliest possible stage. The Bank may proceed with a project in a disputed area if the governments concerned agree that, pending the settlement of the dispute, the project proposed for country A should go forward without prejudice to the claims of country B. 3 BP 17.50 - According to the Bank Policy as well as ToR The ESIA and RPF Public obligation the EA should be made available to documents have been Disclosure of the public by disclosure at public libraries or disclosed in BIWTA Information other places accessible to project affected web site and through groups, including a Summary EA in the local public consultations at language. Ashuganj and Barisal. The ESIA and RPF reports are also disclosed in World Bank website. The ESA Executive Summary has been translated into Bangla and disclosed in BIWTA website and made available to local community at local BIWTA offices. During ESIA preparations several consultations meetings were held in the project area including a national workshop in Dhaka 3 Excerpts from the OP 7.60.WB Operational Manual. November 1994. 44 Final Report 2.4 World Bank EHS Guidelines IFC Environmental, Health and Safety Guidelines of World Bank Group is presented in Table 2.4. Table 2.4: World Bank Environmental, Health and Safety Guidelines. EHS Guideline Brief Description IWT Compliance Environmental The Environment, Health, and Safety These Guidelines will be Health and (EHS) Guidelines contain the applicable to the Project Safety performance levels and measures that are particularly with respect to Guidelines generally considered to be achievable in air emissions, ambient air and new facilities or project by existing noise quality standards, waste technology at reasonable costs. water quality, hazardous material and waste management, and occupational and community health and safety management. Environmental, The Environmental, Health, and Safety Relevant as the project Health, and (EHS) Guidelines are technical reference includes provision of Safety documents with general and industry- improved navigation routes Guidelines specific examples of Good International and terminal facilities. ESMP PORTS, Industry Practice (GIIP). When section of the ESIA report HARBORS, and one or more members of the World Bank has been dedicated to TERMINALS Group are involved in a project, these mitigate adverse impact due EHS Guidelines are applied as required by to the proposed intervention. their respective policies and standards. These industry sector EHS guidelines are designed to be used together with the General EHS Guidelines document, which provides guidance to users on common EHS issues potentially applicable to all industry sectors. For complex projects, use of multiple industry-sector guidelines may be necessary. The EHS Guidelines for Ports, Harbors, and Terminals are applicable to commercial ports, harbors, and terminals for cargo and passengers transfer. Shipping (including repair and maintenance of ships), fuel terminals, or railways are addressed in separate industry sector EHS Guidelines, 45 Final Report specifically the EHS Guidelines for Shipping, Crude Oil and Petroleum Product Storage, Railways, respectively. The EHS The EHS Guidelines for Shipping include Broadly applicable as the Guidelines for information relevant to the operation and project provides improved Shipping maintenance of ships used for the navigation routes and transport of bulk cargo, and goods. Cargo terminal facilities. The EMP handling, vessel maintenance, is prepared to address and other in-port activities are covered mitigation measures due to under the EHS Guidelines for Ports and proposed interventions. Harbors while issues specific to the transfer and storage of bulk fuels are covered in the EHS Guidelines for Crude Oil and Petroleum Product Terminals. 46 Final Report 3 PROJECT DESCRIPTION 3.1 Background 3.1.1 Details of Dhaka-Chittagong Corridor D-C corridor and adjoining routes under study are considered artery of IWT network. It is estimated that these routes generate more than 70 percent of total IWT output. Most of major inland ports namely Dhaka, Narayanganj, Ashuganj-Bhairabbazar, Munshiganj-Mirkadim, Chandpur and Barisal are located along routes under the present study. A total of 80 way side landing stations were developed by BIWTA along these routes. With all these infrastructures and facilities accessibility to rivers for the purpose of transport has enhanced dedicated jetties and ware houses. Larger industrial units, power plants established along the banks of rivers in these routes depend almost completely on IWT for transportation of bulk raw materials required for industrial units. About 300 passenger launches with average capacity of 250 passengers are departing daily from Dhaka, Narayanganj, Barisal and other stations. While almost 300 launches arrive daily at those stations. Besides, state owned BIWTC has its passenger service. With all these, it can be estimated that these routes provide transit of 200,000 passengers daily. Cargo and passenger throughput in the following table (Table 3.1) in major four inland ports namely Dhaka, Narayanganj, Chandpur and Barisal along these routes will further describe the importance: Table 3.1: Passenger and Cargo Throughputs of River Ports 2011-2012 2012-2013 2013-2014 Passenger Cargo (in Pass (in Cargo (in Pass (in Cargo (in Port (in million million) million million) million million) tonne) tonne) tonne) Dhaka 19.05 6.00 21.11 6.70 20.55 7.53 Narayanganj 23.13 10.53 22.72 12.76 24.17 13.61 Chandpur 2.10 0.42 2.27 0.47 2.28 0.50 Barisal 5.75 0.60 5.81 0.66 6.47 0.68 Source: BIWTA. 3.1.2 Inflow of maritime transport D-C corridor and adjoining routes connect maritime ports in Bangladesh. Chittagong, being the main maritime port shares more than 90 percent of international sea borne trade. Intermodal distribution of goods handled at Chittagong largely depends on this corridor under study. Coastal and inland vessels transport imported goods from Chittagong to different destinations inland. Average number of annual sailings from Chittagong to different destinations mainly Dhaka-Narayanganj area is almost 18,000. Annual volume of carriage of goods is 22.45 million tonnes. These are mainly: clinker, urea, wheat, raw sugar, soya seed, coal, salt, 47 Final Report feldspar, ball clay, gypsum, lime stone, slag, yellow peas, rock phosphate, soda, HR coil, billet, TSP, MOP and maize. These are dry bulk and about 70 percent of imports are transported by river. One vessel can load 1,300 tonnes on average and takes a steaming time of 36 hours to reach Dhaka / Narayanganj. Transport of POL and liquid bulk largely depends on this corridor. About 220 oil tankers with average capacity of 1,500 each provide services for transport of POL and liquid bulk. About 6.7 million tons of POL and 1 million ton of soya bean oil are transported inland by this corridor annually. 3.1.3 Trans- boundary inland navigation There exists a Protocol between Bangladesh and India on Inland Water Transit and Trade envisaging utilization of river resources of both the countries for commerce between the countries and for passage of goods between two Indian places through inland waterways of Bangladesh. Since its signing in 1972, working of this Protocol continues without any disruption. Protocol decided eight routes including two dormant routes of Rajshahi and Dhulian. In the remaining six routes D-C corridor and adjoining routes are common. It means that the corridor and adjoining routes contribute towards sub-regional transport cooperation. This Protocol has two aspects: carriage of inter-country trade cargo and carriage of transit cargo. During recent years, volume of inter country trade cargo is growing fast. These are mainly fly ash required by cement manufacturers and other commodities like food grain, gypsum, slag etc. These are mainly low price goods in bulk coming from Kolkata to mainly Narayanganj. This is an one way traffic since Bangladesh has nothing in bulk to export to India. Most interesting matter in this regard is that Bangladesh vessels share more than 90 percent of total tonnage despite a provision of sharing of cargo on equal tonnage basis. Table 3.2 illustrates the growth of inter country trade cargo: Table 3.2: Cargo of Bilateral Trade (in ton) Year Indian Vessel Bangladesh Vessel Total 2006-2007 - 8,81,011 8,81,011 2007-2008 1,900 9,94,345 9,96,245 2008-2009 - 9,30,094 9,30,094 2009-2010 - 12,77,436 12,77,436 2010-2011 12,697 14,24,176 14,36,873 2011-2012 55,558 14,29,443 14,85,001 2012-2013 39,256 15,07,357 15,46,613 2013-2014 18,953 19,12,622 19,31,575 Source: Traffic Department, BIWTA Unlike bilateral trade, volume of cargo of transit traffic is significantly declining. This has the two following reasons: i) Development of transport infrastructure in the chicken-neck of India consisting of northern West Bengal and upper Assam. ii) Problem of navigability in rivers of north-eastern Bangladesh, especially in the Kushiara. Table 3.3 will demonstrate current state of transit traffic: 48 Final Report Table 3.3: Volume of Transit Trade Year Volume (in tonnes) 2006-2007 12,557 2007-2008 8,230 2008-2009 14,628 2009-2010 4,474 2010-2011 590 2011-2012 2,695 2012-2013 18,685 2013-2014 2,373 Source: Traffic Department, BIWTA 3.1.4 Inland container traffic Growth of international sea-borne trade depends mainly on intermodal distribution of goods handled at maritime ports. The main maritime port of Chittagong shares almost 90% of sea borne trade, is connected with Dhaka-Narayanganj area by these routes. Container traffic to and from Bangladesh is growing very fast. Of the total containers handled at Chittagong Port, 70% are destined for or originating from Dhaka-Narayanganj area. To meet the growing demand of container traffic, utilization of this corridor to full extent is inevitable. Railway suffers from capacity constraint and road does not have the bearing capacity to accommodate trailers. So, all the studies conducted recently recommended inland waterways to this end. An inland container terminal has already been developed at Pangaon, Dhaka by BIWTA. The most positive aspect in container traffic is that substantial interest of private sector has been manifested in development of infrastructure. At this moment, constructions of four river side container terminals in and around Dhaka-Narayanganj are nearing completion. As such, one of the main factors for revival of IWT in near future would be container traffic in this corridor. At the outset of sub-regional cooperation and understanding, these routes will also accommodate goods to and from the region beyond the border. To this end, construction of a multi-purpose inland container terminal under the Indian credit line is underway. Projection of IWT container traffic by Pacific International, Japan The Pacific International, Japan conducted Techno-Economic Feasibility for a Deep Sea Port in Bangladesh in 2009 wherein the following projection was included;  2020: 3.33 million TEU  2035: 8.52 million TEU  2055: 19.62 million TEU  Modal split in IWT: 38%  Vessel requirement: 55 in short term, 152 in mid term and 305 in long term.  IICD requirement: 5 in short term, 10 mid term and 24 long term. 49 Final Report 3.1.5 Need for maintenance dredging Rivers in Bangladesh are deteriorating. Navigability is reducing and modal share of IWT in transport is declining. Road cannot meet growing transport demand resulting congestion, accidents and unmanageable maintenance of road. Even with rapid expansion, road will not be able to meet growing demand of trade and commerce. Most of the recent studies on transport sector in Bangladesh recommended revival of IWT to meet growing demand. Bangladesh is proceeding gradually from lower middle income country to be an upper middle income country by 2021. To this end, facilitation of trade and commerce is. And for the growth and facilitation of trade an efficient multi-modal transport network is the main pre requisite. Only revival of IWT may ensure such efficient and cost effective network. Being the main artery D-C corridor cannot demonstrate efficiency in terms of efficient navigation. Existing navigational quality does not ensure uninterrupted navigation. Vessels are to wait for high tide or to plan navigation adjusting time of high tide at different hot spots. In both cases, cost and time of transportation increase. Groundings of vessels and subsequent accident have become more frequent. Users lost confidence on IWT and looking for modal shift. In view of the above, maintenance of waterways is inevitable. Smooth and sustainable navigability in D-C corridor and adjoining routes under study can ensure revival of IWT. Maintenance of fairways will ensure sufficient water at all seasons and more water in rivers will ensure better eco system. 3.2 Project Description The Project will provide US$360 million in IDA funds to finance interventions aimed at improving IWT for cargo and passengers along the heavily-trafficked Chittagong-Dhaka- Ashuganj river routes, and in so doing, stimulating traffic growth on the waterways and away from the already heavily congested roads along these routes. These fall under the jurisdiction of the Bangladesh Inland Water Transport Authority, a Government authority mandated to oversee sector development. Main interventions include: navigation channel maintenance and improvement; navigation safety improvements; the construction, rehabilitation, and modernization of select river terminals; development of River Information Systems; institutional capacity development; and, funding for research and development to enable continuing sector improvement and sustainability. This includes work on sector policies and strategies needed to: improve revenue collection and management; incentivize public and private sector investments especially related to container transport; and, mitigate and improve IWT‘s imp t on the so i l nd physi l environment. The Proje t onsists of three components as follows: Component 1: Improved Inland Waterway Navigation (IDA financing: US$235 million). This component shall include work to guarantee advertised depths and widths of navigation 50 Final Report channels on select river routes. The work also includes provision of aids to navigation. The work is to be done on an Output- and Performance-based Contracting method designed to increase the efficiency and effectiveness of river asset management and maintenance. It is designed to ensure that the physical condition of the rivers under contract are adequate for the need of river users, over the entire period of the contract which is six to seven years. This type of contract significantly expands the role of the private sector, from the simple execution of works to the management and conservation of river assets. This is a departure from the traditional river maintenance contracts used in Bangladesh which have been less-than- optimal. Even where works have been carried out according to plan, the nature of the rivers has meant that advertised depths, aids to navigation and other river infrastructure do not last as long as they should because of deficiencies in the original design, aggravated by inadequate maintenance. The beneficiaries of the new concept are expected to be the river users. In a wider sense, future generations will be able to benefit from a better maintenance of past investments. River users will be able to know the Service Level they can expect in return for the payments they make for the use of the infrastructure (tolls, tariffs, user fees, taxes, etc.). The River Administration shall also benefit by obtaining better overall river conditions with reduced levels of expenditure. Also included in Component 1 is work to provide safe harbors (storm shelters) whereby users can seek shelter from stress of weather in the Meghna Delta area during tropical cyclones. The Bay of Bengal is responsible for the formation of some of the strongest and most destructive tropical cyclones in the world. Adverse wave conditions, heavy rainfall and associated storm surges from these cyclones are a major cause of loss of life and infrastructure damage in the maritime delta area. With projected climate change, these effects are likely to intensify in coming decades. It is intended that the storm shelters shall be constructed under the same Output and Performance-based Contractor, using dredged material as a resource. Among others, this component will finance the following activities: (i) bathymetric and other surveys to determine the extent and types of dredging required, river training, environmental protection or other works; (ii) visual aids for day and night navigation such as light buoys, radar beacons, leading lines and other aids; (iii) limited and selected performance-based dredging to guarantee Least Advertised Depth; and (iv) development of six vessel shelters within cyclone prone areas along project routes equipped with mooring buoys to ensure safety for the vessels. Component 2: Improved Services at Priority Inland Waterway Terminals and Landing Ghats/Stations (IDA financing: US$75 million). This component supports the development of two cargo terminals, four passenger terminals and 14 landing ghats/stations. The development of passenger and cargo terminals are within existing inland waterway port areas under the jurisdiction of BIWTA. It includes the modernization and extension of existing facilities to cater for increased demand. Terminals and landing stations are part of the network of about 448 river terminals, 374 landing stations, 23 coastal terminals and 25 pilot stations already provided by BIWTA. The passenger terminals and landing stations will specifically incorporate the needs of women users and less abled users, and all investments will address safety-related issues for all users. Specifically, this component will finance the following: 51 Final Report The cargo terminals include: (i) extension of the existing Pangaon Container Terminal with new general cargo vessel berths and land access infrastructure on the Buriganga river; and, (ii) rehabilitation and modernization of the existing general cargo terminal at Ashuganj including river bank erosion prevention, the replacement of pontoons, gangways and other dilapidated marine structures, the extension of berthing space The passenger terminals include: (i) construction of a new passenger terminal at Shashanghat, downstream of the existing terminal at Sadarghat where landside congestion preclude the development of additional berths; (ii) rehabilitation works for the passenger terminal at Narayanganj; (iii) rehabilitation of works for the passenger terminal at Chandpur; and, (iv) extension of the existing passenger terminal at Barisal Rehabilitation works or new construction of 14 landing stations or launch ghats under this Project are designed to provide access for rural communities, some of which in the lower Meghna delta have no alternative means of transport. Component 3: Institutional Capacity Development and Sector Sustainability (IDA financing: US$50 million). A series of activities are proposed th t will support BIWTA‘s overall enhancement of its management systems and human resources capacity for modern, efficient, and high quality management of the IWT sector in line with international standards, and to help BIWTA achieve long-term operational and financial sustainability. Activities to be supported include: (i) the development of River Information Systems to help BIWTA improve data collection for the planning, maintenance and development of IWT, as well as enhance climate resiliency of the IWT sector in Bangladesh by creating a more systematized baseline understanding of river hydrology and navigational implications, and provision of a Traffic Monitoring System for passengers and cargo; (ii) improvement of Human Resources capacity for better management of the IWT sector through upgrading and modernizing the IWT Deck and Engine Personnel Training Centre (DEPTC)) into a regional IWT Training Center with open access to all users in the Region and the world; (iii) a project preparation facility to finance feasibility, surveys, design and safeguards studies for continuous sector development; and, (iv) support for the Project Implementation Unit. 3.2.1 Project Development Objectives The Dhaka-Chittagong river corridor and stemming-out route connecting Barisal is the ountry‘s prime IWT route th t rries round 80% tr ffi . On the one h nd re lizing its importance in the role of mass transport of the country, on the other hand reducing the pressure on the Dhaka-Chittagong road and rail transport, the government has set a priority of enhance and improve this Class I route and also to upgrade associated routes from Class II and III to Class I. The project development objective, therefore, is to increase the capacity, reliability and safety of inland water transport in the said routes. Besides, importantly, the activities are intended to attract more private sector investment in IWT sector, and country boats and vessels in inland transport. However, these huge works shall be accomplished in two phases. In the first phase the earlier four will be dealt with. As approach of maintenance work, the project aims to pilot a new approach and that is - it will employ a performance-based contracting modality to carry out the works, and hence the contractor shall be engaged on a relatively long term period 52 Final Report (proposed 6 years) and they will be paid based on satisfactory performance to be determined by continual maintenance of specified river depths. The proposed activities may produce considerable environmental and social impact in the future. The project is to be financed by the World Bank and implemented by BIWTA, government of Bangladesh – both have environmental and social guidelines regarding impacts. With this end in view for the project components taken in the first phase, this Environmental Impact Assessment and Social Impact Assessment study are being carried out under a set of terms of references. The main object of the study as set out in the TOR is to accomplish comprehensive EIA and SIA. Among others, this ESIA study shall prepare Environmental Management Plan (EMP) and Resettlement Policy Framework (RPF) in carrying out maintenance dredging work, spoil management along the routes, ferry crossings, and activities involving construction and maintenance of vessel shelters. Expected output and outcome Output of the project will be reflected a great increase of movement of passengers and goods in D-C corridor and adjoining routes under study. At the same time larger transport output in these routes will influence IWT output in other routes also. As regard to passenger movement between Dhaka-Narayanganj area and the greater southern region, the Padma Bridge is considered to be the great threat. The Padma Bridge may not reduce the cost of transport by road to and from southern and other districts, but will certainly reduce transportation time substantially. And if, the state of navigation remains the same passenger movement in IWT will experience a sharp decline with the implementation of the Padma Bridge. But if the navigability improves with implementation of D-C corridor and other routes Project, IWT will remain competitive with road in terms of time and attractive in terms of cost. As such, IWT will contribute larger output in passenger-km. Unlike passenger movement, passenger movement in IWT has not any threats from competing modes of transport. Even with implementation of current projects road and rail will not be able to meet the growing demand of transport demand for freight movement. Rather, IWT has got considerable strengths and opportunities. Strengths are: natural advantage, linkage with India, choice of poor people in respect of cost, comparatively attractive for bulk and container traffic etc. While opportunities are: commitment of the Government to combat deteriorating rivers, environmental advantage in respect of carbon emission, dominating and growing private sector participation, development of river side container terminal, increased bilateral cooperation in respect of trans-boundary inland navigation. As maritime ports have no other alternatives but to depend on inland waterways for growing demand of international sea-borne trade, IWT in Bangladesh will experience increased output in ton-km in coming years. When container traffic by inland waterways will be unlocked, modal share of IWT will rise comparatively. It is expected that modal share of container traffic to and from Dhaka-Narayanganj area by river may grow up to 45% in a period of five years. Outcome of the project will be demonstrated in decreasing steaming time and decreasing time for turn around. These will enable vessels to increase capacity utilization and increase profitability. If current navigational problems remove and draft accommodation capacity of 53 Final Report routes increases, transportation time will be reduced and higher economy of scale will be achieved. 3.2.2 Project Plan and Design : Project River Routes and Ferry Crossing This project comprises with distinct physical components. These are i) Improvement of navigability of Dhaka-Munshiganj-Gazaria-Chandpur-Chittagong River route, ii) Three associated river routes: Munshiganj-Demra-Ghorashalriver route, Munshiganj-Ashuganjriver route, and connecting routes (emerged from Dhaka-Chittgong route) approaching to Barisal, iii) Three ferry crossing routes (Chandpur-Shariatpur, Lakhmipur-Bhola and Beduaria- Laharhat), and iv) Six vessel shelters on the threat of cyclones and norwesterly at proposed locations along the routes. As physical interventions, capital and maintenance dredging at selected locations for the said river routes for the earlier three components have been planned, and construction of vessel shelters for the last one. Dhaka-Chittagong river route is 280 km long in which the length from Dhaka to Munshiganj is 30 km and from Munshiganj to Chittagong is 250 km. According to BIWTA route classification, the entire route is classified as Class I. Ghorashal extension route is 57 km long that contains River Class I and III (Ghorashal-Demra section is of Class III that is, under this project, planned to be upgraded to Class I). Ashugang extension route is 244 km long that contains river routes of Class I, II, III (Narshindi loop and Bancharampur loop). Barisal extension is 222 km long which is under River Class I (approach to Aat Hazar via Illisha in the Meghna River, and Aat Hazar to Jhalokathi in Bishkhali river), Class II (approach to Aat Hazar via Hijla), Class III (approach to Aat Hazar via Muladi). Bangladesh is crisscrossed by rivers which necessitate construction of bridges over the rivers to ensure uninterrupted transportation. Almost a dozen of bridges have been constructed over important rivers but still there are rivers flowing between road-heads and road vehicles have to depend on ferry vessels to cross the rivers. Three ferry crossing routes are taken under the project for obstacle-free movement. They are crossing between Harina (on the left bank of Meghna river under Chandpur) and Alu Bazar (under Shariatpur) across the Meghna River, between Maju Chowdhury‘s H t (under L kshmipur) nd Illisha Launch Ghat (Bhola) across the Meghna River, and between Beduria (Bhola) and Lahar Hat Launch Ghat (Barisal) across the Tentulia River. BIWTA have been carrying out survey work for the purpose of this project. For all river routes and ferry crossings, therefore, locations of dredging in the river sections, its alignment, extent, depth of dredging, estimation of volume, and probable spoil management would be determined basing on the survey results. Dredging works along the main routes, three associated routes, across three crossings are broken into 18 work-items with two priorities – primary and secondary. Of them, the Dhaka-Chittagong main route, the Ghorashal-Demra route, the Demra-Munshiganj route, the Ashuganj-Munshiganj route, the approaching routes to AatHazar via Muladi, via Hijla. Via Illisha, and three ferry routes will get primary importance in survey and subsequent maintenance dredging. Initially BIWTA selected six locations generally with a view to developing safe vessel shelter facilities at Shatnol (under Matlab North Upazila), Amirabad (under Chandpur), Chandpur, Patarhat (under Mehendiganj upazila), Hatia, Sandwip. BIWTA is now actively considering the process of their development - their distribution along the main route, types of shelter, their detailed planning and design. The authority will get contributory input to this developing 54 Final Report process towards finalization from the current ESIA study so that the benefits of the proposed shelters are optimized from safe sheltering point of view. 3.2.3 Proposed Interventions Required Draft Indicated draught for the Class I navigation route is 3.6 m (BIWTA Master plan, 1989). About 26 years has been elapsed after establishing the draught of 3.6m. Vessel with higher depth may have been introduced over this time. In view of this and to be in the safer side, required depth in the route could be maintained with 4.5 m. Estimated Dredge Volume Not all the paths along the navigation route will undergo dredging works. Only river/channel sections that contain areas of shallow depths, obstacles by bars, constrictions etc. shall be taken into consideration for dredging. However, actual location, extent, depth etc. will be determined after analyzing survey data. However, dredging length should not be more than 40 km. Last year (2014-2015) BIWTA performed maintenance dredging in the amount of 5 Mm3 (see Table 3.5 below). Therefore, as maintenance dredging, annual volume as a whole should be around 6-8 million m3. Dredging intervention [as obtained from BIWTA] Engineers responsible for navigation dredging in BIWTA were consulted for determining locations for dredging intervention in D-C corridor and adjoining routes under study. They do not have any updated survey nor any data for dredging interventions. However they shared and indicated some locations and indicative area of shoals. Such indications maybe seen in Table 3.4 Table 3.4: Locations of dredging intervention Route /( River) Number Area of shoal of shoal Laharhat-Bheduria (Tetulia) 3 1. Bheduria Ferry Ghat (1800mX35) 2. Sripur (700mX35m) 3. Laharhat channel (1500 m X 35 m) Bhola-LAKHSMIPUR 2 Ilisha Ferry Ghat _1500mX35m) 2.Moju (Lower Meghna) Choudhurir Hat (2000X35) Harina-Alubazar Ferry route 3 1. Alubazar Ferry Ghat (1000mX70m) 2. Lakhsmir (Meghna) Char (1000mX70m) 3.Confluence of Meghna and Lakhsmir Channel (1000mX70m) Chandpur-Barisal (Meghna, 10 1. Miarchar (1000mx70M) 2. Bhasanchar Kalabadar) (1500mX70m) 3.Jalalpur (1500mX70m) 4.Char Bhairabi (700mX70m) 5. Tengramari (1200mX70m) 6. Charnainda (500mX70m) 7. Char Bogadia (500mX70m) 8. Bamnirchar (1500mX70m) 9. Pirerbari (500mX70m) 10. 55 Final Report Sheora (600mx70M) Barisal Port Area(Kirtan Kola) 1 Port basin (1000mX100m) Hatia-Sandwip 1 Char Nurul Islam (6000mX70m) (Meghna estuary) Source: BIWTA Volume of dredging works performed by BIWTA in all routes may be taken into account to decide dredging interventions and volume. Table 3.5 illustrates total activities during last 10 years. Table 3.5: Dredging Performed by BIWTA Year Maintenance (million m3) Development (million m3) Total (million m3) 2005-06 2.23 4.249 6.479 2006-07 2.042 1.628 3.670 2007-08 1.407 1.718 3.125 2008-09 2.335 0.911 3.246 2009-10 3.492 0.504 3.996 2010-11 4.016 2.554 6.570 2011-12 4.361 2.447 6.808 2012-13 4.465 5.603 10.068 2013-14 5.790 4.702 10.492 2014-15 5.077 12.015 17.092 Source: BIWTA For selection of locations for dredging interventions, dredging works performed by BIWTA at places in D-C corridor and adjoining routes in 2014-15 may be seen in Table 3.6 Table 3.6: Dredging locations and volume in D-C corridor 2014-15 Location River Target Actual (million m3) (million m3) Dhaka-Barisal route and Barisal Meghna, Arial Khan, 0.350 0.279 Port area Kirtankhola Bhola-Lakhsmipur Ferry route Meghna 0.300 _ Kanchpur Port area Sitalakhma 0.200 0.004 Dhaka-Bhola route Meghna, Tetulia 0.150 (Sripur, Bhederganj,Char Sivani) _ 56 Final Report Mirkadim Port area and Gazaria Dhaleswari 0.100 _ under Munshiganj district Laharhat-Bheduria Ferry route Tetulia, Kalabadar 0.200 0.097 Chandpur-Barisal via Kaligangh Meghna 0.150 _ Harina-Alubazar Ferry route Meghna _ 0.368 Demra-Ghorashal-Polash Sitalakhya 0.400 0/.117 Barisal Jhalkkathi-Barguna Kirtankhola, 1.500 0.718 Bishkhali Dhaka-Chittagong Buriganga, Meghna, 0.500 _ Hatia channel Source: BIWTA The annual dredging volume over the years for maintaining the navigability of the navigation routes, ferry crossing of BIWTA. The dredging volume in the past, present and future for the navigation routes of BIWTA is presented in Table 3.7 57 Final Report Table 3.7: Past Present and Future dredging volume estimated by BIWTA Programs Volume of Dredging (million m³) Total Dredging (2014-15) in all the 17 Navigation Routes Yearly Maintenance Dredging 7-10 2015-16 Program 25 Source: BIWTA The annual estimated dredging volume of the project routes is in the range of 6-7 million m3. Analysis of bathymetric chart of 2015 shows there is a need of dredging in the navigation routes under this project. The dredging volume in the different rivers under the present project is presented in the Table 3.8 58 Final Report Table 3.8: Estimated dredging volume based on present bathymetric survey the navigation routes under the present D-C Corridor project Route No. Priority Route Channel width Dredging Base Line Dredge Volume Potential Annual Volume with Potential Contractor Split Class m (no slope) depth m 50% re-sediment rate (By Geographical Area) 1&2 A 1 76 -4.3 37,500 56,250.0 PBC-1 2 (South of Chandpur) A 1 76 -4.3 597,400 896,100.0 PBC-2 3&4 A 1 76 -4.3 22,600 33,900.0 PBC-1 5 A 1 76 -4.3 236,000 354,000.0 PBC-1 6 A 1 76 -4.3 - - PBC-1 14 A 1 76 -4.3 432,900 649,350.0 PBC-2 18 A 2 76 -2.8 1,000 1,500.0 PBC-2 19 A 2 76 -2.8 25,100 37,650.0 PBC-1 20 A 2 76 -2.8 387,000 580,500.0 PBC-2 21 A 2 76 -2.8 392,300 588,450.0 PBC-2 22 A 2 76 -2.8 396,500 594,750.0 PBC-2 Sub-Total 2,528,300 3,792,450.0 7&8 B 2 76 -2.8 370,000 555,000.0 PBC-1 12 B 2 76 -2.8 152,800 229,200.0 PBC-1 13 B 2 76 -2.8 76,400 114,600.0 PBC-2 13a B 2 76 -2.8 1,000 1,500.0 PBC-2 Sub-Total 600,200 900,300.0 9 C 3 30 -2.1 126,800 190,200 PBC-1 10 C 3 30 -2.1 33,274 49,911 PBC-1 15 & 16 C 3 30 -2.1 607,500 911,250 PBC-2 17 C 3 30 -2.1 500 750 PBC-2 Sub-Total 768,074 1,152,111 TOTAL 3,896,574.0 5,844,861.0 Note: Volume calculations estimated using BIWTA Multi Beam and Single Beam bathymetric data, Global Mapper software. 59 Final Report Locations of Vessel Shelters Initially 6 locations were selected by BIWTA for vessel shelters, and they are broadly at, in the sequence from upstream to downstream, Shatnol, Amirabad, Chandpur, Mehendiganj, Sarikait in Sandwip, Nolchira in Hatia. The same selection but with a little variation is found on typical plan-layout of vessel shelter. They are Shatnol Nala (branch of the Meghna River), Amirabad Nala (the Meghna River), Dakatia River, Kaliganj, Hatia, Sandwip. Members of the study team (Syed Monowar Hossain and M. A. S. Sikder) held discussion meeting on distributing the shelters and selecting the location. The meeting decided to implement a shelter on Majer Char (opposite of Char Bhairobee in Haimchar Upazila) on the reason that Amirabad is close to Chandur, on the other hand, if at Amirabad, no sheltering provision do exist between Mehendiganj/Hijla and Chandpur where the section of the Meghna river is much stronger, wider, more exposed to cyclone, more significantly all passenger vessels from southern Bengal passes through this. The said members paid field visits with the company of BIWTA concerned officials at Shatnol, Chandpur, some places of river section between Shatnol and Chandpur, Barisal, Mehendiganj and river network around them for the purpose of selecting locations at Shatnol, Chandpur and Mehendiganj. BIWTA extended all out cooperation in every parts of the visits. During the visits they discussed with a number of Class I Masters of large passenger launch plying between Dhaka and Barisal, field personnel of Conservancy and Pilotage of BIWTA, local people, and held meetings with BIWTA officials of Chandpur and Barisal, also held meetings with some owners of passenger-vessels of Dhaka-Barisal navigation route and of other routes. Shatnol as shelter location. Shatnol Nala (a branch of the Meghna River) can be deserved to be vessel shelter location. In comparison to choosing other point at Shatnol, the nala can be a better candidate since being a natural channel it can serve a natural harbouring, hence saving money and effort in its development as a safe vessel shelter. Shatnol as a location has many strategic importance. Firstly, it is hub for vessels coming down from Buriganga, Dhaleswari, Shitalakhya, Meghna and Gomti. Secondly, with respect time, many passenger vessels set for in the afternoon and reach Gazaria, Shatnol at late afternoon or at dusk. In norwesterly season there are chances of being caught by nor-westerly. In a short time the apprehending the potential danger can take shelter here at Shatnol vessel shelter. Thirdly, everyday huge number of passengers arrive here from Dhaka and other upstream locations by IWT and change their mode of transport by taking standard and non-standard road transport in reaching their destinations in Matlab, Chandpur, and adjoining area. They prefer such journey in saving their time. Location of shelter at Chandpur. A bend area relatively shallow just upstream of the present ad-hoc Madrasa Ghat terminal on the left bank of the Meghna River could be selected/used as vessel shelter. There is an attempt by the government in developing and constructing a new port and terminal with sufficient facilities. Henceforth, the harbor can get the support of this port facilities. Again, Chandpur can enjoy additional facilities of existing new terminal on the right bank of the Dakatia River. This terminal appears to be in a good condition. 60 Final Report Note: Historically the river port for Chandpur was located inside the Dakatia River on the right bank near the railway station. This old port had fallen under severe attack and the most part of the facilities were engulfed by the river around 2002. Therefore, a new port was constructed afterwards a little upstream of the old terminal. Besides, at the same time another ad-hoc terminal was developed at Madrasa Ghat on the left bank of the Meghna River. The said new terminal on the Dakatia River was on usual operation except a few monsoon months (around July to September). During these monsoon months, until 2013, Madrasa Ghat terminal was used. However, the entire operation around the year was brought to the Madrasa Ghat terminal from 2014. Hence, existing terminal on the Dakatia River is no longer used. Again, however, it has very limited use by local small vessels. Also, this terminal is used by idle vessels to stay over and a kind of sheltering purposes. Location around Hijla Bazar. In the attempt of selecting a point of location for safe vessel shelter between Majer Char and Barisal port, a point of location either adjacent to Hijla Bazar or between Hijla Bazar and northwest corner of Miar Char on the right channel of Miar Char (while going to Barisal) should be selected. Patarhat should not be the proper location since this is not the route of Majority of the vessels plying from southern Bengal towards Dhaka. Kaliganj should not deserve to be the candidate since it is out right on the Meghna River, entirely exposed to the Meghna River, channel remains very rough, bank has been retreating at an alarming rate. Mallikpur or nearby location should not be selected since it is nearby the Meghna River proper (so exposed to hazard). Moreover, importantly, vessels to-and-from Barisal/Bhola/Patuakhali/Barguna usually do not follow this path unless depth problem compels the driver to pass by Mallikpur. Vessels like to follow the river-path on the right side of the Miar Char (while going Barisal) past Dhulkhali Launch Ghat. Following Mallikpur route than Miar Char route do incur around half-an-hour time more in reaching Barisal. Miar Char channel needs to be dredged and can be given high priority among the dredging works in this project. Near Hijla Bazar is situated at a natural meeting point of four big channels, upazila is very nearby. There is an existing launch ghat. If Miar Char Channel is dredged, most vessels towards southern Bengal will pass by the Hijla Bazar. Therefore, as a location nearby Hijla Bazar should be the better option. This shelter can give multiple facilities i.e., by setting better landing facilities the place can be used as significant traffic transfer point. At the same time, the navigation people, passenger will get facilities of a upazila level location. Location in Hatia. Nolchira is selected by BIWTA as a location for vessel shelter at Hatia. It is at the middle position of the north side of Hatia. Location in Sandwip. Sarikait is selected by BIWTA as a location for vessel shelter at Sandwip. It is located on the south-west side of Sandwip. The locations of required dredging along the routes are presented in the Figure 3.1 and the locations of vessel shelters are shown in the Figure 1.1 61 Final Report Figure 3.1: The locations of required dredging along the routes and vessel shelter. Conceptual Design of Vessel Shelters 62 Final Report Under this project new vessel shelters will be established for the safety of vessel and passengers. In some sense it would, therefore, be interesting and challenging for BIWTA and concerned parties with respect to their development and construction. Towards objectives of real time risk mitigation and management for vessels plying through the routes under his project, a number of important issues/realities and considerations should be taken into account (but not limited to these only):  The largest navigational route in terms of width, depth, current speed, involving coastal water, degree of exposure to southern wind, norwesterly, and cyclonic wind and surge  Prime navigational route in terms of traffic volume, both passenger and freight, number of vessels, size of vessels, frequency of to-and-fro communications  Design hazard/critical hazard: which one – nor-westerly or cyclone play role more in endangering the vessels. This should be the most important considerations, since observations on the past fatal disasters indicate that most major accidents occurred around Munshiganj, Gazaria, Shatnol, due to norwesterly.  Direction and speed of wind  Since question of saving of vessels, hence the traffic, as a type a kind of harbouring facilities must be there  Inside harbour, point of across-berthing/anchoring or alongside berthing/anchoring. The final objective for an endangered vessel would be to stay along in an optimum alignment so that the vessel gets most stability and least wind thrust  It is known that berthing/anchoring with a pantoon not actually safe since vessel may be destroyed, broken by repeated collision  berthing/anchoring with a hardened bank by block-revetment or boulder work seems to be not safe at all, since vessel may be destroyed, damaged, broken by repeated collision  Keeping safer distance apart from one vessel to another  Most importantly, all 6 vessel shelters should not be in the form of same planning and design (type, size, components etc.), location specific criteria (orientation with river, chance of degree of danger, level of exposure, size of vessel) must be considered  Open end or dead end. If designed newly a dead end harbouring facility can be designed depending on the physical orientation of the land and water situation around. However, any existing nala or branch of a river is selected where both ends be open. It is suggested to use natural channels/canals/branches wherever possible.  Convenient approach channel to the vessel shelter, ample clearance in the rear-side for maneuvering so that other vessels already in the harbour do not get hampered, damaged 63 Final Report  Size of a shelter. As mentioned above, shelter might be variable in size. It has to be taken mind that as time passes bigger vessels are introduced than the previous ones. For example, Parabat 9 is now the longest passenger ship having length of around 95 m. Size should be such that at least 10 vessels of various sizes can take shelter at the time of danger.  Fencing by thick tree planting. Encirclement of vessel shelter by planting such variety of trees that grow with thick bushes, firm roots, can also withstand against cyclone winds  Road connection, where there is potential for transfer of passengers i.e., where possibility of multiple use  In case of shelter at Chandpur, natural water-body near the left bank immediately upstream of present Madrasa ghat BIWTA terminal can be used as shelter, so constructing a separate additional harbour may not be necessary. But the area needs to be so improved that impart sufficient safe harbouring/ sheltering facilities.  Multiple facilities. More facilities, where possible, apart from sheltering can be planned and designed so that the facilities of sheltering can be utilized during normal time. Such as, where there is traffic potential, a reasonable pontoon and other facilities can be developed so multiple benefits can be obtained. Typical Plan for Shelter by BIWTA A l yout vessel shelter titled ‗Typi l pl n for shelter t different st tion‘ is v il le with BIWTA having trapezoidal dimensions in which the length of parallel sides are 170m (landside) and 230 m respectively, and the length of two other lateral sides are 300m with two pontoons facilities, each with size of 30m*10m (Figure 3.2). A breakwater system is planned of 75m long in the middle of the entry of the sheltering water-area, with two opening of 77.5 m on either side of the rubber float/breakwater. Pontoon is planned with the objective of multiple/additional use of the facilities during normal time. As planned, the requirements are (as seen in the layout plan): land acquisition, excavation/dredging for navigation and basin, slope/bank protection, berthing facilities (spud, ram, gangway, pontoon), mooring facilities, breakwater system, approach road, attendant room, external and internal electric supply, water supply, water forecasting It is to be noted that a couple of obvious weaknesses are:  a unique design must not serve the purpose of all location  orientation for a vessel with respect to shelter of entering, turning, staying, exiting etc. not clear  a kind of traffic control/SOS facility is missing that appears to be essential, since still most of the vessels lack of such modern communication facilities. 64 Final Report Figure 3.2: Typical layout-plan for shelter at different station by BIWTA 3.3 Implementation Methodology 3.3.1 Contracting Modality, Sequence of Construction Contracting Modality Basic Considerations on Modality of Contract for Maintenance Dredging Performance-based contract. In ontr st to tr dition l ‗w terf ll‘ ppro h, the contract mode should be performance-based, because it is a result-achieving contracting means that procurement organization definitely seeks in order to improve performance and lower the project cost. Experience and resourcefulness of a contractor. In the effort of enlisting of dredging contractor attention and importance must be given to, among others, two principal qualities – experience and resourcefulness. Apart from enlistment of contractor, these criteria must be sought in preparation of bidding documents so that fit ones are screened in. Experience with large alluvial rivers and coastal areas. In examining past dredging experience of a contractor, experience with large alluvial rivers where the river reach is very dynamic and sediment load and dynamics are huge and random. 65 Final Report Tenure of initial contract. Obviously, a huge endeavour and investment for a dredging company/contractor are involved in mobilization of resources and actual operations, as such tenure must be sufficient enough so that it should attract experienced and resourceful contractor. In the D-C corridor project, initial contract for the performance-based dredging it is suggestive that the tenure be of 5 (five) years. Possibility of extension. If performed well with desired standard and BIWTA does require more services, the contract can be extended or revised on a yearly basis meaning from a year to another. Multiple fitness criteria in bidding process. The bidding system must include two separate bids – ‗Te hni l Bid‘ nd ‗Fin n i l Bid‘. Sele tion system should e su h th t a contractor has to pass through both of them. However, due weight must be given to technical resourcefulness in terms of qualified and experienced personnel, modern machineries and equipments, and sharp management. Reach-wise/ route-wise contract. Not as a whole, contract and bidding can be made river reach-wise/ route-wise so as to create a competitive environment in participating dredging contract and practical dredging operations. Mentioning appropriate time and duration of dredging work. Appropriate time of dredging work should involve such time in a year when rivers and estuaries lie on a considerably low stage. Sequence of Activities involved in maintenance of navigation channel  Since all the routes-along the river will not be dredged nor will a whole wide cross- section undergo as part of maintenance dredging, in the first instance, therefore, current and potential navigation channels/routes should carefully be indentified giving necessary wit. A morphologist can play a role.  Then, depending on the routes draft requirements should be considered, identified.  Then, when water recedes considerably, at the start of dry season or during dry season, for the purpose of coarse estimation of horizontal extent of dredging need, all sorts of obstacles – constrictions, inadequacy of navigation width, shoals, semi-submerged, submerged bars and islands should be identified. Concerned personnel in Conservancy and Pilotage Department (CPD) of BIWTA can play an important role here. They can provide suggestions-input into Hydrographic and Dredging Department of BIWTA. Also, when dredging is done by external agency (by outside consultants, and contractor), they can advise that agency with their regular experiences. Some types of identification m rker n e put to demonstr te this ‗ o rse extent of dredging need‘.  Then, during a suitable time (dry period, avoiding monsoon and high stage, it is a matter of practical judgement), detailed survey work can be carried out over river reaches in which extent of dredging need already identified. Survey endeavour also be carried out over some shallow river reaches where there may be potential problems. 66 Final Report  Then, a survey data have to be analysed and results shall be made available.  Then, hence final dredging locations, extent, depth, volume of dredging shall be quantified. Accordingly, a clear and practically useful dredging map shall be made available. This map shall guide the dredging work in the field.  In parallel, along the routes, spoil management – whether rainbowing into the flowing water or transporting onto bank. When decision is made such that spoil should be placed on the land over bank, then a dumping and distribution plan have to be clearly chalked out. Also, a further use of spoil a plan can be made. This spoil management plan can go with the dredging map. Hence, both can work together. In this D-C corridor, it is suggestive that spoil should be dumped overbank instead of rainbowing into water. Some important issues for effective dredging as follows: In order to make the dredging endeavour practically effective, dredging operations shall be carried out in dry season when river-water stage is considerably low.  Until next season of dredging is arrived, some form of monitoring and feedback can be sought from concerned CPD personnel at BIWTA and the practical users – masters, owners of vessels in the corridor and adjoining routes.  Then, these feedback shall be brought into the considerations in order for preparing dredging-plan and activities. Again, steps as mentioned above should be followed.  Selection of types of dredger which will be suitable for the D-C corridor project shall depend on, among others, the location of dredging, efficiency of dredger, spoil management plan etc., Section 3.3.2 can be referred to. Introduction of Performance Based Contract for Maintenance In traditional contracting approach and methods, contracting focuses more on aspects of mile stone reporting, how works are done, completion of work steps in order to get certificate of completion and get payments from the procurement/contracting organization. The main disadvantage of this method of contract is that the target of the contractor is to completion of work and not achieving the real goals and objectives of the project for which the contractor was called for. In contrast to the traditional contracting method, contracting body should rather prefer performance based contract that is a practical action oriented contracting method which aims at qu ntity of outputs nd qu lity th t tie t le st ontr tor‘s p yment, ontract extension, renewal etc. to the achievements of set objectives through measureable standard of performance. The check words in distinguishing the performance based contract modality from traditional ones are ‗what work/output is to be achieved‘ not ‗how it is to be completed‘. 67 Final Report In developing a performance based contract it is necessary to develop a set of specifications. There are two tools to develop such specifications which are then used in performance checking. They are Performance Work Statement (PWS) and Statement of Objectives (SOO). Performance Work Statement should include the following:  Description of works in terms of targeted results, not the way it is to be done or mentioning working hours. For example, in D-C corridor project it is to achieve assured targeted navigation depth 4.5 m.  Setting measureable standard for performance which will enable to assess the actual work.  Sticking to the set standard of performance and financial incentives so that can create a congenial and competitive environment for the contractors. As a result, contractors will get encouraged to develop innovative and cost-effective ways. Such contract mode should have the following aspects: developing measure of performance, identifying incentives and disincentives, choosing the right contractor, managing performance. In developing standards of measureable performance, the following should be remembered: - the standard shall be set on quantitative output, quality, timeliness - care must be taken so that un-necessary overburden is created - looking at an optimality of cost – not so high that creates burden on the government/contracting organisaton, not so low that hinders quality of work and becomes disincentives to the contractor. Selecting a right contractor is very important element in the entire contracting process. Without getting an experienced and resourceful contractor quality work cannot surely be expected. Therefore, selection should be on qualifications and experiences and the process should be such congenial and fair so that good ones can come forward and compete. Also point of due diligence – qualified bidders might be invited for a period of due diligence. Arrangements can be made for site visits, meetings, supplying required data and information so that they can be competitive in t iloring lient‘s need. Managing performance is another important aspect of the contract and work process. There should be a guide that helps both parties in progressing and managing the work load and performance of work. Usually, mainly management of contract performance is guided by the terms and conditions set out in the contract and, importantly, the relationship between the contractor and the contracting authority. In a word, in order to improve performance to ultimately get the desired results and lower the cost of the project, a performance based maintenance contract should have such features as: describing the required results, setting the measurable performance standards, quality assurance 68 Final Report pl n for ev lu ting ontr tor‘s perform n e, and use of incentives – both positive and negative. It is suggestive that this D-C corridor project shall consider these aspects of performance based contract for maintenance dredging. 3.3.2 Dredging Dredging Technologies and Potential types of dredger Dredging is the process of dislodging, raising, handling and transporting mainly soil underwater from layers of the earth in order to create/maintain artificial depths. The dredging process when applied to construction of harbours and trenches for foundations/pipelines is called `Capital Dredging‘. However when pplied for remov l of silt tion in existing h r ours, rivers nd le r n e of silt tion in l kes et . is termed s `M inten n e Dredging‘. The dredging pro ess can be split up into the following four sub systems:-  Pre-treatment  Excavation  Transportation and  Disposal The pre-treatment consists of treating the ground surface before the excavation process. This is mainly required for dredging of rock and similar hard materials in order to fragment/loosen the same either mechanically or by use of explosives. The excavation process is a combination of two operations, namely, disintegration and movement of soil. The disintegration of soil can be performed either mechanically or hydraulically. The transportation process involves the movement of the dredged material from dredging site to disposal site. For transportation four systems are normally adopted, namely, self contained hopper, self-propelled barge and pipelines. In case of self-contained hopper, self-propelled and dumb barges, the material is released from the hopper into water either by bottom opening doors, valves or sliding doors. In some dredgers, pumps are used for employing the material from the hopper through a separate pipeline. The selection of method of transportation depends upon the distance between the dredging and disposal site. The dredgers are classified into the following categories:  Mechanical dredgers  Hydraulic dredgers  Pneumatic dredgers  Special dredging equipments The types of the dredgers mentioned above mainly differ in method of dislodging the soil. 69 Final Report Mechanical Dredger The mechanical dredgers use mechanical means for dislodging the soil, the examples of this type of dredger are grab dredgers, dipper dredger, bucket dredger, rock breaker and back hoe dredger. The salient features of these types of dredgers are as under: Grab Dredger These are the most common types of dredger. This type of dredger consists of a slewing type of crane fitted with grab and mounted on a pontoon or self propelled hopper barge. Upto 4 grab cranes can be conveniently installed on a dredger. This type of dredger can be used with almost all types of soil and is ideally suited for working in confined areas such as docks, alongside berths etc. The capacity of grab type of dredger is normally rated by their bucket capacities which vary from 1 cum to 35 cum and the output depends upon the number of cycles that could be achieved and varies from 300 to 400 cum per hour. The limits of operation of grab type pontoon/hopper type dredgers are as under: Grab Pontoon Dredger Grab Hopper Dredger Minimum water depth to 1m 3m operate Maximum water depth to 50m (Extendable) 45m (extendable) operate Wave height 2m 2m Maximum cross current 1.5 knots 1.5 knots Minimum Turning circle -- 75 m Maximum Shear 300 KPa 100 Kpa strength(clays) Maximum Compressive 1 MPa -- strength Dipper Dredger The dipper dredger is basically a power shovel operating from a pontoon/barge. The bucket is attached to the extremity of a hinged right arm and a forward leading hoist wire supplies the digging power. Since large horizontal forces have to be applied to the ground by the bucket, it is necessary for pontoon to have positioning spuds to prevent transfer of force to anchor wires. Dipper dredgers are ideal for dredging of hard material such as blasted rock, weak rocks, stiff 70 Final Report clays, boulder clays etc. The output of dipper dredgers is about 200 cum per hour. The limiting operational conditions for this type of dredger are as under: Minimum water depth to operate = 3.5 m Maximum water depth to operate = 20 m Maximum width of cut = 30 m Minimum width of cut = Bucket width Maximum wave height = 1.5 m Maximum swell height = 1.0 m Maximum cross current = 2.5 knots Maximum Compressive strength (intact rock) = 12 Mpa Bucket Dredgers In this type of dredger, the dredging action is achieved by a continuous chain of buckets which scoop material from the seabed and raise it above water. The buckets are inverted as they pass over the top tumbler and discharge under gravity onto chutes which convey the dredged material to barge alongside. The heavy bucket chain is supported by a fabricated steel ladder and driven electrically or hydraulically via the top tumbler. The ladder is mounted on the centerline of a pontoon, which is positioned and moved by a pattern of five or six winches. The bucket capacities of the dredger varies from 150 to 1200 litres and bucket speeds upto 30 m/min. and output varies from 250 to 1000 cum/hr. The advantage of this type of dredger is continuous dredging process without significant dilution of the dredged material which facilitate high load factors in the barges without excessive over spilling and uniform dredged level with good control of depths. The main disadvantage of this type of dredger are low efficiency when required to remove only a small depth of material and the sticky cohesive material, higher noise level etc. The limiting operational conditions for the bucket dredger are as under: Minimum water depth to operate = 5.0 m Maximum water depth to operate = 35 m Maximum cut width (single pass) = 150 m Maximum Wave height = 1.5 m Maximum Swell = 1.0 m Maximum cross current = 2.0 knots Maximum particle size = 1500 mm Maximum compressive strength (intact rock) = 10 Mpa Back-hoe Dredger 71 Final Report This dredger is basically a backhoe excavating machine mounted on the pontoon. Back hoes are powered by line pull or direct hydraulic linkage. The outer arm of the backhoe has cutting edges and the teeth are fitted to increase the point pressure on the material to be dug. This type of dredger is ideal for dredging of stiff clays, weak rocks, blasted rocks etc. The back hoe dredgers are normally rated according to the maximum size of digging bucket that machine can handle. The capacities of the bucket range from 1 to 20 cum. The output of this type of dredger varies from 100 to 400 cum/hour. The limiting operational conditions for this type of dredger are as under: Minimum depth of water to operate = 2m Maximum depth of water to operate = 24 m Maximum width of cut = 25 m Minimum width of cut = Bucket width Maximum wave height = 1.5 m Maximum swell height = 1.0 m Maximum cross current = 2.0 knots Maximum compressive strength (intack rocks) = 10 Mpa Rock Breaker The rock breaker consists of a heavy pointed chisel (upto 30 t) having cast steel point mounted on a pontoon. The chisel can be hoisted and dropped vertically on the rock to be broken. Modern rock breakers have pneumatic or hydraulic hammers, which break rock with a frequency of 1.2 to 2 blows per second. The average output of a 15 t chisel is 8 to 12 cum/hr. HYDRAULIC DREDGERS The hydraulic dredgers employ hydraulic techniques such as suction, jetting etc. for dislodging the soil particles and then drawing up by a centrifugal pump. The various types of hydraulic dredgers being used worldwide are as under:  Plain Suction Dredger  Cutter Suction Dredger  Trailer Suction Dredger  Water Injection Dredger The salient features of the above mentioned dredgers are given in following paragraphs. Plain Suction Dredger 72 Final Report These types of dredgers are equipped with a centrifugal pump for raising the mixture of water and soil to deliver material into the transport system. This type of dredger is suitable for loose type of material. The output of such type of dredgers is limited. To improve the output of these types of dredgers special types of suction head or cutter or jets are mounted and advanced type of dredgers such as trailer suction dredgers, cutter suction dredgers have been developed. Trailing Hopper Suction Dredgers The trailing hopper suction dredger is essentially a self propelled, self loading and self- discharging sea going vessel with one or more flexible suction pipes equipped with special suction heads i.e. this type of dredgers have ability to dislodge the material to be dredged, suck in and discharge into the hopper contained in its body while moving ahead. Most trailing suction dredgers have twin screw propulsion and a powerful bow thruster, which provide a degree of manoeuvrability. Unloading is normally by means of a bottom-discharge arrangement or by pump discharge. The main advantages and disadvantages of the trailing suction dredger are as under: Advantages  Relative immunity to weather and sea conditions  Independent operation  Minimal effect on other shipping  Ability to transport dredge material over long distances  Relatively high rate of production  Simple and hence inexpensive, mobilisation procedure Disadvantages  Inability to dredge strong materials  Inability to work in very restricted areas  Sensitivity to concentration of debris  Dilution of dredged materials during the loading process The trailer dredgers are normally rated according to its maximum hopper capacity which is typically 750 to 10000 cum, but exceptionally may be larger. The maximum depth to which dredging is possible is limited by the vacuum head generated by the dredge pump. If the dredge pump is mounted within the hull the maximum economical dredging depth of a medium size trailer dredger is about 30 m, although for some larger dredgers, dredging depths of upto 80 m may be possible with reduced dredging rates. 73 Final Report The hopper is loaded by pumping soil water mixture and using the hopper as sand trap allowing the suspended solid to settle and water to flow through over arrangements provided in the dredger. The loading time for hopper dredger depends upon the characteristic of the soil dredged. In case of fine grained soil such as very fine sands, silts and soft clays due to their low rate of settlement, it is unlikely that there will be any significant increase in the hopper load achieved by continued pumping beyond the time that hopper overflow commences. However in case of coarse grained soil such as sand loading upto 80% may be achieved. Modern dredgers have Automatic Light Mixture Overboard (ALMOB), to minimise the turbulence in the hopper and improve the loading of the hopper. When the hopper is loaded, the suction pipes are returned and dredger sails for dumping. The dumping of dredged spoil is accomplished by one of the following methods depending upon the soil type and sea conditions:- Type Application Bottom door : hinged Clean silt, sand and soft clays in calm water Sliding Clean silt, sands and soft clays in shallow water or rough seas Bottom valves Clean silts, sands and soft clays in rough seas Split hull Any material including those containing boulders or debris for disposal in shallow water and moderate seas Pump Silts, sands where disposal is to on shore area for land reclamation Scraper Shore discharge of dredged aggregates Grab Shore discharge of dredged aggregates Cutter Suction Dredger These types of dredgers have a powerful cutter for dislodging the soil particles in addition to the hydraulic suction and transportation arrangements. The main advantages and disadvantages of the cutter suction dredger are as under: Advantages 74 Final Report  The ability to dredge a very wide range of material by pumping with water directly to the disposal or reclamation area.  The ability to operate in shallow water and to produce a uniform level bottom with high rates of production.  The ability, in case of modern dredgers to dredge to a pre-defined profile e.g. in channels. Disadvantages  Sensitivity to sea condition  Limited distance through which dredge material can be economically conveyed  Dilution of dredged material  Limited depth of dredging  High mobilisation costs The cutter suction dredger is usually rated according to either diameter of the discharge pipe, which may range from 150 mm to 1100 mm or by the power driving the cutter head, which may range from 15 KW to 4500 KW. Most of the cutter suction dredging fleet available have installed power from 2000 to 10000 HP; though the cutter suction dredgers with higher installed power also exist which are used for dredging of hard soil, soft rock etc. The limiting operational conditions for cutter suction dredgers are as under: Minimum depth of water to operate = 0.75 m Maximum depth of water to dredge = 35 m Maximum cut width (single pass) = 175 m Maximum Wave height = 2.0 m Maximum Swell = 1.0 m Maximum cross current = 2.0 knots Maximum particle size = 500 mm Maximum compressive strength (rock) = 50 Mpa In addition to the above pneumatic dredgers, amphibious dredgers, scrapper dredgers and other miscellaneous types of dredgers are available which are suitable for specific types of works, such as pneumatic dredgers are suitable for dredging of very soft cohesive soils and Amphibious type of dredgers are suitable for dredging in shallow water e.g. inter-tidal zone, etc. SELECTION OF DREDGERS The following factors govern the selection of a dredger for a particular work:  Site characteristics and conditions  Nature of soil/rock to be excavated  The nature of dredged material to be transported  Environmental factors 75 Final Report The implication of each of the above mentioned factors on the selection of the plant and equipment for dredging has been discussed in the following paragraphs: The selection of the dredging plant largely depends upon the characteristics of the site such as accessibility, minimum and maximum depth of water, location and accessibility of disposal site, dimensions of the dredging area, proximity to the structures, accuracy of dredging required etc. and the meteorological and oceanographic conditions, traffic etc. and the dredging plants and equipment for a particular site is selected based on site specific information. In case of dredging in shallow areas and inter-tidal zone either dredgers requiring only draft available are selected or dredgers which are able to dredge ahead of their hull such as cutter suction, grab and bucket dredgers are selected so that they can dredge from deep water moving towards shallower depths making room for their movement, or a combination of two types of dredgers are deployed. The small dredging may be used to create a basin of adequate for the bigger dredger, which may subsequently operate from the basin pumping the dredged spoil to the reclamation area. Similarly wind wave and swells are the main meteorological and oceanographic conditions which affect the working of the dredger. The high wind may make anchoring of dredger and loading on to the barge operation difficult. The dredgers which are located by means of spuds are susceptible to waves which may lead to the damage of the spuds, spud carriages and guides. Anchored vessels are less susceptible to the waves except in the case of dredgers with rigid connections to the excavation face such as cutter suction and bucket dredgers which may get damaged when their ladder strikes bottom. In general most of the dredgers suffer a reduction of efficiency due to lack of control of excavation process and intermittent loss of contact of cutting edge with the sea bed and/or the relative motion between barge and the dredger if barge is used for dumping of the dredged spoil. The limitations on the dredging equipment by wave and swell reported in the literature are given below: Dredging Plant Wave height (m), (Period 6 to 8 seconds) Limited heights Heights above which For efficient operations are dangerous Operations and/or very insufficient Drilling Pontoon (floating) 1.0 1.5 Drilling Pontoon (spudded) working 2.0 3.5 Drilling Pontoon (spudded) moving 1.0 2.0 Dipper dredger 0.3 0.6 Back hoe dredger 0.4 0.8 Bucket dredger 0.4 1.0 Grab dredger (self propelled) 2.0 3.0 Grab dredger (dumb) 0.4 1.0 Cutter suction dredger (small) 0.2 0.5 76 Final Report Cutter suction dredger (large) 1.0 2.0 Trailing suction hopper dredger (small) 1.5 2.5 Trailing suction hopper dredger (large) 3.0 4.0 Currents mainly affect the manoeuvrability of the dredger and are important when dredging in confined areas. Dipper, backhoe and bucket dredgers given sufficient anchorage can work in current upto 3 knots. In strong current the positioning of grab in case of grab dredgers becomes difficult. In strong currents the production of bucket and grab dredgers also reduces drastically. The cutter suction dredgers suffer from current in two respects; lateral; pressure on the dredger and the floating pipeline. The large cutter suction dredgers can work in the current upto 2 knots. In order to arrive at the rate of dredging in various types of soil using the available types of dredgers the reputed contractors world-wide should be contacted. Potential types of dredgers and their functions Dredging technologies and different types of dredgers have been described in details in the earlier section. A little further description is now provided below on two types of hydraulic dredgers since they are mostly used in alluvial environment. Hydraulic type dredgers mainly of two types: trailing suction hopper dredger and cutter suction dredger. The trailing suction hopper dredger is practically a ship that by the use of dredging equipment n dredge desired lo tion nd dis h rge into the ship‘s ont iner nd n s il it in order for releasing the dredge elsewhere. This type of dredger can be used in deepening river bed in maintaining navigable waterways, to construct/raise new land or dredge can be dumped into the sea when spoil management becomes a problem either in-stream or on the land. The hopper suction dredger has self-loading and unloading capacity, if required a pressurized discharging aid can be equipped. As an operation procedure, one or two suction pipes having trailing suction head connected to the end descend onto the river bed (desired dredging location). There are nozzles in the head that are connected to a high pressure installation that are capable of loosening the bed material (sand). Since vacuum is created inside the pipe, the dredge is sucked and conveyed into the holding vessel said earlier. As a discharging method, usually dumping is done somewhere else, usually into the sea. However, by pressing method – liquefying the dredge inside the hopper by high pressure water and discharge can be made possible over a long distance. But this will surely add much extra cost. Cutter suction dredger consists of a centrifugal pump and the suction tube that has cutting mechanism (rotary blade) at the end. Loosening the sand and cutting are done simultaneously, and the dredged material is sucked by the dredging pump and transported through a pipeline. Usually the distance of transportation pipe line by design could be 2-3 km. However, by adding booster pump to the pipeline the dredge-spoil can be transported/dumped to a further distance. In this project the dredging operation involves a number of rivers of hundreds of kilometers and most locations of dredging will be well inside the coastline. Therefore, cutter suction type dredger would be the feasible option from both technical and financial point of view. However, 77 Final Report while dredging locations are the coastal area, for example downstream of Bhola, Lakshmipur hopper suction type dredger might be considered provided if costing favours in choosing such type. The photograph of a cutter section dredger is presented in Figure 3.3 Figure 3.3: The photograph of Cutter Section Dredger As known from BIWTA, at present it mostly uses cutter suction dredgers of the sizes 18 and 20 inches for the purpose of their inland dredging. In this project, the contractor will chose the dredger type based on his own assessment. Dredging frequency and schedule Though it is debate whether in-stream disposal or over-bank dumping, the schedule should largely depend on this decision. Rivers lose their speed of current from November, during high dry period January to April flow is nearly stagnant except thalweg. Therefore, dredging during such time may result in deposition in nearby places. If in-stream dredging that should be done during high-discharge and high-current speed condition so that dredge can go away much further downstream. But feasible dredging time for convenient and efficient dredging surely would be the dry season provided if the dredge-spoil is managed on the nearby bank. In scheduling actual dredging operations fish-breeding time must be given due importance. Usually such breeding time, particularly for the hilsa fish, twice a year – around mid-September to mid-October and March-April. 3.3.3 Management of dredged material Dredging is a key aspect in keeping the river route navigable. Managing dredged materials will be a key challenge to achieve the project goals, as dumping the dredged materials without a legitimate plan will result in negative impacts like soil contamination and environmental degradation, reduction of yield rate and ultimately transfer the dredged material back to the river. Acquiring community recommendations through consultative process about dredged material management has been an important issue of the proposed study. The dredged materials are expected to have two features; contaminated and no-contaminated. The non-contaminated 78 Final Report materials will have also two dimensions i.e. usable for sand filling and another for civil construction. These both categories of materials can be sold to willing buyers/traders or can be used in rural road development, dyke construction or some other purposes. In fact, as means of keeping the materials from the river bank, the first choice of the stakeholders is to sell them to willing buyers/traders or to deposit in a suitable location from where people/community can take away for development purposes. In some sites, the stakeholders advised to use the dredged materials for maintenance and increasing heights of the river bank/polders. Some of them suggested using the sediments for increasing heights of the yards of community properties like school grounds, Eidgah, Madrasah, etc. The contaminated spoils should be managed in scientific way so that there will have no environmental hazards. During consultation meetings with the local people, sand traders, local government representatives and Upazila administration, some effective suggestions have come out. According to their opinion the dredged materials may be used in various sectors effectively that may promote development of the community and local economy. It was also opined that dredged materials may be sold to the local traders and willing buyers or deposited in a suitable location so that community people may use it for their needs. In some areas the dredged materials may be thrown in to the deeper channel of the river especially at Chandpur and lower Meghna. Various suggestions from the stakeholders about dredged material management are hereby listed in Table 3.9 below. Nonetheless, these community preferences need to be balanced with considerations about negative social impacts, costs, administrative challenges (given low institutional capacity of BIWTA on social management), and environmental factors associated with land acquisition or lease and on-land disposal. Therefore, it has been determined by BIWTA that the first choice for dredged material disposal shall be in the river, whenever suitable in-river locations are available, as per environmental criteria and technical considerations. Only when in-river disposal is not a viable option shall on- land disposal be carried out, in accordance with provisions of the EMP and RPF, both of which require consideration of local community needs and interests as well as minimizing negative impacts. This is further discussed and elaborated in the impact assessment and EMP chapters of this report. 79 Final Report Table 3.9: Participants advice on dredged spoils management; Sl. Venue of the Meeting Dredging Dredged Spoil Management: Community Requirement Opinions 1. Venue : Sadar Ghat, Ward No. 1. It can be used for sand filling in low lying 7 Urgently needed areas using scientific methods. Thana: Kotwali 2. It should be taken far away from people as District: Dhaka the sediment is highly contaminated. 2. Venue : Aganagar Ghat 1. It should be taken away from residential Thana: Keraniganj Urgently needed area as the river bed is highly contaminated. District: Dhaka 3. Venue: Jinjira Bottola Urgently needed 1.It is contaminated, so it should be taken far Thana: Keraniganj away from residential areas to keep the District: Dhaka environment people-friendly 4. Venue: Munshiganj Launch Dredging is 1. Some sand businessmen want to buy Ghat required dredged materials. Thana: Munshiganj Sadar 2. Stake yard of the businessmen may be used District: Munshiganj to dump dredged materials. 5. Venue: Munshiganj Ferry Ghat People didn‘t 1.They don‘t feel dredging requirement Thana: Munshiganj Sadar mention navigation District: Munshiganj problem 6. Venue: Naranpur People didn‘t 1.They don‘t feel ne essity of dredging Thana: Titas mention navigation District: Comilla problem 7. Venue: Batakandi Bazar People didn‘t 1. They don‘t feel ne essity of dredging Thana: Titas mention navigation District: Comilla problem 8. Venue: Bhairab Bazaar Launch Dredging is 1.It n e used in river nk‘s improvement Ghat required 2. It can be used for filling low residential Thana: Bhairab areas and yard of community properties District: Kishorganj 9 Venue: R J Tower & resort, Urgently required 1.Some people want to buy the sand Thana: Ashuganj 2. It may be used for rural road development District: Brahmanbaria and river bank improvement 10. Venue: R J Tower & Resort Urgently required 1. There are two locations beside the river to Thana: Ashuganj deposit dredged materials at the moment: i) District: Brahmanbaria near the cargo terminal (150 decimal) and ii) near Ashuganj gas plant (180 decimal) 2. Some locations are already being used as stake yards for sand and the traders may cooperate with the project to take more sands; 80 Final Report Sl. Venue of the Meeting Dredging Dredged Spoil Management: Community Requirement Opinions 3. the participants at the regional workshop advised the project to use the dredged material for construction of a 6 km connecting road with Ashuganj and Nabinagar; 4. This connecting road will develop business and transportation opportunities of Ashuganj; 11. Venue: Shatnal launch People didn‘t 1. Dredged materials can be used in road ghat mention navigation construction Thana: Matlab problem 2. Launch ghat should be upgraded with more District: Comilla facilities including connecting road 12. Venue: Harina Ferry Ghat People didn‘t 1.It can be used for sand filling and plinth of (Common people including mention navigation the house passenger) problem 2. It may also be used for development of Thana: Chandpur Sadar yard of community properties, play ground District: Chandpur and rural roads. 13. Venue: Harina Ferry Ghat People didn‘t 1. Non-contaminated sand may be used for (businessmen & Fishermen) mention navigation household work Thana: Chandpur Sadar problem 2. Can be stored in a particular location so that people can take away for their use District: Chandpur 3. Can be sold to traders and willing buyers 14. Venue: Chandpur launch People didn‘t 1.It may be used in construction work Ghat mention navigation 2. Can be sold to traders and willing buyers, Thana: Chandpur Sadar problem 3. Can be thrown in to the deeper channel of District: Chandpur the river nearer to Chandpur 15. Venue: Boro Station Mul People didn‘t It may be used for sand filling and plinth Head mention navigation of the house ( Dakatiya Mohona ) problem Can be stored in a particular location so that people can take away for their use Thana : Chandpur Sadar District: Chandpur 16. Venue: Boro Station Mul People didn‘t 1.It may be used for sand filling or Hea (Camp mention navigation construction works of the roads and buildings Office ) problem 2. Can be sold to sand traders and willing Thana: Chandpur Sadar buyers District: Chandpur 81 Final Report Sl. Venue of the Meeting Dredging Dredged Spoil Management: Community Requirement Opinions 17. Venue: Char Bhairab Dredging is 1. The dredged materials may be used in Thana : Haim Char required construction works District: Chandpur 2. Can be sold to traders or deposited in a suitable location so that community can use it for their necessity 18. Venue: Moju Chowdhury Ghat Dredging is 1.It may be used in riverbank construction Thana: Laksmipur Sadar required 2. Can be filled in low lying areas including District: Laksmipur play ground and yard of community properties, rural roads 19. Venue: Boyar Char, Urgently needed 1.It may be used in ghat construction and Chairman Ghat (Fishermen rural road development Community ) 2. May be sold to willing buyers Thana: Hatiya 3. May be deposited in a suitable location for District: Noakhali further use of the community people 20. Venue: Chairman Ghat Most 1. It may be used for plinth of house, road ( Owner Association) Urgently and river bank construction, and for Thana: Hatiya needed increasing height of polders District: Noakhali 2. Can be sold to willing buyers/ traders. 21. Venue: Doulat khan launch People didn‘t 1.It may be used as the road construction ghat mention about material Thana: Doulat khan navigation problem 2. Development of yard/play ground may also District: Bhola. be done by the dredged materials 22. Venue: Tajumuddin launch Dredging is 1.It may be used as the road construction Ghat required material Thana: Tajumuddin 2. May also be used for development of play District: Bhola. ground and river bank as there is erosion threat here 23. Venue: Bheduriya ferry Dredging is 1. It may be used for sand filling in low lying Ghat required areas/play ground, etc. Thana: Bhola sadar 2. May also be used for Ghat development District: Bhola and river bank improvement 24. Venue: Lahar hat Urgently needed 1.It may be used for sand filling in low lying (vatikana) areas Thana: Bandar Thana 2. People also opined to sell the materials to District: Barisal willing buyers and traders; 3. The area is erosion prone; the participants opined to use the dredged materials for bank protection work; 25. Venue : Kaliganj Dredging is 1.It may be used for sand filling in low lying Launch Ghat required areas Thana : Mehendiganj District: Barisal 82 Final Report Sl. Venue of the Meeting Dredging Dredged Spoil Management: Community Requirement Opinions 26. Venue : Sreenagar Dredging is There is a large wet land (20-30 acres) Thana : Raipura required under private ownership. District: Narsingdi There are plenty of fellow land in Sreenagar Mouza (Baghaikandi, Gozariakandi, Gopinathpur village) where a huge quantity of sand may be deposited; Local Chairman (Sreenagar UP) confirmed availability of space for dredged materials deposition. The owners are willing to increase height of their low lying land by dredged materials. at it will increase value of their land; There are also sand businessmen, who are willing to purchase dredged material during implementation; 27. Venue : Karimpur Dredging is The locals welcomed the project; Thana : Narsingdi required But all the fellow land are under private Sadar ownership, within the range of 10-20 decimals, which is small compared to District: Narsingdi volume of dredged materials; People opined to keep dredged materials in a suitable location beside the river so that local people may take it for their/community needs Source: Stakeholder Consultation Meeting outcomes Based on community consultation, location of dredging analysing hydrological and morphological conditions of the navigation routes, and environmental and social considerations, locations of dredged material placement have been identified. In the Meghna Estuary two locations have been identified for dredge material placement. One is along the northern shoreline of Hatiya Island and another one is the eastern shoreline of Bhola Island. Hatiya Island has been experiencing severe erosion over the years at its northern shoreline due to deep scour hole along this shoreline and high current speed. Figure 3.9 shows the location of deep scour hole along the northern shoreline of Hatiya Island 83 Final Report HATYA Sc ou r ISLAND ho le Figure 3.4: Three Dimensional Model of Scour hole at the North East corner of Hatya Island using Mike 21 modelling software If dredged material is placed at this location then it will reduce the erosion rate. Morphological model study shows that, this dredged material is distributed naturally with high and low tides. This mechanism is considered as shoreline nourishment with dredged material. Figure 10.1 shows location of dredged material placements. 84 Final Report 4 ANALYSIS OF ALTERNATIVES 4.1 No project Alternatives 4.1.1 Current problems with inland navigation Current problems of inland navigation in the Dhaka-Chittagong corridor and adjoining routes under study can be described according to following: Dry season navigability Condition of dry season navigability in the rotes under study and elsewhere in IWT network is the core problem of inland navigation caused by deteriorating condition of rivers. Due to recession of water in the rivers vessels have to wait for high tide, run in half-load or under load condition to avoid groundings. take a detour that increase transportation time and cost and turn around time of vessels as well. All these aspects make IWT mode unattractive and create lack of confidence among the users. Lack of aids to navigation Inappropriate aids to navigation along the routes create problem combined with dry season navigability. Equipments of aids to navigation installed by BIWTA are considered by navigators not sufficient according to requirement. Inappropriate loading-unloading facilities Inland ports in Bangladesh are characterized with marginal facilities that do not provide safe embarkation and disembarkation of passengers and goods. Due to lack of mechanization, head- load still remains the main means of loading / unloading of cargo. This makes inland ports inefficient. Safety IWT is safer compared to road transport in Bangladesh. But recent accidents in inland waterways which claimed substantial lives and properties reveal that there exist lack of safety management in IWT. 4.1.2 Consequences of non-maintenance of navigation channels If the present state of navigational conditions continues or in other words if the channels under study not maintained for smooth navigation, the following conditions will be evident immediately:  Transportation cost and time will be increased.  Turn around time of vessel will further increase to such extent that IWT will not remain cost-effective. 85 Final Report  Hinterland connection of maritime ports will be disrupted and will leave ports as inefficient.  Congestions in roads and maritime ports will further increase.  Inland container transport by rivers will not be sailed.  Private investment in IWT sub-sector will be discouraged.  International sea-borne trade will not be able to meet transport demand.  Facilitation of trade and commerce will be restricted resulting unemployment.  Poor people will lose opportunity of cheaper transport. 4.1.3 Marine accidents and safety Revival of Inland Water Transport: Options and Strategies, 2007 by the World Bank estimated that the ratio of fatalities of per billion of passenger-km is 158 for roads and 41 for IWT. So, IWT looks safer compared to road statistically. But the nature of marine accidents so gruesome that attract the attention of millions. Even these marine accidents are not frequent like those on roads but pictures of perished copes published in the media create a state of fear and no confidence in the minds of users. Media reports reveal poor governance in safety management. Accidents and fatalities on roads in Bangladesh is one of the highest in the world. The World Health Organization (WHO) in its recent report estimated that road accidents in Bangladesh claimed 21,316 lives annually. While Headquarters of Bangladesh Police claimed that a total of 2,067 persons were killed and 1,535 injured due to 2,027 road accidents in 2014. This figure was calculated on the basis of FIR lodged in the concerned Police Stations. On the contrary, number of marine accidents and fatalities during last 15 years may be seen in the Table 4.1 Table 4.1: Statistics of marine accidents Year Number of accidents Number of fatalities 2000 09 353 2001 17 33 2002 17 297 2003 31 464 2004 41 127 2005 28 248 2006 23 51 2007 11 02 2008 22 120 2009 34 260 2000 29 118 2011 22 74 2012 15 162 2013 10 22 2014 16 124 Total 325 2455 Source: Department of Shipping & BIWTA 86 Final Report These are official figures calculated on the basis of FIR lodged in local thana and cases filed in the marine court. It is evident that number of fatalities derived from number of dead bodies recovered after the accidents. Number of missing persons was not considered. One example may be mentioned to determine the quality of above figures. In July, 2003 a passenger launch named MV Nasrin capsized in the confluence of the Meghna and Dakatia near Chandpur with about one thousand passengers on board including the owner of the launch. The depth of the river at that spot was about 50 m. The capsized launch could not be located or recovered even with combined salvage operation of Navy, Fire Service and BIWTA for continuous 15 days. The investigation Committee constituted by the Ministry of Shipping estimated that a total of 645 persons were killed in the accident. Committee estimated this number on the basis of dead bodies recovered and registered number of missing persons. A ording to BIWTA‘s re ord 911 persons were killed in 7 idents in the ye r 2003. While the above table claims only 464 fatalities in the same year. However, if we consider the above table this will be found that the rate of fatalities per year is 167 and rate of accident per year is almost 22. Through random analysis of investigation reports of marine accidents, the following causes were found:  Dangerous or improper overloading.  Collision,  Poor condition of vessel.  Storm / Cyclone / Tornado  Inefficient operation  Combination of two or more causes.  Breakdown.  Grounding. 4.1.4 Need for storm shelter Storm, tornado, cyclones and other natural calamities have become more frequent in Bangladesh. Vessels while in operations have to encounter this challenge. In such contingencies vessels have to take a refuge that is safe and have capacity to provide assistance to vessels in distressed. Not only foul weather, breakdown of marine engine or the propeller may leave the vessel in distressed. Physical characteristics of rivers in Bangladesh are such that at most of the places vessel in distressed find no natural advantage to take refuge. So, planned creation of storm shelters along the accident prone routes and stretches may enable the vessel to avoid threat of capsize and save lives of hundreds. 87 Final Report 4.2 Alternatives to the Project 4.2.1 IWT versus road and rail A sustainable development strategy for transport network must consider costs and benefits inclusive of every element. Costs of a transport mode include development and maintenance of a network, ownership of vehicles and its operation and maintenance costs. These are referred to internal costs or sometimes termed as direct costs. The costs, which could be fixed or variable, have been the primary determinant of the costs of haulage in Bangladesh or elsewhere in the South Asia. There is, however a growing realization that every mode of transport carries what are known as external costs, hidden costs that burden not only users of the mode but also the society at large. The most prominent externalities that impose such costs in a particular mode are accidents, pollution, climate change, congestion and land side infrastructure development. There has been an alarming rise in road accidents in Bangladesh over the past few years. According to a Study conducted by Accidents Research Center (ARC) Of Bangladesh University of Engineering and Technology (BUET), road accidents claim on average 12,000 lives and lead to 35,000 injuries. According to the World Bank statistics annual fatality rate from road accidents in Bangladesh was found to be 85.6 per 10,000 vehicles. Similarly cost of road congestion particularly in the Dhaka city was estimated by the Metropolitan Chamber of Commerce and Industries, Dhaka through a Study conducted by two engineers of RHD and one transport economist of MCCI according to Table below: Table 4.2: Cost of Traffic Congestion in Dhaka city Factor Cost (Bn BDT) Loss of business hours 118 Environment 22 Transport industry 20 Additional fuel 5.75 Accident 0.50 Total 195.55 Source: MCCI Study in 2010 Road vehicles pollute the air with carbon monoxide, hydrocarbon, particulates and NOx leading to a host of respiratory diseases including asthma, bronchitis and setting the stage for growing incidence of cardiovascular disease. Emission of carbon dioxide from road vehicles cause global warming. 88 Final Report gms/tkm gms/tkm 0.978 1 98.31 0.9 0.8 0.7 0.6 0.473 0.5 0.4 0.227 0.3 0.2 0.078 0.031 0.1 0 CO2 Source: EU Progress Report on Short Sea Shipping, 1999 Figure 4.1: Road Transport Emissions The European Union in 2002 determined that for every 1,000 ton-km of cargo hauled, road transport carries a total hidden external cost of Euro 24.12 as against Euro 12.35 in rail and only Euro 5 for IWT. Reliable estimates of such external costs in the context of Bangladesh or elsewhere in the South Asia are not available. But given the general conditions of our roads and trucks, it would be eminently reasonable to assume that external costs in Bangladesh of road transport exceed those of IWT by a factor that is decidedly higher than in the EU. 89 Final Report Source: Transportation cost and benefit, TDM Encyclopedia Figure 4.2: External Costs of Transport Modes Modal option for development strategy of transport sector, environment must be a determinant factor. IWT always remain on the top in terms of carbon saving. One liter of fuel in the river produces 100-200 ton-km of transport output as against 25 ton-km in road, four to eight times lower. The World Bank in its Report on Revival of Inland Water Transport: Options and Strategies, 2007 revealed that with an estimated 1.95 billion ton-km performed by IWT in 2005 excluding country boats, about 58.5 million liter of fuel were saved by using IWT instead of road. Using the Integrated Pollution Prevention and Control (IPPC) conversion factors, this represents 155,000 tons of carbon dioxide. 4.2.2 Alternative routes for Dhaka-Chittagong corridor Modal option for future development strategy should also be based on social issues. IWT contributes directly to social benefits nationwide by providing a cheaper mode of transport and employment opportunities. According to the World Bank (Revival of Inland Water Transport: Options and Strategies, 2007) total employment in IWT sub-sector is more than 4.64 million. A substantial portion of rural population has no access to any mode of transport other than river. In view of the ountry‘s e onomy, pu li investment for future development of IWT is significant and reasonable. The World Bank estimated an amount of savings at BDT 7.5 billion in transport costs of cargo resulting from the use of IWT instead of road (Revival of IWT, 2007).The cost of dredging was estimated at 0.6 billion BDT take at BDT 100 per cum. In other words, benefit of BDT 7.5 billion at the cost of BDT 0.6 billion which is economically justified. The minimum traffic necessary to justify the cost of dredging was obtained by dividing the total 90 Final Report costs of dredging by the average benefit from dredging per kilometer. The average cost of dredging per km was obtained by dividing the total cost of dredging by the length of navigable IWT network. The average benefit from dredging per kilometer was obtained by dividing the difference between IWT and road cost by the number of ton-kilometer for IWT output. This was derived from the volume of cargo traffic transported by inland waterways by the formal sector vessels only. The output of the informal sector was not included as those can play in all condition. The following Table will illustrate the comparative per ton-km costs of each mode: Table 4.3: Comparison of Cargo Tariff by Modes Mode Distance ( km) Dhaka-Chittagong (BDT ton- km) Road 4.50 243 Rail 2.74 260 IWT 0.99 306 Source: Revival of IWT by the World Bank, 2007 It should be noted that freight of IWT and rail increased very slightly less than 10% while that of road increased to about 40 percent since 2007. The Study of the World Bank also revealed that in terms of productivity per kilometer of network of different modes railway is the best followed by IWT and road at the bottom. IWT has more than twice the productivity of road for the carriage of cargo as illustrated in Table 4.4 Table 4.4: Productivity of Different Modes Comparison Road Rail IWT Network 274,000 2800 24,000 Productivity 359,000 1,500,000 369,000 Passenger-km Productivity Ton-km 57,000 293,000 127,000 Source: The World Bank in National Workshop on IWT, 2005 It is mentionable that for calculation of productivity existing networks of road and rail were considered. While for IWT, total geographical not navigable network was considered. If navigable network of 6,000 km was considered, productivity in terms of passenger and goods would increase by 400 percent. 91 Final Report 4.3 Alternative Means of Channel Maintenance There may be ways and means to maintain rivers and stream channels to keep them functioning. However, means of maintaining should largely depend on a number of criteria such as types, size, surrounding hydrological environment, social and economic purpose of the river. There may be potential ways that are usually used in maintaining river channels, such as dredging, river training, bank protection works etc. Dredging Whatever be its ultimate purpose and location, in fact, dredging is an excavation activity either done by manually or by using machines and at a part of dredging has to be carried out underwater. Here is the difference between an excavation of a burrow pit in case of constructing a road and excavation of bottom sediment of a middle or point bar of a river. Rivers not only are carrying mass of water but also carrying sediments of varying sizes. Due to varying physique and inputs to river, particularly excessive sediments input create bars and chars constrictions in the river. In order to maintain desired navigational channel and required depth dredging is a necessity. River Training River training activities are ways and means that are applied in a river reach so as the reach is expected to show a desired behavior. Training measures that are usually employed are breakwater (groynes, spurs etc.), hardening river bank. Breakwater means are employed in order to deflect water course away from the bank so that the concerned bank that were under attack becomes safe. Each groyne/spur has some area of influence where it could reduce the flow speed and produce a calmer environment so that gradual sedimentation can happen. In this way the channel course become shifted away and a deeper course may develop further away from the bank. However, hardening is a defensive measure that makes a safeguard for the endangered bank or for the bank that has potential danger to be fallen under attack. This type of measure is desirable where important installations, public dwelling of massive scale, towns and cities are under attack or may undergo under attack. Even a dredging activity can be regarded as river training work when it is planned, designed and implemented with the goal of achieving a desired behavior of a river i.e., river is able to provide safe navigation, the river is not eroding its banks etc. As to bank protection works, as its name implies they are a kind of measures whose principal purpose is to protect bank. Obviously, bank protection works are included within the broad class of river training. 92 Final Report Flow path can be deflect away from the bank towards somewhere in the middle by constructing river training structures such as groynes (permeable, solid), bamboo bundles etc. This can be done in the affected side of the bank or even on the both bank. In this way channel augmentation is possible by deepening the river bed. This method might be considered desirable where only bank erosion and protection is concerned. However, where the river is not much wide to accommodate sufficient number of two-way traffic of varying sizes, particularly where large vessels involves this sort of constriction by placing such measures of river training clearly make obstacles to traffic. Hence, they appear not a feasible alternative measure. Again, deepening in this way may not bring sufficiently required depth for navigation purposes. Here, in this D-C corridor project huge number of two-way traffic of varying sizes is expected and that will be increasing over time with the pace of socio-economic development. Again for rivers like Buriganga, Shitalakhya where river width shrinks much with huge lowering of river stage during dry period. But navigation requirement is perennial. A comparative discussion on the measures of dredging, river training as alternative means of channel maintenance: As pointed out above, though as means river training measures, bank protection works help channel maintenance, that surely should be not be sufficient for maintaining required channel depth for navigation purposes. It is particularly true in case of very large river where river flows in different channels with many shoals, bars and chars. This is the case for D-C corridor project where the most navigation route involves mighty Padma and Meghna River with width of even many kilometers. Also these rivers are highly sediment laden. It is a project which seeks sufficient navigation depths along the entire river navigation routes and ferry crossings, so the need for dredging is inevitable. Though in this project some rivers – the Buriganga, the Shitalakya, the Dhaleswari are meandering type not showing middle chars like the Padma and the Meghna. In channel maintenance a kind of river training, bank protection bring some benefit. However, this may not be sufficient for the whole route and in order to achieve required navigation depth particularly when the aim is to improve IWT to allow more passenger and cargo traffic and improve river ports and terminals. Again, river training and bank protection works should not be feasible for river routes of hundreds of kilometer. For example, a river training work was accomplished while constructing Hardinge Bridge to guide the flow and expect that the flow would not have chance to make harm to the bridge abutment. The work has still been performing well. However, that kind of guide bund cannot be built either along the whole river or in many locations in view of cost and other considerations. Therefore, if proper dredging is done with proper spoil management and spoil resuse fjor beneficial purposes, dredging means can bring useful channel maintenance. 93 Final Report Cost in some Past Projects Obviously, the cost of river training/bank protection works depends on the type, size, design of structure. Also, it depends on the material to be used and the market rate that changes over time. Bangladesh Water Development Board is the main responsible government organization in implementing river training, bank protection works. A good indication of costing can be obtained from some past projects or projects being taken by BWDB. Here are some examples given in the following:  Bank revetment works to be implemented by placing CC block at Paranpur, Sengati and Sailadah on the Madhumati River involving Polder 36/1. Estimated cost: Tk. 300,000 per meter (USD 2750 per meter).  Bank revetment works being implemented by placing CC block near Godagari upazila under Rajshahi district on the Ganges River. Estimated cost: Tk. 500,000 per meter (USD 6250 per meter).  Bank revetment works to be implemented by placing CC block near Mawa on the left bank of the Padma River. Estimated cost: Tk. 446,000 per meter (USD 5575 per meter).  Proposed bank revetment works to be implemented by placing CC block under Kalni Kushiara River Management Project in the north-east region of Bangladesh. Estimated cost at DPP stage (ie, not design cost): Tk. 252,000 per meter (USD 3150 per meter).  Bank revetment works suggested for implementation by placing CC block in places along left of the Meghna River under Kamalnagar and Ramgati upazila in Lakshmipur district. Estimated cost: Tk. 289,000 per meter (USD 3612 per meter). Note: As observed, BWDB presently as a measure of bank protection prefers bank revetment by placing CC blocks to constructing spurs. Cost per meter for a spur on the Jamuna and Ganges river implemented by BWDB were USD 1550 and USD 1019 respectively in 1990s. 4.4 Alternative Dredgers Types (Equipments/Techniques) Potential types of dredgers and their functions According to engineering design basically there are 3 kinds of dredgers; they are mechanical, pneumatic and hydraulic dredger. As known, though there are some mechanical dredgers are in use by BWDB, BIWTA (those are being used they are very old), being inefficient this type is not the preferred one. Hydraulic type dredgers mainly of two types: trailing suction hopper dredger and cutter suction dredger. 94 Final Report Cutter Suction Cutter suction dredger consists of a centrifugal pump and the suction tube that has cutting mechanism (rotary blade) at the end. The main technique is applied in dredging is that loosening the sand and cutting are done simultaneously, and the dredged material is sucked by the dredging pump and transported through a pipeline. Though can be used in sandy, clayey soil, due to the capacity of cutting it has preferred use in case of dredging on bedrock or very hard soil or gravel deposits. Usually, the distance of transportation pipe line by design could be 2-3 km. However, by adding booster pump to the pipeline the dredge-spoil can be transported/dumped to a further distance. Trailing Suction Hopper Dredger The trailing suction hopper dredger is practically a ship that by the use of dredging equipment n dredge desired lo tion nd dis h rge into the ship‘s ont iner nd n s il it in order for releasing the dredge elsewhere. A description of its functionality and uses are also given in Section 3.3.2. In principle, its dragging technique is basically similar to a vacuum cleaner. That means sail-and- drag, sucking by creating vacuum and hence loading, then sailing to unload elsewhere. The hopper suction dredger has self-loading and unloading capacity. As an operation procedure, one or two suction pipes having trailing suction head connected to the end descend onto the river bed (desired dredging location). There are nozzles in the head that are connected to a high pressure installation that are capable of loosening the bed material (sand). With respect to limitation of its uses, since it prepare and collect dredge by loosening sediments and dragging and and also steel teeth are not so big, so it is capable of working on relatively loose and soft substance. As to the components of equipments, apart from the ship with engine, it has rearward extending one or more suction pipes, one or more dredging pumps in order to create suction (under pressure) to extract dredged sediment inside the pipe, transportation pipes in order to send dredge into the hopper, an overflow device to get rid of the redundant water overboard, kind of degassing devices to remove any gas from the substance. A comparative consideration Where pumping is possible, hydraulic dredgers are much more efficient than mechanical dredgers. However, any situation that limits the uses of hydraulic dredging other types can be used. For example, due to hard rock, debris or narrow channel with a lot of passing traffic, which does not allow the floating pipeline. In such circumstances, grab dredgers can be used. Again, in such situation hopper barges would be required to convey the dredged spoil to the desired dumping sites. On the whole, choosing an appropriate dredger type is a matter of optimization between the issues - dredging project, constraints and dredging equipments. A good guidance on the suitability of types of dredging equipments depending on the soil condition can be seen in Table 4.5 95 Final Report Table 4.5: Suitable types of dredging equipments on the soil criteria [Courtesy: H van Muijen, IHC] Feasibility under this project In this project the dredging operation involves a number of rivers of hundreds of kilometers and they are well-wide, and most locations of dredging will be well inside the coastline. From efficiency consideration with respect to all aspects – technical, capacity, cost, the mechanical dredgers would not be feasible. Their use is diminishing day by day, when other robust and efficient devices are available. Using of hydraulic-type would be feasible due to the size of the river (long, wide), type of sediments (no bed rock, all navigation paths and routes pass through flood plains and estuaries, all are late holocene sediments, no debris etc). Therefore, cutter suction type dredger would be the feasible option from both technical and financial point of view. However, while dredging locations are the coastal area, for example downstream of Bhola, Lakshmipur hopper suction type dredger might be considered provided if costing favours in choosing such type. In no way hopper suction would be a viable option for inland rivers, since the sailing distance will surely be very long, the capacity, therefore, be low and hence the cost for each unit volume of sediment would be quite high. As known so far known from BIWTA, it will be using for dredging inside inland rivers 18-inch cutter suction dredger. And in the estuary area either hopper suction or 26-inch cutter suction dredger will be used. Nonetheless, ultimately it is up to the contractor to select the dredging methodology. Therefore, it is possible that the contractor will pick different methodologies as per their own analysis of relative benefits and costs of each method in specific project areas. 96 Final Report 4.5 Alternatives to Dredged Materials Management Dredging is necessary to move water vessels easily throughout the project routes. The most environmentally friendly disposal method in most cases will be in-river disposal, as long as precautions are taken to avoid sensitive aquatic habitats and to minimize sediment suspension in the materials placement process. On the other hand, based on demand of the communities, some dredged material could be kept on the low land nearby the dredging locations. As a result, the people of the project area would be benefited by using materials in case of rural road maintenance, yard of community properties such as Eidgah, Mosque, Madrasah, and play ground of School/college, etc. However, this has to be weighed against potential negative social impacts associated with required land acquisition or lease, and possible displacement of households or livelihood activities. In addition, on-land disposal requires proper environmental management, which entails higher costs than in-river disposal. It may also be deposited along the river within compartment/stake yard of the traders/willing buyers. In case of big rivers the dredged materials may be deposited in the deeper channel of the river. By introducing/adopting latest technology the dredged materials may also be pushed to the sea. In case of contaminated sediment, DOE has instructed that all disposal shall be in the river, at least in the Shitalakhya and Buriganga rivers, which are the only rivers within the project area where contamination was found in baseline sampling surveys. Only in the highly unlikely case that in-river locations are not available for contaminated sediment, shall such sediments be brought on shore. In that case, proper isolation and treatment will be required to reuse to avoid/mitigate environmental hazards. 97 Final Report 5 BASELINE ENVIRONMENT 5.1 Physical Environment 5.1.1 Climate Temperature The climate of the study area is sub-tropical with three seasons; namely summer from March to May, monsoon from June to October, and winter season from November to February. The annual maximum temperature at Dhaka varies from 31.0°C to 42.3°C and in Sandwip from 30.6°C to 39.3°C. Maximum temperature occurs in the month of April to June and minimum temperature in January. Monthly minimum temperature varies from 6.4°C to 11.7° at Dhaka and in Sandwip 7.4°C to 13.0° during the period of December to March. These values of temperature are derived from the time series temperature data from 1967 to 2008 of Bangladesh Meteorological Department. Figure shows the variation of maximum, mean and minimum temperature at Dhaka and Sandwip. Figure 5.1: Variation of Monthly Maximum, Average and Minimum of Maximum Surface air temperature at Dhaka 98 Final Report Figure 5.2: Variation of Monthly Maximum, Average and Minimum of Maximum Surface air temperature at Sandwip Precipitation Mean annual rainfall in this region is about 2100mm at Dhaka and 3480mm at Sandwip over a period of 40 years. About 75 to 80 percent of annual rainfall occurs during June to September. The maximum monthly rainfall during June to September varies from 450mm to 850mm in the study area. Monthly accumulated rainfall at Dhaka and Sandwip are presented in the Figure 5.3- Figure 5.4 Figure 5.3: Monthly accumulated rainfall at Dhaka 99 Final Report Figure 5.4: Monthly accumulated rainfall at Sandwip Wind The wind regime in the study area shows seasonal variation between the dry season ( November to May) and the monsoon season ( June to October). During the dry season the prevailing winds are calm. In the monsoon season the prevailing winds are from South-Southeast direction with an average speed of about 3-7.6 knot in the Meghna estuary based on data analysis of Bangladesh Meteorological Department for the period of 1966 to 2009. The maximum wind speed can be in the range of 32-99 knot. Table 5.1 shows the seasonal maximum and average wind speed in Lower Meghna estuary. Table 5.1: Seasonal maximum and average wind speed in Lower Meghna estuary. Seasonal maximum and average Wind speed (knot) Pre-monsoon Monsoon Post-monsoon Winter Station (March-May) June –September October- November December - February Maximum Average Maximum Average Maximum Average Maximum Average Chandpur 35 1.95 32 1.64 52 1.02 40 0.94 Barisal 65 4.47 99 4.23 80 2.86 50 2.87 Bhola 91 3.30 92 3.09 51 1.84 46 1.93 Hatiya 99 4.40 50 4.80 60 1.87 80 2.14 Sandwip 91 3.76 85 4.20 60 1.43 44 1.47 Chittagong 90 6.59 71 7.76 82 2.65 50 2.72 100 Final Report 5.1.2 River Hydrology and Morphology General Bangladesh is a land of rivers. There are hundreds of rivers in Bangladesh with a large network of navigation routes. Transportation through waterways has always been a natural, environment friendly and relatively cheap mode of transport. Over the decades the navigability during dry season in many rivers of the country has been deteriorating because of morphological processes and for withdrawal of water from the rivers beyond the border and within the country. The navigability has been further aggravated by poor or no maintenance of inland waterways. Navigability of inland waterways is strongly influenced by river hydrology and morphology. River systems in Bangladesh exhibits high seasonality over a year i.e. abundant of water during monsoon and scarcity of water during dry season from December to May. Navigability becomes very critical during dry season in many river routes and ferry crossing because of siltation and inadequate water flow. It is very essential to know the hydrological and morphological characteristics along with biological environment of the river systems under the present study before implementing any navigation improvement measures. The present project includes the following major rivers for navigation improvement. Table 5.2 presents the major river systems of Dhaka-Chittagong corridor route. 101 Final Report Table 5.2: List of river systems under Dhaka-Chittagong Corridor with extension to Narayanganj, Ashuganj and Barisal Existing (BIWTA) River(s) From To Length (km) River Class Main Dhaka-Chittagong Corridor Route Buriganga, Dhaleshwari and Dhaka (Zinzira Munshiganj 30 1 Upper Mehhna River Ghat) Upper Meghna Munshiganj Chandpur 39 1 Lower Meghna and Meghna Chandpur Chittagong 211 1 Estuary Narayanganj Extension Shitalakhya Gorashal Demra 35 3 Shitalakshya and Upper Meghna Demra Munshiganj 22 1 Ashuganj Extension Upper Meghna Ashuganj Munshiganj 83 1 Barisal Extension Approach from Alubazar North Lower Meghna 83 2 of Batamara up-to At Hazar Meghna Estuary Approach via Muladiupto At 40 3 Arial Khan Hazar NayaBhagnani Appoach via Hijlaupto At Hazar 32 2 Tentulia Approach via Ilishaupto At 37 1 Hazar Maskata Kirtonkhola At Hazar Jhalokati 30 1 Ferry Crossing Routes Lower Meghna Chandpur Shariatpur Lower Meghna Lakshmipur Bhola Tentulia Beduria Laharhat Project Influence area The project influenced area is defined based on navigation routes, vessel shelters, ferry crossing, locations of dredge materials disposal, which covers the rivers, estuary and flood plain within 1km to 7km vicinity on both bank of the rivers. The project influenced area is marked in orrenge in the Figure 5.5. Annex-D represents measured data (Discharge and Water Level) within the project influence area during the study period. 102 Final Report Figure 5.5: Project influenced area 103 Final Report Buriganga River The Dhaka Metropolitan City is surrounded by the Buriganga-Turag, Balu, Lakhya and Tongi khal, which make a system of a circular water route and preserves the natural environment of the city. These rivers are gradually silted up including its off-take from the main source of the Brahmaputra/Jamuna river over the years. Currently, the flow of these rivers during dry season becomes very insignificant, which triggers the river water pollution as a serious problem. Such declined condition of river flows with morphological changes reduces the navigation and water- way communication system. Huge sedimentation at the off-take and river reaches is the major problem in achieving sustainable navigability and other economic development. The rivers surrounding the Dhaka city receives water mainly from the Jamuna/Brahmaputra river including its floodplain flow during monsoon and during dry period, the off-take is fully cut-off due to huge sedimentation and the tidal water from the Meghna River enters into the river systems. In the dry period (from November to May) all the peripheral rivers are completely tidal and reversal of flow occurs in these rivers. The Buriganga river, having a length of only 17km, is one of the most important rivers in Bangladesh. This river is economically very important to Dhaka. Launches and country boats provide connection to other parts of Bangladesh. It provides important services to the residents, including water supply, navigation, recreation, sanitation and flood control. This vital river however has become extremely polluted and is close to biological death for several reasons. The tremendous increase in population over the last three decades has created enormous environmental problems, including among others the disposal of solid waste, sewage and drainage problems. River depth is decreasing due to sludge deposition hence affecting the navigation. Proper dredging of the existing river and removing non degradable matters from the river bed are essential for restoring the river for its multi-purpose services. The headwaters of the Buriganga river have been gradually reducing during the past few decades due to siltation and channel shifting. This has resulted currently to a situation where the flow is bare minimum in the dry season making the Buriganga less suitable for navigation and also the deteriorating the quality of the river water. A typical water level hydrograph at the Millbarak on the Buriganga River, which has little tidal influence, is shown in the Figure 5.6. The high seasonal variation is seen in the hydrograph. 104 Final Report Figure 5.6: Observed water level hydrograph at Mill Barrake on the Buriganga river The monthly statistics of daily water level is illustrated in the Table 5.3. Over the period of 1996 to 2012, it is seen that the minimum water level can fall to 0.52 mPWD and water level can rise to 7.2 mPWD. 105 Final Report Table 5.3: Monthly water level statistics of Buriganga river at Mill Barrake Historical WL at Mill Barrake (Dhaka) on Buriganga River (1996-2012) Minimum Maximum Average WL Month WL WL (mPWD) (mPWD) (mPWD) January 2.2 1.39 0.65 February 2.64 1.24 0.52 March 2.75 1.37 0.6 April 3.17 1.79 0.77 May 3.95 2.38 1.14 June 4.87 3.47 2.04 July 6.68 4.67 2.9 August 6.70 4.95 3.43 September 7.24 4.76 3.32 October 5.41 3.75 1.92 November 3.83 2.42 1.12 December 2.65 1.75 0.9 The minimum daily water level from December to April is below 1 mPWD. However, average monthly water level varies from 1.24 mPWD to 1.79 mPWD for the same period indicating higher navigation depth for a considerable period even in the dry season. The maximum flow occurs during monsoon, which is 2630 m3/s. The minimum flow over the period of 1996 to 2012 is 110 m3/s. The river exhibits high seasonality of water flow triggering a critical condition for navigability during dry season. Figure 5.7 shows the monthly variation of water flow/discharge of Buriganga river at Mill Barrake. 106 Final Report Figure 5.7: Monthly minimum, maximum and average discharge hydrograph of Buriganga river at Mill Barrake Shitalakhya River The river Shitalakhya flows along the eastern side of Dhaka and Narayanganj districts and falls into the river Dhaleswari near Madanganj of Narayanganj. The river is 110 km long and 250 m wide, having 375 hectare water area. The river flows through Gazipur. The Shitalakhya river was once an important center for the industry. Even today, there are centres of artistic weaving on its banks. There also are a number of industrial units on its banks, including the thermal power plants. Industrial affluent dumped into the river resulting in high levels of pollution is a cause for concern. There is a river port in Narayanganj, numerous launches move out along the river to different parts of Bangladesh. The government has approved construction of a container terminal on the river Shitalakhya with foreign investment.To understand the seasonal variation, a typical hydrograph at Demra on the Sitalakhya River is shown in Figure 5.8. The water level variation over the years is very high and during dry season the river is influenced by tide as seen in the water level hydrograph. 107 Final Report Figure 5.8: Observed water level hydrograph on Shitalakhya river at Demra Daily water level variation is from 0.72 mPWD to 6.92 mPWD, which implies huge seasonal variation of available navigation depth. Water level starts to rise from the month of April and reach at peak in the month of August as seen in the Table 5.4. Water level remains at higher level from April to November providing good navigation depth in this period of the year. Table 5.4: Monthly water level statistics of Shitalakhya river at Demra Water Level Variation in Shitalakhya River at Demra (1990-2012) Month Maximum WL Average WL Minimum WL January 2.57 1.60 0.72 February 2.28 1.49 0.81 March 3.09 1.63 0.74 April 3.41 2.08 1.07 May 4.10 2.71 1.37 June 5.27 3.75 2.33 July 6.70 4.95 3.15 August 6.92 5.25 3.84 September 6.70 5.01 3.85 October 5.57 4.06 2.27 November 3.87 2.65 1.43 December 2.81 1.97 1.15 108 Final Report The water flow varies from 40m3/s to 540m3/s over a year. During dry season the water flow/discharge is very low. The monthly average flow varies from 65m3/s to 75 m3/s during the period from January to March causing low river water level that results in inadequate navigation depth. The monthly maximum, minimum and average flows are presented in the Figure 5.9. Discharge Variation in Shitalakhya River at Demra (1990-2012) 600 500 Maximum Flow Average Flow Discharge (cumec) 400 Minimum Flow 300 200 100 0 Jan Feb Mar Apr May Jun Jul Jul Aug Sep Oct Nov Dec Month Figure 5.9: The monthly maximum, minimum and average flow hydrographs of Shitalakhya river at Demra The Lakhya system is a stable meandering rivers. The reduction of the sinuosity of the Lakya near its downstream part indicates that the water and sediment charges are in balance with the channels capacity. Dhaleswari River The Dhaleswari River is the main left-bank distributary of the Jamuna/Brahmaputra river and is the main channel of a complex river system. The maximum flow in the river is around 1400 m3/s. Off-take morphology of this river from the Brahmaputra/Jamuna comprises a system of watercourses subject to continuous morphological changes thereby influencing the flow entrance as well as location at which it takes place. During the construction period of Jamuna Bridge in 1995, the off-take of Old Dhaleswari became completely closed by construction of closure. However, as an immediate response of the Jamuna, there was a further widening of the already existing small spill channel around 2km downstream of the present Jamuna Bridge location along the left side and got connected to the old course of Old Dhaleswari river. Previously, the pungli was a distributary from the Old Dhaleswari River. Now, the Old Dhaleswari becomes the 109 Final Report inland river and the Pungli is directly feeding from the BrahmaputraJamuna. The maximum flow in the Pungli is around 600 m3/s. The off-taking river, Dhaleswari is flowing full/partly in the monsoon starting from June to October and other months remain dry in a year (Figure 5.10). The downstream part (near Rekabibazar) of the Dhaleswari River has little bit tidal influence with a fluctuation of around 0.5m. The percentage historical changes of annual flow volume of the Dhaleswari River with respect to the Bramaputra/ Jamuna flow.The flow through the Dhaleswari River w s ne rly 7% of the J mun flowing 1960‘s nd r pidly de lined to 3.5% of its parent river in 1970. This flow ontinued till the e rly 1990‘s. Pro ly, fter losing the north off-take of the Dhaleswari River in connection with the Jamuna Bridge, the flow of the river further reduced to 1% of the Jamuna River and thus various planform parameters of the river adjusted themselves by reducing flow of the river (IWM, 2004). The flow at the offtake of the Dhaleswari river has been analysed to find the minimum, average and maximum flow. Figure 5.10 and Table 5.5Error! Reference source not found. show the monthly flow statistics over the year. It is seen that the upstream flow is almost zero during dry season, which implies that the offtake needs to be dredged for restoring the dry season flow. Figure 5.10: Monthly water flow hydrographs of Daleswari river at Off-take During monsoon maximum flow is quite significan and can be 430 m3/s as seen in the Table 5.5. 110 Final Report Table 5.5: Monthly flow statistics of the Dhaleswari river at the Off-take ( 1996- 2012) Historical Flow at offtake of Dhaleswari River (1996- 2012) Maximum Average Minimum Month Flow Flow Flow (cumec) (cumec) (cumec) January 7.00 1.00 0.00 February 4.00 0.60 0.00 March 4.01 0.70 0.00 April 6.00 1.00 0.03 May 10.00 2.00 0.50 June 320.00 15.00 1.00 July 350.00 36.00 3.00 August 410.00 60.00 5.00 September 430.00 70.00 5.00 October 125.00 10.00 2.00 November 65.00 3.00 0.50 December 9.00 2.00 0.04 Upper Meghna River The upper Meghna River flows in the north-eastern part of Bangladesh .The Upper Meghna carries the combined flow of the Surma and the Kusiyara Rivers which originate in the Indian hills northeast of Bangladesh. The Surma River flows through the Sylhet area which is rapidly sinking away. A number of tributaries of the Surma originate from the Sisang hills in India and from piedmont areas. They bring quite some sediment (boulders, gravel, sand), that most probably settles in the Sylhet area. Going in downstream direction, the Upper Meghna River is joined by the Old Brahmaputra at Bhairab Bazar. The Dhaleswari is another tributary (and another distributary from the Jamuna system) and it joins the Upper Meghna River at Munshiganj on the right bank. Some tributaries that originate from the Tripura hills join the Upper Meghna at the left bank. Although having some reaches with a system of various channels, the Upper Meghna River can be characterized as a river mainly meandering within a well-defined high water bed and having flood discharges up to some 16000 m3/s. 111 Final Report 1) Water Level Time series daily water level of Upper Meghna river at Bhairab Bazar was analysed to find the statistics of water level in characterising the variation of water level over a year. Figure 5.11 presents the monthly variation of water level and Figure 5.12 shows observed water level at Bhairab Bazar. The daily water levels at Bhairab Bazar vary between 0.74 m and 7.78 m (see Table 5.6). Figure 5.11 demonstrates water level statistics. The water level along the Upper Meghna are subjected to tidal influence. During low flows in the UpperMeghna River the tidal range near the confluence with the Padma River is about 1m and under those conditions still a vertical variation in tide of some 0.2 m is noticeable in Bhairab Bazar. Figure 5.11: Monthly variation of minimum, average and maximum water level of Upper Meghna river at Bhairab Bazar 112 Final Report Figure 5.12: Observed water level hydrograph of the Upper Meghna River at Bhairab bazar The minimum water level can fall below 1m from January to March as seen in the monthly statistics of water level and there is every likely to experience inadequate navigation depth in this Class 1 route during this period. Table 5.6 presents the water level statistics. The seasonal variation is quite significant and seasonality index i.e. ratio between maximum and minimum water level over a year is about 9 which implies higher navigation depth from June to October. 113 Final Report Table 5.6: Water level statistics of Upper Meghna River at Bhairab Bazar Historical water level at Bhairab Bazar (Upper Meghna River, Bangladesh) for 1970–2013 Maximum WL Average WL Minimum WL Month (mPWD) (mPWD) (mPWD) Jan 2.22 1.59 0.89 Feb 2.29 1.48 0.74 Mar 2.94 1.64 0.90 Apr 3.43 2.16 1.09 May 5.23 2.89 1.63 Jun 6.14 4.21 2.06 Jul 7.78 5.73 3.51 Aug 7.65 6.00 4.29 Sep 7.66 5.74 4.19 Oct 6.55 4.71 2.31 Nov 4.91 2.89 1.51 Dec 3.14 2.01 1.06 2) Discharges The major contributors to the river upstream of Bhairab Bazar are from the Baulai, the Surma and the Kushiyara rivers, covering an area of 62,960 km2. The river stretch Meghna River from Bhairab Bazar to Chandpur is about 125 km in length and known as Upper Meghna river. Width of the river varies from 1 km to more than 10 km. The river channel is more or less well defined upstream of its confluence to the Padma. The river bed and banks consists mainly of clayey-silt which is often loosely packed and is susceptible to liquefaction at some places. Of the three major rivers, the Upper Meghna carries relatively less sediment The range of variation of other characteristic sizes along the Upper Meghna River for single value of D50 is 0.130mm. Figure 5.13 shows the minimum, maximum and monthly mean discharge of the river at Bhairab Bazar. 114 Final Report Figure 5.13: Monthly flow hydrograph of the Upper Meghna riverat Bhairab Bazar The maximum flow is about 16203m3/s and occurs during July to August. The river discharge falls significantly during dry season and becomes about 800m3/s resulting in very low water level as well as navigation depth. Water flow in the river governs the navigation depth along the river length. There is a high seasonal variability of water Flow in the Upper-Meghna river (Table 5.7). The average daily water flow at Bhairab Bazar varies between 0.74m and 7.78 m over a year. The lowest figure demonstrates the small slope along the river during lowest discharges. Table 5.7: Water flow statistics at Bhairab Bazar of Upper-Meghna river ( 1970-2013) Month Maximum Discharge Average Discharge Minimum Discharge (cumec) (cumec) (cumec) Jan 3920 2250 940 Feb 3880 2130 800 Mar 4460 2310 840 Apr 5250 2930 1060 May 9060 4050 1680 Jun 11200 6560 2340 Jul 16200 9990 3620 Aug 15360 10660 5530 Sep 15240 10000 5830 Oct 12230 7630 2800 Nov 8360 4080 1620 Dec 4600 2760 1060 5.1.3 Estuarine and Coastal Hydrology 115 Final Report Tide The Meghna Estuary is a very dynamic estuarine and coastal system. Here, at the northern end of the B y of Beng l, the om ined flow of two of world‘s l rgest rivers, G nges nd Brahmaputra (Jamuna), finds its way through the Lower Meghna River to the sea. Erosion and accretion rates are high and the area is periodically subject to severe storms and cyclones, these latter accompanied by tidal bores and storm surges. Figure 5.14 shows the map of Lower Meghna Estuary. Figure 5.14: Map showing the Lower Meghna Estuary The Lower-Meghna, Tentulia, Kirthonkhola rivers and Meghna Estuary serve as important navigation routes for Inland Water Transport, which are characterized by tidal and wave actions. The tidal wave from the Indian Ocean travels through the deeper part of the Bay of Bengal and approaches the coast of Bangladesh approximately from the south. It arrives at Hiron Point and at Cox's Bazar at about the same time. The extensive shallow area in front of the large delta causes some refraction and distortion. Also some reflection of the tidal wave occurs contributing to a significant amplification of the tidal wave in Hatia and Sandwip Channels. Tides in the Bay of Bengal are semi-diurnal in nature, exhibiting two high waters and two low waters per day. The amplitudes of the two cycles differ slightly. Over a longer term, a fortnightly 116 Final Report variation in amplitude between spring and neap tides is also evident, with spring tide amplitudes approximately 2.5 to 3 times higher than the neap tide. The duration of on etidal cycle is 12hr 25 minutes and duration of 2 tidal cycle is 24hr 50 minutes. The water level variation is dominated by a semi-diurnal tide with a considerable variation from neap to spring tides. In the western part of the coastal area of Bangladesh the average tidal range is approximately 1.5 m. In the area around Sandwip, the tidal range is significantly higher. Figure 5.15 shows maximum tidal variation at the west coast of Sandwip Island. It is seen the maximum tidal range is about 6.6m. The area around Sandwip island is macro-tidal with variation in tidal range of about 3 to 8 m. The area between Bhola and Hatia (Shabhazpur Channel) is meso-tidal, with tidal range of 2 to 4 m. Figure 5.15: Tidal variations at the west coast of Sandwip Island There is a considerable seasonal variation of water level in the Meghna Estuary due to huge onrush of upstream flow and wind setup in the Bay of Bengal during monsoon. This seasonal variation influences the navigability in the river and difference of navigation depth is more than a meter between dry and monsoon. Considering the importance of seasonal variation, the seasonal characteristics of the water level is ascertained. Moving average considering 56 tidal cycles of half hourly observed water level data was carried out to find the seasonal variation of water level in the Lower Meghna river. Figure 5.16 shows the seasonal variation of the water level in the Lower-Meghna river at Chitalkhali of Lakshmipur district. It is seen that seasonal variation is about 1.4m, which also varies year to year depending of upstream flood flow during monsoon. 117 Final Report Seasonal variation of water 1.4 meter Figure 5.16: Tidal variation, tidal range and seasonal variation in the west of Sandwip Island ( Source: IWM) The seasonal variation of the mean high water level (from dry to the wet season) decreases significantly along the Lower Meghna Estuary in southwards directions. The seasonal variation of the mean high water level at Chandpur is about 3 m. The variation in the southern part of the Bangladesh coast is about 0.8 to 2.1 m. The monthly minimum, mean and maximum water level over a year is shown utilizing the time series water level data over a period of 22 years. Figure 5.17 and Table 5.8 shows the monthly variation of water level in the Lower Meghna river at Chandpur. Considerable variation of water level is seen over a year in minimum, mean and maximum water level. It is evident from the table the water level variation is 0.18m,PWD to 5.52m,PWD showing high seasonal variation. However, the navigation depth at and around chandpur is adequate over the year. 118 Final Report Figure 5.17: Monthly variation of water level in the Lower Meghna river at Chandpur Table 5.8: Monthly maximum, average and minimum water level at Chandpur (Lower Meghna River,1990–2012) Water level statistics at Chandpur Maximum WL Average WL Minimum WL Month (mPWD) (mPWD) (mPWD) Jan 2.41 1.10 0.28 Feb 2.31 1.06 0.22 Mar 2.8 1.19 0.25 Apr 3.15 1.56 0.35 May 4.32 2.12 0.72 Jun 4.45 2.91 1.22 Jul 5.52 3.69 2.05 Aug 5.29 3.84 2.44 Sep 5.05 3.71 2.39 Oct 4.59 3.08 1.5 Nov 3.79 2.03 0.82 Dec 2.58 1.38 0.18 119 Final Report It is evident from the Table 5.8 and the Figure 5.17 that there is a significant variation of monthly maximum, average and minimum water level at different months. Average monthly water level during dry season (December to May) varies from 1.06 m to 2.12m, the seasonal variation of average water level is about 2.78m over a year. It implies that on an average about 2.78m additional navigation depth is available during monsoon compared to the dry season. However, the Lower Meghna river at an around Chandpur is very deep and usually there is no navigation problem, and there is an evidence of it in the recent bathymetric survey carried out by BIWTA. Water level statistics at different locations of the Meghna estuary is presented in the Table 5.9. Table 5.9: Water level statistics at different locations of the Meghna estuary Dry Season (November-April) Monsoon (May - October) River Station Maximum Minimum Maximum Minimum Name Mean WL Mean WL WL WL WL WL (mPWD) (mPWD) (mPWD) (mPWD) (mPWD) (mPWD) Lower Chandpur 2.65 1.26 0.18 4.98 3.45 1.22 Meghna Lower Chitalkhali/Laxmipur 3.15 1.05 -0.95 4.15 2.05 -0.35 Meghna Char Ramdaspur Tentulia 3.16 1.21 -0.06 4.38 2.35 0.66 The critical period for navigation is dry season and it is seen that the minimum water level drops considerably at the downstream of the Lower Meghna river. The minimum water level is quite low in the East Shabazpur channel and in the Tentulia river. If sedimentation occurs along the navigation channel at these locations then adequate draft for cargo traffic might not be available. Water flow The Lower Meghna River conveys the combined flow of Ganges, Brahmaputra and Upper Meghna rivers. Again the combined flow of Ganges and Brahmaputra is known as the Padam river flow, which meets at Lower Meghna river at Chandpur. The discharge of the Padma and Upper Meghna rivers characterise the water flow of the Lower Meghna river. Long-term record of discharge is not available at Chandpur since it is not a routine discharge gauging station of BWDB or BIWTA. Hence, discharge characteristics of the Padma river is used to characterise the water flow Lower Meghna river. The monthly mean discharge of the Padma river varies from 5800m3/s in the month of February to 72,000m3/s in August (Source: BWDB time series discharge data) at Baruria (Figure 5.18). The average monthly minimum flow in the Padma river is 3700m3/s in February and 33400 m3/s in August. These statistics is based on the time series data of discharge over a period of 42 years. 120 Final Report Figure 5.18: Monthly flow hydrograph of Padma river at Baruria The water flow/discharge in the West Shahbazpur Channel between Bhola and Monpura Island is presented in the Figure 5.19. It is observed that the peak discharge may reach at 100000m3/s. Figure 5.19: Observed discharge in a tidal cycle in the channel between Bhola and Manpura Islands Flow distribution in the different channel of the Lower Meghna Estuary 121 Final Report Water flow in the channel is the independent variable to ensure the navigation depth and long term stability of the navigation channels. To estimate the overall water flow distribution in the various channels of the lower Meghna estuary the hydrodynamic conditions has been simulated for one month for both dry (February-March) and wet (August) periods for the available flow conditions of 2009. The distribution of flow among the main channels in the Meghna Estuary as found from the simulations is presented in Table 5.10 and Figure 5.20 for the dry season and in Table 5.11 and Figure 5.21 for the wet season. Table 5.10: Overall flow distribution during Dry Season Maximum flow (m3/s) 3 Maximum flow (m /s) during flood during ebb tide ( Low tide( High Tide) in Dry Season Tide) in Dry Season Hatia Channel at North Hatia 121,601 81,457 East Shahbazpur Channel (at level of Manpura) 41,480 33,737 West Shahbazpur Channel (at level of Manpura) 105,779 89,005 Tetulia 17,772 16,051 East Shahbazpur Channel (at level of Char Gazaria) 74,396 46,950 West Shahbazpur Channel (at level of Char Gazaria) 54,269 49,987 1) Source: IWM, 2009 Table 5.11: Overall flow distribution during Wet Season Maximum flow (m3/s) during Maximum flow (m3/s) during flood tide( High Tide) in ebb tide ( Low Tide) in Monsoon Season Monsoon Season Hatia Channel at North Hatia 154,490 136,818 East Shahbazpur Channel (at level of Manpura) 60,373 58,019 West Shahbazpur Channel (at level of Manpura) 133,856 151,168 Tetulia 17,969 16,739 East Shahbazpur Channel (at level of Char Gazaria) 81,801 105,672 West Shahbazpur Channel (at level of Char Gazaria) 61,361 117,916 1) Source: IWM, 2009 122 Final Report Figure 5.20: Net flow distribution in % of flow at Chandpur during dry season Figure 5.21: Net flow distribution in % of flow at Chandpur during wet season 123 Final Report Hatiya channel is influenced by tide which results in northward net flow in the channel during dry season. The north tip of Hatiya is experiencing erosion and the flow in Hatiya channel has increased at present time with respect to 2000 as shown in the MES-II study. Most of the Lower Meghna river flow is conveyed along the west part of the estuary through the West Shahbazpur Channel. This is why net flow is high in this channel compared to the other channels of the river system. The model results show that continuous erosion is taking place at the east bank of Char Gazaria and west bank of Ramgati. The net monsoon flow in the channel is found relatively higher in this study than that of MES-II. The net flow through the Lower Meghna River at the east of Char Bhairabi has increased significantly than its west branch. In MES-II study approximately same net flow was found in the two branches. At present the flow through the east branch is much greater than the western branch. Comparison of the two bathymetries in the sediment budget analysis shows erosion in the east branch and deposition in the west branch, which supports this finding. Salinity River water salinity in coastal Bangladesh depends on the volume of freshwater discharges from the upstream river systems, the salinity of the Bay of Bengal near the coast, and the circulation pattern of the coastal waters induced by the ocean currents and the tidal propagation to the river systems. A reduction in freshwater inflows from the trans-boundary Ganges River, siltation of the tributaries of the Ganges, and siltation of other rivers following the construction of the polder system has resulted in a significant increase in river salinity in coastal Bangladesh during the dry season. Average salinity concentrations of the rivers in the coastal area are higher in the dry season than in the monsoon because of lack of freshwater flow from upstream. Salinity level generally increases almost linearly from October to late May with the gradual reduction in the freshwater flow from the upstream. The degree of salt intrusion depends on season and climatic conditions. Salt intrusion is an important factor that affects the sediment transport dynamics and hydro-morphological conditions in major portions of the coastal area, in particular during pre-monsoon and post-monsoon. During the monsoon period the salinity in the Meghna Estuary area drops considerably and the water becomes almost completely fresh in the major part of the area. Salinity level at Chandpur is very insignificant since enormous volume of fresh water from the Padma and Upper Meghna rivers flows through the Lower Meghna river at Chandpur. The maximum salinity level is observed about 0.1ppt (0.1 gram per litre), (IWM, 2013). Observed salinity in the Tentulia river at Ilisha Ghat shows variation of salinity level from 0ppt to 4ppt over over the period from 2012 to 2013. (Figure 5.22) 124 Final Report Figure 5.22: Variation of salinity level in the Tentulia river at Ilisha Ghat, 2012-2013 (Source: IWM) Salinity at this station is zero from May to February. Salt concentration is comparatively higher during March and April. Salt concentration at this period varies from 2.0 ppt to 4.0 ppt; However the salinity level depends on upstream fresh water flow. Salinity station at Daulatkhan is located on the bank of Tajmuddin upzilla of Bhola district in the West Shabazpur Channel. Salt concentration at this station began to build up from February and reach to its peak (8.0 ppt to 9.0 ppt) in the month of April. Salinity level begins to drop from mid-April and water becomes fresh in the month of May when upstream flow is considerable. There is no salinity at this location from May to December. Figure 5.23: Variation of salinity level in the West Shabazpur channel at Daulat Khan, 2012- 2013 ( Source: IWM) 125 Final Report Salt concentration at Ramgati in the East Shabazpur Channel starts to build up from the beginning of September and reach to its peak at 4.0ppt to 16.0ppt in the month of April. Salt concentration drops from mid-April. (Figure 5.24) Figure 5.24: Variation of salinity level in the East Shabazpur Channel at Ramgati 2012-2013 ( Source: IWM) Wave Vessel navigation and manoeuvring is influence by wind induced wave conditions. Also berthing place for vessel needs to be very calm enough (little or no wave influence) so that the vessel can stay at the berth without vertical movement. The influence of the wind induced waves in the Lower Meghna estuary is limited to the shallow nearshore zone and inter tidal area. Wave climate in the Meghna estuary is rather mild due to limited depth. Wave model indicates that under the South-southeast wind, the average significant wave height varies between 0.6-1.5m in the nearshore zone to 0.1-0.6m in the landward part ( BWDB, 2001). In the dry season the wave is generally less than 0.6m with peak wave period of 3-4seconds. During monsoon season wave heights exceed greater 2m with periods more than 6 seconds. Hatiya Channel to Karnafuli river , it is open sea and significant wave height is more along the navigation route. Significant wave height increases from west to east for all three dominant wind directions i) south east ii) south west and iii) north along the Bay of Bengalt. Three Wave roses have been generated from model simulation result at three locations along the navigational route. The locations are shown in the Figure 5.25. The dominant wave direction is from south and south-east here. At location 1, wave height is more and the maximum significant wave height is 1.25m in monsoon. At location 2 maximum wave height is 1 m and at location 3 maximum wave height is 0.75 m. 126 Final Report Figure 5.25: Wave roses showing direction and magnitude Hatiya Channel to Karnafuli river, wave action is very important for vessel navigation. Hatiya Channel to Karnafuli river, it is open sea and significant wave height is more here. Significant wave height increases from west to east for all three dominant wind directions i) south east ii) south west and iii) north along the Bay of Bengalt. Three Wave roses have been generated from model simulation result at three locations along the navigational route. The locations are shown 127 Final Report in the Figure 5.25. The dominant wave direction is from south and south-east here. At location 1, wave height is more and the maximum significant wave height is 1.25m in monsoon. At location 2 maximum wave height is 1 m and at location 3 maximum wave height is 0.75 m. Cyclones Cyclones pose a threat to inland water transport, lives and property in low-lying coastal regions in Bangladesh. Cyclonic storms, occasionally of severe intensity, can occur in the months of March-May and October-November, accompanied by storm surges, high winds and intense rainfall. While the loss of life during these cyclones is being progressively reduced by means of improved storm warnings and continuing construction of cyclone shelters, the damages to property, livestock, crops and livelihoods continue to take their toll. Major tropical cyclonic disasters in 1970 and 1991 were estimated to have killed an estimated around 300,000and 140,000 people respectively. The severe cyclone which occurred in November 1970 was followed by one in May 1985, one in November 1988, one in April 1991 one in May 1997, the severe cyclone SIDR in November, 2007 and lastly the cyclone AILA in May, 2009. Though time-series records of storm-surge height are scarce, existing literature indicates a 1.5–9 m height range during various severe cyclones. Storm-surge heights of 10 m or more have not been uncommon; for example, the 1876 Bakerganj cyclone had a reported surge height of 13.6 m (SMRC 2000). Overall, it has been estimated that Bangladesh is on the receiving end of about two-fifths of the world‘s tot l imp t from storm surges (Murty nd El-Sabh 1992). The reasons for this disproportionately large impact include the re-curvature of tropical cyclones in the Bay of Bengal; the wide, shallow continental shelf, especially in the Chittagong, Sandwip, Hatiya and Bhola Islands the high tidal range; the triangular shape at the head of the Bay of Bengal, which helps to funnel sea water pushed by the wind toward the coast, causing further surge amplification. Surges that make landfall during high tide are even more devastating. In general, it has been observed that the frequency of a 10-m high wave (surge plus tide) along Bangladesh coast is about once every 20 years, while a wave with a 7-m height occurs about once in 5 years. In addition, wind-induced waves of up to 3.0 m in height may also occur (MCSP 1993). About 19 major cyclones hit the coastal area of Bangladesh from 1960 to 2009, which is shown in the Figure 5.26. The frequency distribution of storm surge level along the navigation route was established from the simulation results of 19 cyclones generated by IWM. 128 Final Report Figure 5.26: Tracks of Major Cyclones (1960-2009) Sediment Transport and Sediment Budget Sediment Characteristics In the Meghna Estuary median diameter of bed samples varies between 0.016 mm to 0.2 mm, and about 50% of the samples has median diameter less than 0.063 mm (silt) ( BWDB, 2001, Meghna Estuary Study). The major part of bed sediment consists of a mixture of (very) fine sand, silt and mud. The particles of silt and clay are carried by current, mainly as suspended material. IWM analyzed bed sediment samples in 2014 near Sandwip and Jahizzer Char under the project entitled ―Det iled Te hni l Fe si ility Study for Integr ted Development of J hizzer Ch r‖, which shows that median diameter (D50) varies from 0.01mm to 0.14mm as shown in Figure 5.27. 129 Final Report Figure 5.27: D50 values around Jahizzer Char The sediment distribution curve at location-3 (as in Figure 5.25) is presented in the Figure 5.28, which shows that the median diameter is 0.03mm. Figure 5.28: The sediment distribution curve The characteristic particle size D50 varies from upstream to downstream of the Upper-Meghna river. The average value of D50 is about 0.14mm in the Upper- Meghna river . The sediment concentration measurements conducted by BWDB under Meghna Estuary Study (MES) and Land reclamation project (LRP) indicated a variation of the sediment concentration during a fortnightly cycle of the spring and the neap tide. The variation of sediment 130 Final Report concentration showed a tendency to increase towards the spring tide. The maximum depth averaged sediment concentration at spring tide was about 2-5 times higher than that at neap tide. The averaged total annual sediment discharge of the Brahmaputra, Ganges and Meghna river systems over the period 1966-1991 was about 1,100 million tons per year. About 70% of the sediment discharge consisted of fine sediment. The observed morphological changes derived from the time series of satellite images over the period 1973 to 1998 and the annual sediment discharge indicated qualitatively that the net gain of land is related to the amount of river borne sediment discharge ( BWDB, 2001). The net gain of land and intertidal areas during periods of higher river borne sediment discharge is higher than that during periods of lower river borne sediment discharge. Sediment Transport The hydrodynamic factors that shape the Lower Meghna Estuary area are; tides, upstream river inflow, sediment transport, estuarine circulation, waves and atmospheric forcing. The resulting temporal and spatial changes in the channel and char systems in the estuary is primarily a consequence of the interaction of these factors acting all over the estuary. Interactions between these factors are complex, and mostly non-linear. Evidence of this interactions is the geomorphologic changes that occur in the estuary with the sediment transport processes. The average total annual sediment discharge of the Brahamaputra and Ganges is about 1,100 million (BWDB, 2001) tons per year. The sediment discharge of the Upper Meghna river is negligible compared to the discharge of the Brahmaputra and Ganges. It is assumed that the net deposition of sediment in the southern part of Bangladesh is related to the amount of river borne sediment discharge: during periods of high river borne sediment discharge (monsoon), the net gain of land and intertidal areas is higher than during low periods of river borne sediment discharge. The general sedimentology of the Lower Meghna Estuary is the consequence of many conditions. One of the most important condition is the sediment source, which may be the river, the adjacent delta and continental shelf from which sediment is transported by littoral currents and introduced into the estuary by upland flow and tidal action. Furthermore, within the estuary proper, sediment distribution is extremely variable reflecting the hydrodynamic conditions and the particular transport processes that are dominant in each portion of it. The circulation patterns, particularly in the lower portions of the Meghna Estuary Area are highly affected by river and tidal dynamics, resulting in characteristic morphological patterns. Flow friction and river flow decrease the tidal effect landwards as the river influence becomes progressively larger. Sediment Budget The tidal influence reaches about as far as the Bhairab Bazar in the Upper Meghna and at Mawa in the Padma river during dry season. The velocities in the Lower Meghna River usually decrease in downstream direction as flow expands into the estuarine section of greater cross-sectional area near the river mouth. In the transition zone of the Lower Meghna Estuary area fresh water is mixed with saltwater; sediment transport capacity diminishes and sediments are deposited. The periodic rise and fall of tide results in the temporary storage of large volumes of sea water in the estuary during high tide, followed 131 Final Report by drainage at low tide. The volume of water exchanged by tide -the tidal prism- during pre-monsoon and post-monsoon is at least an order of magnitude greater than the river discharge. Approximately overall sediment budget in the study area over the period indicates that the deposition processes exceed the erosion processes. Erosion dominates in the northern part of the river system. High rate of sediment deposition is found in the north-east of the estuary, between Noakhali mainland, Urir Char and Sandwip. Also the area between Bhola and Hatia, and the south- west end of the estuary are accreting, with an accretion rate of 0 - 0.1 m/y. In other areas in the estuary, erosive and depositing processes are more or less in balance. Hydrographic surveys of the Meghna estuary were carried out in 1999 and 2009 by BWDB. The bathymetric maps derived from these two surveys have been compared to analyse the net sediment deposit and erosion at different places. The total Lower Meghna estuary has been divided to 7 sub-areas, which are analysed separately to examine the net deposition and erosion. The difference map showing sediment deposition and erosion patterns is presented in the Figure 5.29 and Table 5.12. Area-1 (North) Area-4 (Urirchar- Sandwip) Area-2 (Middle) Area-7 (Sandwip Channel) Area-6 Area-5 (South-west) (South-east) Area-3 (Hatiya-Monpura) Figure 5.29: Sediment budget (1999-2009) calculations in seven sub-areas of Meghna Estuary (Source: IWM) 132 Final Report Table 5.12: Net change of sediment volume in the Meghna Estuary Net Erosion Deposition Net Deposition Change Sub- area Total Volume Area Volume Area Volume Volume Area m/yr (Mm3) (ha) (Mm3) (ha) (Mm3) (Mm3/yr) (ha) A1 1467 27411 892 23694 -574 -57 51105 -0.11 A2 2050 45400 1908 44707 -142 -14 90107 -0.02 A3 1408 64956 1941 93801 533 53 158756 0.03 A4 366 16838 1594 44758 1228 136** 61596 0.22 A5 547 25934 1492 60422 944 94 86356 0.11 A6 672 35516 1138 59376 465 47 94892 0.05 A7 139 13383 444 34104 305 31 47487 0.06 Total 6649 229438 9409 360860 2760 276 590298 0.05 **The yearly change has been estimated dividing the total change by 9 years because 2008 survey w s used inste d of 2009 survey, ―+‖ve sign indi tes sediment deposition. The navigation route is along the sub-area of Area 1, Area 2, Area 4, Area 5 and Area 7 of the estuary. The deposition and erosion process in each sub-area is described in the following section since the deposition of each sub-area influences the navigation depth and dredging requirement. Area 1 (northern reach of Lower Meghna) A large char (Char Bhairabi) has been developed in the middle stream of the river deflecting the flow. Deep channels are located very close to both riverbanks. River widens, especially on the western side. Western channel moved to the west by 2-2.5km over a distance of approximately 7 km. It is evident in the satellite image of 2015 that eastern channel has been enlarged and deepen over the years and become the main navigation channel. This may locally reduce the erosion of the west bank. At the level of Chandpur, the main channel moved to the west, causing some erosion of the river bank. This area shows net erosion of 11cm over the years. Area 2 (middle estuary) Largest morphological change has been occurred in this area over the years characterizing the area is morphologically very dynamic. Extensive deposition is observed on the southern side (Noakhali mainland/Bouyr Char), reducing the depth of the channel and forcing the main water flow towards the northern head of Hatiya island.This results in the migration and strong deepening of the Hatia Channel, and large-scale erosion of the head of the island. At the upstream head of Char Gazaria some erosion is observed. Large and very shallow flats west of Char Gazaria extended to the west. This is associated with the migration of the West Shahbazpur Channel, which moved very close to the bank of Bhola causing erosion of the riverbank. The net change is minor erosion. Area-4 (Urir Char-Sandwip) 133 Final Report Vast accretion/sediment deposition is observed at the northern head of Sandwip. Also some accretion is found along eastern bank of Sandwip. Net change is sediment deposition. Area-5 (South-east) In this area, south of Sandwip and east of Hatia, no large bathymetric changes are found. Shallow areas north-east of Hatia extended to the east causing migration of the Hatia Channel to the north at the level of island's northern head, and to the east in the southern course of the channel. Area 7 (Sandwip Channel) The Sandwip Channel remained quite stable during the period of 1999 to 2015. However, south and southwest of Sandwip island sediment deposition occurs casing navigation problems. Geomorphological Evolution during the Last Century in the Meghna Estuary Deltas and estuaries are generally known as areas of a net deposition of sediments either transported by the river from the upstream or supplied from the sea. The growth of the delta and the accretion of land in the estuaries is a continuous and generally a very gradual natural process interfered by the dynamics of the ever- changing courses of their channels. A comparison of the 2015 satellite image (Figure 5.30) with the 1779 map of J .Rennell (Figure 5.30) shows a completely changed system of channels and river courses but a more or less stable coastline west of the Tetulia River. East of the Tetuliariver, however, a general tendency of seaward growth of the coastline is evident, particularly in the region Bhola Island - Hatia Island, Nijhum Dwip and in the Noahkali district. Although the overall process of accretion is dominant, areas of erosion is also visible, particularly on the river banks along the Ramgati under Laxmipur district, northeast shoreline of Bhola Island. Rennell map 1779 Satellite image 2015 Figure 5.30: Comparison of Rennell map with satellite image of 2015 Long Term Net Accretion Rate 134 Final Report Several studies have examined the rates of change for coastal Bangladesh, which is presented in Table 5.13. The extent of study area, cartographic methods, interpretation of coastline and/or land features is not precisely known for all of these studies. However, in all cases where the net changes were studied over a period of 20 years or more, there was a net increase of land. The rate of change of 9.9 km2/y computed for the period 1776-1996 by EGIS (MES, 1997) compares closely with the 7.0 km2/y computed by Allison (1998). Another, more reliable chart of 1840 prepared by Commander Lloyd was compared (Allison, 1998) against a 1984 satellite image set where the rate of 4.4 km2/y was computed. The range of net land gain over time periods ranging from 23 to 220 years varies from 4.4 km2/y tot 29 km 2/y (BWDB, 2001). A comparison of the rate of change for the period of 1973-2000 with the rate of change for the period 1940-1963 shows that the magnitude of natural processes has been speeded up to some extent due by the construction of the two Meghna cross-dams (1957 and 1964) in the old course of the Lower Meghna Estuary. Table 5.13 shows the land accretion in different period Table 5.13: Comparison of erosion and accretion rates from different studies Length of Period of Net Change Rate of Reference study study for Period change period (km2) (km2/y) (years) 220 1776-1996 +2187 9.9 EGIS (1997) 192 1792-1984 +1346 7.0 Allison (1998) 144 1840-1984 +638 4.4 Allison (1998) 23 1940-1963 +279 12.1 Evsink (1983) 27 1973-2000 +508 18.8 Present Study (2001) 1) 7 1972-1979 +213 30.4 SPARRSO and ERIM (1981) 1) Area described as "mud flat" was considered as accreted; therefore rate of change is not comparable to the present study. Long Term Trends of Accretion and Erosion over the Last Decades In the Meghna Estuary Study (BWDB, 2001), a time series of digitized satellite images from the period 1973 to 2000 was used to examine the extent of land for each date and to assess the changes in plan-form and channel system due to accretion and erosion in the estuary. The accretion and erosion pattern as seen in the Figure 5.31 demonstrates the dynamic behavior the estuary. 135 Final Report Figure 5.31: Accretion and erosion in the Meghna Estuary from 1973 to 2000 Both accretion and erosion are evident along the navigation route. The accretion trend in the west of Sandwip channel is evident over the decadesthat specifies the need of frequent dredging at this location. Under the present study use of satellite images of 2015 is also used to see the changes of Sandwip Island and Jahizzer Char, which are adjacent to the navigation route, to investigate the shifting characteristics of shoreline. Figure 5.32 shows the bank line shifting characteristics of the Jahajer char, Sandwip and Urrichar. Continuous enlargement of Jahazer char is apparent, which poses a threat of decreasing of navigation depth in the south of this char. 136 Final Report Figure 5.32: Shifting characteristics of shoreline of Jahajer char, Sandwip island and Noakhali coast from 1993 to 2015 The net change over the considered period shows an overall land gain for the Meghna Estuary system as a whole, for the period 1973-2000 of about 50,800 ha. The net change over the considered period shows that generally gain of land took place. There is a clear relation between the magnitude of maximum discharge in the estuary and the net change of land. Periods of net loss of land coincide with occurrence of very high monsoon discharges (1986, 1988, 1996, 1998), while gain of land or deposition coincides with the periods of lower monsoon discharges in the river system (BWDB, 2001). Although the long-term trend of gain of new land is dominant in the estuary, it should be mentioned that a huge amount of fertile land (in particular old land) is exposed to erosion due to migration and widening of the river system. Analysis of time series satellite image of recent years including 2015 clearly shows that a considerable amount is deposited in area northeast of the navigation channel and the Jahizzer Char is developing very fast. There are new char areas and new areas of mud flats north-west of Sandwip and Urirchar islands, which continue to grow at high paste. Other large areas of accretion include the very large char in the Lower Meghna Channel that appears to be a consolidation and extension of Char Gazaria adjacent to the Dhaka-Chittagong Navigation route. Land erosion is associated with widening and migration of the main Lower Meghna and the Shahbazpur and Hatia Channels. The northern end of Hatia retreated very fast and there is a huge scour whole of -18mPWD. Also eastern bank of Bhola suffers from severe erosion, with its most extreme form found west of Char Gazaria. It is evident that these areas are sensitive to changes in river and sediment discharges. 137 Final Report 5.1.4 Floodplain Hydrology Geology in D-C Corridor and Associated River Routes Geologically almost 85% of entire Bangladesh is underlain by alluvial and deltaic deposits borne by the river systems of the Ganges, the Brahmaputra and the Meghna. Coastal deposits are limited to narrow-strip zone long the western ge of Chitt gong nd Cox‘s B z r distri ts (Alam et al, 1990). The geological formation in the Dhaka-Chittagong river route and associated routes are mainly alluvial, deltaic and coastal deposits. The river Buriganga flows through alluvial silt and clay of medium to dark grey silt to clay. The Dhaleswari River from its meeting point with the Buriganga down to the meeting point with the Meghna River flows through alluvial silt. This formation composed of fine sandy to clayey silt having light to medium-grey colour. The Meghna River until the confluence with the Padma River around Mohonpur (under Matlab North Upazila) flows through the formation of alluvial sand, which is the size from coarse sand to fine silty sand and brownish grey in colour. However, down to it until Chandpur it flows through alluvial silt for its Chandpur side (left bank) and deltaic sand for its Shariatpur side (right bank). The rest of the Meghna River, down from Chandpur, over the part of Shariatpur, entire Mehendiganj and Bhola district flows through estuarine deposits. This kind of deposits show the characteristics of silty clay to clayey silt which has brownish/yellowish appearance. However, on its left bank immediately down to Chandpur a small segment of the riparian area (broadly Haimchar, Faridganj, Raipur) composed of alluvial silt and clay. The left flood plain of the Meghna River, after this, over the districts Lakshmipur, Noakhali and Feni is entirely composed of tidal deltaic deposits, which has characteristics of light to greenish colour and silt to clayey silt with very fine to fine sand. The area is criss-crossed by numerous tidal creeks. Also this area has some brackish-water deposits. The navigation route, downwards, along the Chittagong districts passes through beach and dune sand. With respect to formation and contents, it contains well-sorted medium to fine sand that are light to whitish-grey in colour, shell fragments, heavy minerals, rare clasts. As to the three associated routes: all the approaching routes to Barisal passes through deltaic deposits – estuarine deposits (Mehendiganj, Bhola), and tidal deltaic deposits (the rest of the route down to Barisal, then Jhalokathi). The Ghorashal route, the Shitalakhya River, passes mainly through alluvial silt. The Ashuganj Route, the Upper Meghna River flows through a river corridor that is composed of alluvial sand. As to three ferry crossings: The Harina and Alu Bazar ferry route lies on the formation of alluvial silt and clay on its east side (Harina) and estuarine deposits on its west side (Alu Bazar). The crossing between M ju Chowdhury‘s H t (under L kshmipur Up zil ) nd Bhol lies on the formation of tidal deltaic deposits (Lakshmipur side) and estuarine deposits (Bhola side). 138 Final Report 5.2 Environmental Quality The existing environmental quality in the project influence area serves as the basis for identification, prediction and evaluation of potential environmental impacts of the proposed project interventions. The baseline environmental quality has been assessed through field studies within the impact zone and analysis the information for various components of the environment, viz. air and noise, water, and riverbed sediments. The sampling locations were in the following Figure 5.33 Figure 5.33: Sampling Locations along the Project Influence Area 139 Final Report 5.2.1 Monsoon Period Data Analysis: Surface Water The surface water quality assessment in the project influence area has been carried out for the most important parameters namely, pH, DO, BOD, TOC, TDS, TSS and ions. The locations for sampling are shown in the Figure 5.33. The tests were undertaken in the month of September and October 2015 and the detailed analyses are incorporated with the standard values set by the DoE are shown in Table 5.14 and Table 5.15 respectively. 140 Final Report Table 5.14: Surface Water Quality of Rivers in Project Influence Area Parameter Sampling ID Unit SW1 SW2 SW3 SW4 SW5 SW6 SW7 SW8 SW9 SW10 SW11 SW12 pH - 7.10 7.30 6.99 7.12 7.02 6.95 7.60 7.48 6.94 7.42 7.36 7.55 º 24.8 25.2 24.8 25.3 25.2 25.2 Temp C 25.2 24.7 25.1 25.1 25.2 25.1 Turbidity NTU 337.0 14.9 32.7 8.06 9.60 5.32 905.0 110.0 88.5 165.0 90.1 98.0 EC µS/cm 171.0 68.2 148.0 54.2 57.5 150.0 1193 128 147 151 139 132 DO mg/L 6.12 5.30 5.09 5.89 5.61 3.66 5.05 5.10 5.12 5.20 5.29 0.89 BOD5 mg/L 1.11 0.95 1.11 1.12 1.58 7.65 2.98 2.98 2.04 2.08 2.09 58.3 TOC mg/L 10.0 6.54 1.28 ˂0.5 ˂0.5 0.67 8.04 7.83 7.28 14.7 7.43 1.24 TDS mg/L 89.2 56.0 78.8 68.4 50.4 90.0 646 102 143 117 92.4 107 TSS mg/L 391.0 9.60 91.0 153.0 53.0 22.8 953 110 202 301 327 109 Ca mg/L 23.1 6.63 16.0 4.88 4.85 16.7 45.8 16.4 17.1 18.5 22.6 15.6 Mg mg/L 10.6 2.30 4.42 2.08 2.26 4.46 38.7 4.66 5.47 6.60 7.44 4.47 Na mg/L 5.90 3.06 5.23 3.19 3.33 5.90 130 4.48 4.80 4.40 4.20 4.40 K mg/L 3.0 1.21 2.73 1.04 1.10 2.46 7.88 2.09 2.33 2.41 2.33 2.30 Cl- mg/L 1.63 6.57 1.84 1.06 1.18 1.98 459 1.93 1.58 1.41 1.33 1.35 F mg/L ˂0.5 ˂0.5 ˂0.5 ˂0.5 ˂0.5 ˂0.5 ˂0.5 ˂0.5 ˂0.5 ˂0.5 ˂0.5 ˂0.5 Br mg/L 2.42 1.54 3.07 1.07 1.17 4.02 ˂1.0 1.81 ˂1.0 ˂1.0 1.12 ˂1.0 SO4 mg/L ˂4.0 ˂4.0 ˂4.0 ˂4.0 ˂4.0 ˂4.0 ˂4.0 ˂4.0 ˂4.0 ˂4.0 ˂4.0 ˂4.0 NO3 mg/L ˂3.0 ˂3.0 ˂3.0 ˂3.0 ˂3.0 ˂3.0 ˂3.0 ˂3.0 ˂3.0 ˂3.0 ˂3.0 ˂3.0 Total PO4 mg/L 11.4 ˂0.2 ˂0.2 ˂0.2 ˂0.2 0.58 29.7 3.15 1.33 1.32 1.17 0.77 Source: Field survey, September- October 2015, Cells in grey color shed indicate the exceedance the limit of DOE standard, SW1- Harinaghat, Chandpur, SW2- Gozaria, Munshiganj, SW3- Boktabali Ferryghat, Narayanganj, SW4- Araihazar, Narayanganj, SW5- Ashuganj, SW6- Sadarghat, Dhaka, SW7- Near Vasan Char (Chukkhalighat, Sandwip), SW8- Near Chairman Ghat (Noakhali), SW9- Near Beduria Launch Ghat (Sripurdwip, Barisal), SW10- Near Hizla (Mehendiganj, Kaliganj) SW11- Near Ilisha Ghat (Tulatali Bazar, Bhola), SW12- Near Dawlatkhan Launchghat (Vabanipur Lanchghat) 141 Final Report Table 5.15: Bangladesh Water Quality Standards Parameters Best Practices Based Sl No. Classification Temperature (°C) pH DO (mg/l) BOD5 (mg/l) 1 Water usable for fisheries 25 - 30 6.5- 8.5 5 or more 6 or less 2 Water usable for irrigation 25 - 30 6.5- 8.5 5 or more 10 or less Source: Environmental Conservation Rule (ECR)’97 Notes: In water used for pisiculture, maximum limit of presence of ammonia as Nitrogen is 1.2 mg/l. Electrical conductivity for irrigation water– 2250 mhos/cm (at a temperature of 25C); Sodium less than 26 percent; boron less than 0.2 percent. Table 5.14 represents the water quality measured during field investigations at the selected locations of the project influence area. Surface water quality is represented by some selected parameters, which are crucial for agricultural activities and industries and to maintain optimum aquatic environment. The standard values of these indicators set by the Department of Environment, Bangladesh are also shown for comparison purposes. Water Temperature- The temperature of water bodies affects fish habitats and their oxygen holding capacity. The temperature of the water bodies in the project influence area ranges from 24.7 to 25.2°C in September - October 2015. Temperature of all the samples except SW2 (Gozaria), SW7 (Vasan Char, Sandwip) and SW9 (Beduria Launch ghat, Bhola) lies within the DoE standards for both irrigation and fish habitats. Figure 5.34: Surface water collection Figure 5.35: Surface water pollution in the project influence area source in the project influence area pH- The "desirable" range of pH prescribed by the DOE is between 6.5 and 8.5. This is the range, which provides adequate protection to the life of fresh water fish and bottom dwelling invertebrates. In most of the water bodies of the area, the pH range is found well within the DoE standards. The pH of water samples lies in the range of 6.95 to 7.30. However, pH value is governed largely by the carbon dioxide/carbonate/bicarbonate equilibrium. Organic substances may affect it, by change 142 Final Report in the carbonate equilibrium due to the bioactivity of plants and in some cases by hydrolysable salts. Turbidity- Turbidity values of the surface water samples ranges from 5.32 to 337.0 NTU. Turbidity in water is caused by suspended and colloidal matter such as clay, silts, finely divided organic and inorganic matter, plankton and other microscopic organisms. Higher turbidity in September-October can be caused by high turbulence of river water due to monsoon precipitations. Lower turbidity value might be due to the calm nature of river water. The highest values of turbidity were observed in SW1 collected from Harina ghat due to high flow of monsoon precipitation. Dissolved Oxygen (DO) - Dissolved oxygen is necessary to many forms of life including fish, invertebrates, bacteria and plants. Decrease in DO values below the critical level of 3 mg/l causes death of most fishes and other aerobic aquatic organisms. The dissolved oxygen values ranged from 5.09 to 6.12 mg/L in twelve locations; in SW6 (Sadarghat) at Buriganga River and SW12 (Dawlatkhan Launch ghat, ) at West Shahbazpur Channel was low value of 3.66 mg/L and 0.89 mg/L recorded respectively. BOD5-The BOD5 is a measure of the amount of oxygen that bacteria will consume in five days at 20°C while decomposing organic matter under aerobic conditions. The term also refers to a chemical procedure for determining this amount. This is not a precise quantitative test, although it is widely used as an indication of the organic quality of water. In the study area BOD5 values range from a minimum of 0.95 mg/l to a maximum of 7.65 mg/I. The highest concentration of BOD5 is 7.65 mg/L and 58.3 mg/L recorded in SW6 and SW12 accordingly which exceed the DOE surface water standard. The higher concentration of BOD means lower the DO and more hazards for aquatic animals. Electric Conductivity (EC) - Electrical conductivity in the aquatic ecosystem is considered to be a good indicator for evaluating total dissolved solid materials in water and nature of the purity of water. Electric Conductivity in rivers is affected primarily by the geology of the area through which the water flows. Discharges to streams can change the conductivity depending on their make-up. A failing sewage system would raise the conductivity because of the presence of chloride, phosphate, and nitrate; an oil spill would lower the conductivity. EC as a water quality indicator is useful for estimating the amount of minerals, assessing the effect of diverse ions on chemical equilibrium, physiological effects on plants or animals, and corrosion rates. In the study area EC values range from a minimum of 54.2µS/cm to a maximum of 171.0µS/cm. The water sample collected from SW1 (Harina ghat in Chandpur) recorded the highest value of EC. Total Dissolved Solids (TDS) Dissolved solids are also important to aquatic life by keeping cell density balanced. However water containing excessive dissolved solids adversely affects drinking water. Continuous use of such water may cause a general loss of condition, weakness, scouring, reduced production, bone degeneration and ultimately death. TDS may influence the toxicity of 143 Final Report heavy metals and organic compounds for fish and other aquatic life. The natural range of TDS concentration in the water bodies of the project influence area are between 50.4 mg/l and 90.0 mg/l. Total Suspended Solids (TSS) - The concentration of total suspended solids ranges from 9.60 mg/L to 391.0 mg/L. The water sample collected from Harina ghat in Chandpur (SW1) recorded the highest value of suspended solids. Total Organic Carbon (TOC) – TOC in freshwaters arises from living material (directly from plant photosynthesis or indirectly from terrestrial organic matter) and also as a constituent of many waste materials and effluents. Consequently, the total organic matter in the water can be a useful indication of the degree of pollution. In surface waters, TOC concentrations are generally less than 10 mg/L unless the water receives municipal or industrial wastes, or are highly colored due to natural organic material, as in swamps. The concentration of TOC ranges from below 0.5 mg/L to 10.0 mg/L. In SW1 collected from Harina ghat in Chandpur recorded the highest value of total organic carbon. Major Ions- Major ions are naturally very variable in surface water due to local geological, climatic and geographical conditions. All natural waters contain some sodium since sodium salts are highly water soluble and it is one of the most abundant elements on earth. The concentration of Na ranges from 3.06 mg/L to 5.90 mg/L. The highest value of Na is 5.90 mg/L found in SW1 and SW6 collected from Chandpur and Sadarghat which may arise due to sea water intrusion and, sewage and industrial effluents accordingly. In addition, the salts of calcium, together with those of magnesium, are responsible for the hardness of water. The concentrations of Ca and Mg are higher in SW1 and SW6 than other five samples. On the other hand, the nitrate and fluoride concentrations are generally below 3.0 mg/L and 0.5 mg/L respectively for all the locations. Bromine is observed ranges from 1.07 mg/L to 4.02 mg/L, its highest concentration i.e. 4.02 mg/L is observed in SW6 collected from Buriganga River. From the present study it is found that the surface water becomes polluted from Industrial, municipal and agricultural sources (Figure 5.35). Industrial and municipal effluents must be discharged into the River after proper treatment. Moreover, higher values may also be due to the washing out of fertilizer from agricultural fields and detergents used in household purposes which ultimately disposed of into the Rivers water. Besides this, many industries have effluent treatment plants, but they are not using it. Riverbed Sediment The riverbed sediment is an integral component of the aquatic ecosystem providing habitat and a source of food for key components of the food web. The sediment often becomes a catchment for natural and anthropogenic toxic substances that bind to particles and settle from the water column to the riverbed. The toxicity from the buildup of these contaminants may threaten the sediment- 144 Final Report dwelling benthic organisms, vegetative communities, and the aquatic food web that depend on them. Organisms and plants, particularly those living in the sediment, can acquire and accumulate toxic substances through epidermal contact, respiration, or by ingestion of toxins. The riverbed sediment quality parameters collected in the project influence area during the month of September - October 2015 (Table 5.16).The collected samples were analyzed for metals (such as- magnesium, calcium, sodium, potassium and sulphate, phosphate, nitrate and heavy metals) and the analysis results are given in Error! Reference source not found.. 145 Final Report Table 5.16: Analysis of Riverbed Sediment Samples Collected from Project Influence Area Sampling ID OSPAR Parameter Unit RBS1 RBS1 RBS1 RBS1 RBS2 RBS3 RBS4 RBS5 RBS6 RBS7 RBS8 RBS9 * 0 1 2 Salinity % 0.021 0.012 0.060 0.013 0.014 0.051 0.070 0.072 0.010 0.020 0.011 0.021 - Total Mg % 0.295 0.423 0.852 0.719 0.379 0.163 - - - - - - - Total Ca % 0.179 0.068 0.088 0.085 0.084 0.094 - - - - - - - Total Na % 0.010 0.012 0.028 0.022 0.018 0.011 - - - - - - - Total K % 0.099 0.204 0.612 0.599 0.414 0.093 - - - - - - - Total Organic % 0.223 0.428 0.459 0.536 1.172 0.370 0.222 0.377 0.590 0.530 0.07 0.40 - Carbon (TOC) Total PO43- % 0.232 0.246 0.482 0.474 0.321 0.205 0.307 0.076 0.051 0.015 0.035 0.026 - Total NO3 ppm 8.00 37.96 36.28 33.89 10.63 34.20 8.87 6.85 6.14 4.30 1.44 4.72 - Total As ppm 0.34 0.31 1.32 0.70 1.65 0.38 0.79 1.24 0.67 0.75 0.30 1.81 30-80 Total Cd ppm 0.13 0.12 0.10 0.21 0.11 0.11 0.24 0.17 0.18 0.14 0.11 0.10 1.0-2.5 Total Hg ppm BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL BDL 0.6-1.0 Total Pb ppm 0.12 4.56 10.25 8.14 8.36 14.63 0.52 0.57 0.112 0.124 0.113 0.110 100-120 Total Cr ppm 11.38 24.87 45.02 39.35 32.90 10.56 27.36 42.04 21.25 11.45 7.49 9.73 150-200 Total Zn ppm 12.16 34.95 85.68 72.27 64.05 39.84 28.53 59.07 24.99 12.46 6.04 16.15 250-500 Total Ni ppm 56.19 56.84 79.66 51.86 33.83 82.26 8.48 28.54 10.27 2.89 2.55 6.62 50-100 Source: Field survey, September- October 2015, BDL- Below Detection Limit (Detection Limit: Hg = 5.0 ppb), *OSPAR Guidelines for Management of Dredged Material, RBS1- Harinaghat, Chandpur, RBS2- Gozaria, Munshiganj, RBS3- Boktabali Ferryghat, Narayanganj, RBS4- Araihazar, Narayanganj, RBS5- Ashuganj, RBS6- Sadarghat, Dhaka, RBS7- Near Vasan Char (Chukkhalighat, Sandwip), RBS8- Near Chairman Ghat (Noakhali), RBS9- Near Beduria Launch Ghat (Sripurdwip, Barisal), RBS10- Near Hizla (Mehendiganj, Kaliganj) RBS11- Near Ilisha Ghat (Tulatali Bazar, Bhola), RBS12- Near Dawlatkhan Launchghat (Vabanipur Lanchghat) 146 Final Report Based on the laboratory result, Hg (mercury) is the only parameter which was not detected during the test. Concentration of all the parameters in the riverbed sediment collected throughout the project influence area is below OSPAR standard limit. The highest detected concentrations of Zn and Ni are 85.68 ppm and 82.26 ppm which are found in RBS3 and RBS6 respectively. Based on the above mentioned analysis from monsoon season sampling, sediments collected from the rivers are not categorized as hazardous waste according to the OSPAR regulation. Acute toxicity level of the sediment for human health is identified as relatively harmless. The primary sources of cadmium (Cd) to the atmosphere are from municipal waste incineration and fossil fuel combustion. Non-point sources include domestic wastewater effluent, atmospheric deposition, leaching from landfills, and effluent from manufacturing processes such as pulp and paper, batteries, glass ceramics, electroplating, paints and plastics. The concentrations of Cd are below the standard limit and it ranges from 0.11 to 0.21 ppm. Total organic carbon (TOC) consists of thousands of components, including macroscopic particles (e.g. decaying leaves, grasses and plankton), colloids, particulate and low molecular weight organic and macromolecules. The organic carbon material settles on the riverbed mixing with the sands, silts and clays and contributes to the sediment composition. The TOC content of the sediment varied from 0.223% to 1.172%. The highest sediment TOC values were located in RBS5 (Ashuganj). Concentration of total organic carbon in the water gives indication of domestic wastes pollution in the rivers. The use of detergents adds chromium, arsenic etc. to the waste water. Sewage sludge if discharged into the water may be a significant source of copper, cadmium, zinc and lead. Run off from urban areas during the rainy season is rich in certain heavy metals such as copper, chromium, zinc and lead. The relative quantities depend on the factors such as road traffic conditions, land use and city planning. Lead from automobiles is released into atmosphere, which later gets deposited at surface, and finds its way in the run off. Agricultural soils are usually rich in heavy metals as a result of the use of various fungicides, herbicides, phosphatic fertilizers, organic manure and the presence of decaying plant and animal residues. The sediment deposition works as important sink for heavy metals. Most metals entering the aquatic system ultimately will find their way into sediments. The highly contaminated sediment can often be a greater source of contamination to the water column than runoff or direct discharge sources. Groundwater Water for human consumption should be undergone regular physico-chemical tests. Physico- chemical properties are high priorities in determining acceptability, although they may have little bearing on whether the water is safe to drink or not. Generally, the standards used to evaluate the suitability of water for drinking and domestic purposes are more restrictive than those that would be applied to water for other purposes. The groundwater quality parameters, measured in the project area during the month of September - October 2015 (Table 5.17), were found to comply with the drinking water quality standards set by DOE. The ground water quality of the area is presented in Error! Reference source not found. 147 Final Report Figure 5.36: Groundwater sample collection in the Figure 5.37: Riverbed sediment project influence area collection in the project influence area Table 5.17: Groundwater Quality in the Project Influence Area Sampling ID DOE Standar Paramete Unit d for r GW 10 GW 11 GW 12 Drinkin GW 7 GW 8 GW 9 GW1 GW2 GW3 GW4 GW5 GW6 g Water 6.82 6.85 4.70 6.52 6.55 6.65 7.85 6.98 7.38 7.92 7.52 7.50 pH - 6.5 – 8.5 24.8 25.3 25.1 24.8 25.3 24.8 24.7 25.1 25.2 24.8 25.1 25.1 º Temp C 20 - 30 1062.0 425.0 802.0 907.0 324.0 987.0 µS/c 6500 1432 552 829 730 539 EC - m 254.0 461.0 841.0 198.0 622.0 3398 620 339 736 450 395 309 TDS mg/L 1000 151.0 101.0 38.4 29.4 97.2 19.8 51.4 44.7 5.55 21.9 19.3 181 Ca mg/L 75 148 Final Report r F K Br Fe As Na Cl- Mn Mg SO4 Paramete Unit mg/L mg/L mg/L mg/L mg/L mg/L mg/L mg/L mg/L 0.07 1.34 ˂0.005 ˂4.0 ˂1.0 ˂0.5 6.94 4.26 38.6 mg/L 19.5 GW1 0.07 1.19 ˂0.005 ˂4.0 ˂1.0 ˂0.5 111.0 2.46 113.0 21.2 GW2 2.57 3.14 0.369 ˂4.0 ˂1.0 29.8 86.9 25.7 93.6 14.6 GW3 2.60 1.31 0.04 ˂4.0 ˂1.0 ˂0.5 11.6 5.76 29.2 54.9 GW4 1.73 24.7 0.03 ˂4.0 ˂1.0 ˂0.5 15.1 3.71 19.9 16.5 GW5 149 0.50 0.35 ˂0.005 ˂4.0 ˂1.0 ˂0.5 116.0 5.49 53.1 28.8 GW6 ˂0.05 0.63 ˂0.005 ˂4.0 ˂1.0 ˂0.5 18.2 1.36 107 1.34 GW 7 Sampling ID 2.10 3.24 0.02 ˂4.0 ˂1.0 ˂0.5 1766 20.9 767 74.9 GW 8 0.08 0.42 ˂0.005 ˂4.0 ˂1.0 ˂0.5 169 5.42 200 17.9 GW 9 ˂0.05 0.30 ˂0.005 ˂4.0 ˂1.0 ˂0.5 58.6 1.66 170 2.00 GW 10 0.05 0.98 ˂0.005 ˂4.0 ˂1.0 ˂0.5 44.4 4.21 120 13.0 GW 11 ˂0.05 1.02 ˂0.005 ˂4.0 ˂1.0 ˂0.5 17.5 4.37 75.0 12.7 GW 12 1 0.1 0.3 – 1.0 0.05 400 - 12 600 200 d for DOE 150 – 30 – 35 Drinkin Standar g Water Final Report Source: Field survey, September- October 2015, Cells in grey color shed indicate the exceedance the limit of DOE drinking water standard, GW1- Harinaghat, Chandpur, GW2- (Chukkhalighat, Sandwip), GW8- Near Chairman Ghat (Noakhali), GW9- Near Beduria Gozaria, Munshiganj, GW3- Boktabali Ferryghat, Narayanganj, GW4- Araihazar, Narayanganj, GW5- Ashuganj, GW6- Sadarghat, Dhaka, GW7- Near Vasan Char Launch Ghat (Sripurdwip, Barisal), GW10- Near Hizla (Mehendiganj, Kaliganj) GW11- Near Ilisha Ghat (Tulatali Bazar, Bhola), GW12- Near Dawlatkhan Launchghat (Vabanipur Lanchghat) Temperature: Temperature affects physical, chemical and biological processes in water bodies. As water temperature increases, the rate of chemical processes generally increases and the solubility of gases in water such as O2, CO2, N2 and others decrease. The metabolic rate of aquatic organisms is also related to temperature. In project area, all collected groundwater samples have temperature within the Bangladesh standard for drinking water (20 - 30 ºC) purpose. pH: pH is a measure of the hydrogen ion concentration in water and indicates whether the water is acidic or alkaline. The measurement of alkalinity and acidity of pH is required to determine the corrosiveness of the water. From the pH value of the groundwater samples it is observed that lowest value is found in samples collected from Boktabali ferry ghat in Narayanganj, which is 4.70 far below the permissible limit. Electrical Conductivity: Conductivity is ability of water to carry an electrical current. This ability mainly depends on presence of anion and cations in water and also depends on mobility, valence of ions and temperature. In the present study the GW4 showed higher electrical conductivity (1062.0 mg/L) when compared to other sampling locations. Total dissolved solids (TDS): TDS values indicate the general nature of water quality and are usually related to conductivity. However, the values of TDS of all the samples collected throughout the project influence area are within the standard limit except GW8 where conductivity was recorded 3398 µS/cm. Major Ions: The abundance of major ions largely depends upon the nature of rocks, climatic conditions and mobility. The ion distribution is also influenced by the infinite complex surface and subsurface physicochemical environments. To asses these geochemical processes the collected water samples are chemically analyzed for the major cations (Na, K, Ca and Mg) and major anions (Cl and SO4). In addition to Fe and F which are naturally very variable due to local geological, climatic and geographical conditions. However, the higher contents of calcium and magnesium in water are due to gypsum and anhydrite dissolution in the circulating waters. The concentrations of calcium in the study area are 97.2 mg/L, 151.0 mg/L, 101.0 mg/L and 181.0 mg/L recorded in GW3, GW4, GW6 and GW8 respectively exceeds the standard limit. Likewise, magnesium (Mg) concentrations in the study area are 54.9 mg/L and 74.9 mg/L recorded in GW4 and GW8 respectively exceeds the standard limit. Moreover, Iron (Fe) content of groundwater samples along the project influence area (GW1- 1.34 mg/L, GW2- 1.19 mg/L, GW3- 3.14 mg/L, GW4- 1.31 mg/L, GW5- 24.7 mg/L, GW8- 3.24 mg/L and GW12- 1.02 mg/L) exceeds the Bangladesh standard for drinking water (0.3-1.0 mg/L). Likewise, manganese (Mn) content of groundwater samples (GW3- 2.57 mg/L, GW4- 2.60 mg/L, GW5- 1.73 mg/L, GW6- 0.50 mg/L and GW8- 2.10 mg/L) exceeds the standard for drinking water (0.1 mg/L). Sulphate is found in small quantities in all groundwater samples which lie within the permissible limits of DOE drinking water standard. Groundwater sample (GW3) of Boktabali ferry ghat, Narayanganj contained arsenic (0.369 mg/L) exceeding the DOE tolerance limit (0.05 mg/L) for drinking water. 150 Final Report With the growth of industry the groundwater is made susceptible for contamination due to addition of waste materials. Waste materials from the factories percolate with rain water and reach aquifer resulting in erosion of groundwater quality. Groundwater is used for domestic, industrial, water supply and irrigation all over the world. In the last few decades, there has been a tremendous increase in the demand for fresh water due to rapid growth of population, unplanned urbanization, industrialization and too much use of fertilizers and pesticides in agriculture. Air Quality Air quality measurements carried out during 2 to 14 October 2015 in six locations of the Project influence area (Table 5.18) and the monitoring results are given in Table 5. World Bank Group Environmental, Health, and Safety (EHS) Guidelines and Bangladesh national standards for ambient air quality are also presented in this Error! Reference source not found.. The key air quality parameters (particulate matter- PM10 and PM2.5, oxides of sulfur - SOx, carbon monoxide- CO, oxides of nitrogen – Nox, ground ozone O3) were analyzed from samples collected over an eight (8) hour period at each sampling sites. Table 5.18: Ambient Air Quality Parameters in Project Influence Area (in µg/m3) Location Air Quality Standards Parameter AAQ1 AAQ2 AAQ3 AAQ4 AAQ5 AAQ6 WBG DOE* EHS** Carbon 10,000 Monoxide 510.77 1016.25 254.14 319.08 802.77 421.25 - (8 hour) (CO) Nitric Oxide 20.61 31.84 12.51 18.22 27.76 19.07 (NO) 100 40 Nitrogen (Annual) (Annual) 18.34 20.15 9.79 15.51 19.32 16.56 dioxide (NO2) Sulphur 365 20 16.98 23.67 11.62 15.18 20.07 16.01 dioxide (SO2) (24 hour) (24 hour) 157 100 Ozone (O3) 11.37 15.89 8.44 10.32 14.37 12.61 (8 hour) (8 hour) Particulate 150 50 89.21 127.18 49.67 83.11 95.83 87.22 Matter (PM10) (24 hour) (24 hour) Particulate 65 25 41.41 54.33 21.84 28.56 46.17 37.58 Matter (PM2.5) (24 hour) (24 hour) Temperature 32.69 30.83 26.71 27.70 26.34 30.43 - - Humidity 55.01 57.82 62.56 69.91 67.48 57.88 - - Source: Field survey, October 2015, AAQ1-Ashuganj, Brahmanbaria, AAQ2- Sadarghat Launch Terminal, Dhaka, AAQ3- Char Shreepur, Barisal, AAQ4- Dhunia, Bhola, AAQ5- Chandpur Launch Terminal, AAQ6- Gozaria Launch Terminal, Munshiganj, *The amended Schedule-2, 2005, of (Air Quality Standard) Environmental Conservation Rules, 1997 **World Bank Group Environmental, Health, and Safety (EHS) Guidelines The measurement results showed achievement of all air quality standards. Based on the ambient air quality standard of DOE, air quality in the project areas can be stated as in good condition. Particulate matters PM10 and PM2.5 showed concentrations of 49.67 to 127.18µg/m3 and 21.84 to 54.33µg/m3 which are far below the DOE standard of 150µg/m3 and 65µg/m3 151 Final Report respectively. On the other hand, all the sampling locations except AAQ3 (Dhunia, Bhola) exceeded the standard of World Bank for Particulate matters PM10 and PM2.5. Details of air quality measurements are described below: Carbon monoxide (CO): CO measured in sampling campaign in the month of October 2015 and the concentration of the samples was within DOE standard of ambient air quality. The highest v lue of 1016.25μg/m³ is o t ined t S d rgh t l un h termin l (AAQ2). Nitric oxide (NO) and Nitrogen dioxide (NO2): Ambient NO and NO2 concentrations in all the s mpling points showed ompli n e with DOE nd WB st nd rd of 100μg/m³ nd 40μg/m³ accordingly. Measured concentrations for NO and NO2 re 12.51 to 31.84μg/m³ nd 9.79 to 20.15μg/m³ ordingly. Sulphur dioxide (SO2): Ambient SO2 concentrations in six sampling locations showed ompli n e with the DOE st nd rd of 365μg/m³ ut Sadarghat (AAQ2) and Chandpur (AAQ5) nnot meet the WB st nd rd of 20μg/m³ for SO2 concentrations. Measured concentrations are r nges from 11.62 to 23.67μg/m³. Ozone (O3): The results indicated that ozone (O3) in the six study areas are within the air qu lity st nd rds of DOE nd the on entr tion r nges from 8.44 to 15.89μg/m³. Air Pollution Sources- Most of the sampling points located in the commercial area in nature except char Shreepur in Barisal and Dhunia in Bhola district which are in rural area. The main sources of pollution in Ashuganj, Chandpur and Gozaria are the boat traffics, local vehicles especially auto-rickshaws, trucks, locally manufactured small three-wheelers. Cooking and other fires in the area cause some pollution. In addition, various types of motor boats and launches were also sailing in the river– causing air quality deterioration. In Sadarghat, the location of air quality measurement is at the terminal area. Surrounding area of the sampling location is overcrowded which induced extensive dust emission. The measurement was done at morning and ended in the evening when launches started their journey and people began to gather at the terminal. To sum up, the air quality in the vicinity of the waterways is good as there is little industry and only a few roads. This is partly due to the effect of the biomass of project area and also partly due to the absence of emission sources. 152 Final Report Figure 5.38: Air quality and noise level measurement in the project influence area Noise Level Noise level data were collected in the same locations as air quality samples, in eight locations from 2-14 October 2015 are shown in Figure 5.38 and the test results are given in the Table 5.19. The measured noise values are within the prevailing standards set by DoE and WB (Table 5.20andTable 5.21) The technical terms and units of noise measurements employed by these standards are defined as follows: Leq= the sound level equivalent, i.e., an energy-averaged sound level that includes both steady background sounds and transient short-term sounds. The Leq represents the level of steady sound which, when averaged over the sampling period, is equivalent in energy to the fluctuating sound level over the same period. The Leq is commonly used to describe traffic noise levels that tend to experience hourly peaks. dBA= A weighted measurement of sound. Since the range of sound pressure levels varies considerably, sound levels are expressed on a logarithmic scale, which compresses the range. The standard measurement unit of sound is the decibel (dB), which represents a ratio of pressure levels referenced to the 0.0002 microbar, which is considered to be the threshold audible range, of human hearing. The threshold of pain, which is of the order end of the audible range, occurs at approximately 140 decibels. Using the decibel scale, an increase of three decibels is barely perceptible and an increase or decrease of ten decibels is perceived as a doubling or halving of the sound level. Humans are capable of hearing only a limited frequency range of sound and the human ear is not equally sensitive to all frequencies. The human ear is more tolerant to higher noise levels at lower frequencies and can hear frequencies ranging from 20 hertz (Hz) to 20,000 Hz. In order to take this characteristic into account in noise measurements, a frequency weighting known as A- weighting is commonly applied to the sound pressure levels which approximate the frequency response of the human ear by placing most emphasis on the frequency range of 1,000 to 5,000 hertz. Because the A-weighted scale closely describes the subjective response of the human ear, it is most commonly used in noise measurements. Sound level measurement using A-weighting are expressed as dBA. 153 Final Report Table 5.19: Noise Levels in Project Influence Area Location Category of the area Date Noise (Leq) in dBA NM1 Commercial 02/10/2015 49.86 NM2 Commercial 03/10/2015 65.06 NM3 Residential and Rural 10/10/2015 55.72 NM4 Residential and Rural 11/10/2015 60.66 NM5 Commercial 13/10/2015 63.52 NM6 Commercial and Mixed 14/10/2015 53.52 Source: Field survey, October 2015 Source: Field survey, October 2015, NM1-Ashuganj, Brahmanbaria, NM2- Sadarghat Launch Terminal, NM3- Char Shreepur, Barisal, NM4- Dhunia, Bhola, NM5- Chandpur Launch Terminal, NM6- Gozaria Launch Terminal, Munshiganj, Table 5.20: Noise Quality Standards of Bangladesh Sl. No. Area Category Noise Quality Standard in dBA A Silent Zone 50 B Residential Area 55 Mixed Area (basically residential and together used C 60 for commercial and industrial purposes) D Commercial Area 70 E Industrial Area 75 Source: The amended schedule-4, 2006, of (Noise Measurement Standard) Environmental Conservation Rules, 1997 Notes: 1. Silent zones are areas up to a radius of 100 m around hospitals, educational institutes, and Government-declared special establishments. Use of vehicular horns, other signals, and loudspeakers are prohibited in silent zones. Table 5.21: World Bank Group EHS Standards for Noise Standard Values in Area Category dBA Residential, institutional, educational area 55 Commercial and industrial area 70 Source: World Bank Group Environmental, Health, and Safety (EHS) Guidelines All the locations are generally within the limits prescribed by the ambient noise quality standards by DOE and WB. Minimum noise levels vary from 49.86 dB (A) at Ashuganj to 65.06 dB (A) at Sadarghat launch terminal. The value at Dhunia in Bhola is higher than the 154 Final Report permissible limit for residential areas (55 dBA) due to passing launches and engine boats during noise measurement. Noise Sources- Noise levels are generally low in the vicinity of the waterways as there are few sources of loud noise such as little factories, boat traffics and road traffics. Boat traffics in the river such as launch, ferry, engine boat, twallers etc. are the key sources of noise in the project influence area. 5.2.2 Dry Period Data Analysis: Surface Water In case of dry season monitoring, the surface water samples were collected from the month of January to February 2016 and the detailed analyses are incorporated in Table 5.22 155 Final Report Table 5.22: Dry Season Surface Water Quality of Rivers in Project Influence Area Sampling ID Parameter Unit SW10_ SW11_ SW12_ SW1_D SW2_D SW3_D SW4_D SW5_D SW6_D SW7_D SW8_D SW9_D D D D pH - 8.47 7.31 6.95 7.77 7.54 7.02 7.65 7.80 7.10 7.29 7.42 7.45 º Temp C 23 25 22.5 23 24.5 22 24.5 23 22.5 22.5 23 21.5 Turbidity NTU 8.2 3.34 22.5 48.6 6.97 14.2 47.8 9.06 36.9 19.8 8.22 12.5 EC µS/cm 264 278 560 786 129.1 1073 22450 13975 271 245 607 275 DO mg/L 3.18 0.83 4.00 1.02 7.74 2.40 0.55 4.05 4.58 5.33 2.00 5.50 BOD5 mg/L ˂MDL 1.00 2.24 14.4 3.2 15.7 67.3 2.12 15.3 2.83 18.9 2.87 TOC mg/L 3.56 4.89 3.17 11.48 - 10.8 3.09 1.92 7.29 8.04 ˂0.5 6.34 TDS mg/L 155 191 300 492 64.5 537 14738 6583 159 136 375 147 TSS mg/L 26 35 18.4 19 117 33.6 40.2 356 89.4 33.8 36.0 141 Ca mg/L - - 35.5 - 13.89 50.6 279 162 40.2 26.2 20.3 29.5 Mg mg/L 6.69 5.73 11.7 8.86 6.85 15.2 468 244 11.3 7.30 13.8 9.88 Na mg/L 25 44.7 30.0 187.1 8.21 107 1071 893 7.98 7.46 86.7 10.8 K mg/L 17.9 5.8 6.89 22.8 2.14 10.9 49.2 47.2 2.76 2.81 4.38 3.67 Cl - mg/L - - - - - - - - - - - - F mg/L - - - - - - - - - - - - Br mg/L - - - - - - - - - - - - SO4 mg/L - - - - - - - - - - - - NO3 mg/L ˂3.0 ˂3.0 ˂3.0 ˂3.0 ˂3.0 ˂3.0 ˂3.0 ˂3.0 ˂3.0 ˂3.0 ˂3.0 ˂3.0 Total PO4 mg/L 0.19 0.69 2.38 3.84 3.43 7.24 1.50 - - - - - Source: Field survey January-February 2016 D-Dry Season,, Cells in grey color shed indicate the exceedance the limit of DOE standard, SW1- Harinaghat, Chandpur, SW2- Gozaria, Munshiganj, SW3- Boktabali Ferryghat, Narayanganj, SW4- Araihazar, Narayanganj, SW5- Ashuganj, SW6- Sadarghat, Dhaka, SW7- Near Vasan Char (Chukkhalighat, Sandwip), SW8- Near Chairman Ghat (Noakhali), SW9- Near Beduria Launch Ghat (Sripurdwip, Barisal), SW10- Near Hizla (Mehendiganj, Kaliganj) SW11- Near Ilisha Ghat (Tulatali Bazar, Bhola), SW12- Near Dawlatkhan Launchghat (Vabanipur Lanchghat) 156 Final Report Water Temperature- The temperature of the water bodies in the project influence area ranges from 21.5 to 25°C in January - February 2016. Temperature of all the samples are below the DoE standards for both irrigation and fish habitats. pH- In case of dry season, for all the samples, the pH range is found well within the DoE standards like wet season. The pH of water samples lies in the range of 6.95 to 8.47. Turbidity- Turbidity values of the surface water samples ranges from 3.34 to 48.6 NTU. Lower turbidity value might be due to the calm nature of river water. The highest values of turbidity were observed in SW4 collected from Araihazar, Narayanganj. Dissolved Oxygen (DO) - The dissolved oxygen values ranged from 0.55 to 7.74 mg/L in twelve locations. The concentration of DO exceeded in all the surface water samples except SW4 at Araihazar, SW10 near Hizla ghat at Mehendiganj and SW12 near Dawlatkhan Launch ghat, Bhola. However, the worst condition is observed in SW7 near Vasan Char, Sandwip which was 0.55 mg\L where the DOE standard limit for irrigation is 5 mg\L or more. BOD5- In the study area BOD5 values range from below detection limit to a maximum of 67.3 mg/L. The concentration of BOD5 is far more than DOE standard limit in SW4, SW6, SW7, SW9 and SW11 which are 14.4 mg\L, 15.7 mg\L, 67.3 mg/L, 15.3 mg\L and 58.3 mg/L accordingly. The best scenario in terms of low value of BOD5 is recorded in SW1 which is below detection limit. Electric Conductivity (EC) - In dry season monitoring EC values range from a minimum of 129.1µS/cm to a maximum of 22450.0µS/cm. The entire water samples collected from the study area are within the standard limit except SW7 (Vasan Char, Sandwip) and SW8 (Chairman Ghat, Noakhali) recorded the higher value of EC. Total Dissolved Solids (TDS) - TDS may influence the toxicity of heavy metals and organic compounds for fish and other aquatic life. The natural range of TDS concentration in the water bodies of the project influence area are between 64.5 mg/L and 14738.0 mg/L. The higher value of TDS is recorded in SW7 (Vasan Char, Sandwip) and SW8 (Chairman Ghat, Noakhali). Total Suspended Solids (TSS) - The concentration of total suspended solids ranges from 18.4 mg/L to 356.0 mg/L. The water sample collected from Chairman Ghat, Noakhali (SW8) recorded the highest value of suspended solids. Total Organic Carbon (TOC) –The concentration of TOC ranges from below 0.5 mg/L to 11.48 mg/L. In SW4 collected from Araihazar in Narayanganj recorded the highest value of total organic carbon and the opposite value observed in SW11 near Ilisha Ghat in Bhola. Major Ions- The concentration of Na ranges from 7.46 mg/L to 1071.0 mg/L. The higher values of Na are 1071.0 mg/L and 893 mg\L found in SW7 and SW8 collected from Vasan Char, Sandwip 157 Final Report and Chairman Ghat, Noakhali which may arise due to sea water intrusion. In addition, the salts of calcium, together with those of magnesium, are responsible for the hardness of water. The concentrations of Ca and Mg are higher in SW7 and SW8 than rest of the samples. On the other hand, the nitrate concentration is generally below 3.0 mg/L for all the locations. Phosphate is observed ranges from 0.19 mg/L to 7.24 mg/L, its highest concentration i.e. 7.24 mg/L is observed in SW6 collected from Buriganga River. The test result of both seasons reveals that the surface water quality shows some seasonal variation. The results from data analysis show that the surface water quality is not acceptable from aquaculture and irrigation perspectives for the parameters such as DO, BOD5, EC during dry season. The data depicts that during the wet season, the DO level increases from 0.89 to 6.12 mg/L in twelve locations, while during dry season, the DO level drops from 7.74 to 0.55 mg/L at those locations. However, the EC measures the salinity of water and depends on the ions present in water. The values for EC in the surface water during the wet season at all the sampling locations were found within the DOE standard, which is 54.2µS/cm to 171.0µS/cm. However, during dry season the EC values varied from 129.1µS/cm to 22450.0µS/cm and at SW7 (Vasan Char, Sandwip) and SW8 (Chairman Ghat, Noakhali) recorded the higher value of EC. Moreover, the values of major ions were recorded higher in the dry season in twelve locations than the wet season. In the wet season, as the flow of the river increases which may cause the dilution of the salinity of the water, while in the dry season, the flow of the river decreases, as a result the EC and the concentration of major ions increase. Riverbed Sediment For dry season sampling, the riverbed sediment collected from the same location as wet season sampling during the month of January - February 2016 (Table 5.23). Also one additional sample was analysed which was taken from the branch of upper meghna river (Route-9) at the probable dredging location. 158 Final Report Table 5.23: Dry Season Riverbed Sediment Samples Collected from Project Influence Area Sampling ID Parameter Unit OSPAR* RBS1 RBS2 RBS3 RBS4 RBS5 RBS6 RBS7 RBS8 RBS9 RBS10 RBS11 RBS12 Salinity % - - 0.04 - 0.06 0.06 0.88 0.59 0.02 0.021 0.019 0.040 - Total Mg % - - - - - - - - - - - - - Total Ca % - - - - - - - - - - - - - Total Na % - - - - - - - - - - - - - Total K % - - - - - - - - - - - - - Total Organic % 0.32 0.67 0.45 0.17 0.666 0.32 0.44 0.38 0.22 0.45 0.26 0.64 - Carbon (TOC) Total PO43- % 0.188 0.245 0.220 0.104 0.217 0.248 0.0152 0.0154 0.160 0.148 0.176 0.127 - Total NO3 ppm 5.67 2.23 0.71 102.46 6.675 0.61 1.280 0.524 0.113 0.106 0.117 0.103 - Total As ppm 15.04 1.34 2.352 9.7 0.051 4.227 4.324 4.967 2.395 4.326 2.871 5.134 30-80 Total Cd ppm 0.00 0.00 BDL 0.00 0.140 BDL 0.035 0.054 BDL BDL BDL BDL 1.0-2.5 Total Hg ppm 0.041 0.041 0.005 0.055 BDL 0.020 7.26 3.17 BDL BDL BDL BDL 0.6-1.0 Total Pb ppm 16.0 12.6 6.70 23.1 10.525 204.63 13.404 11.353 4.264 11.487 5.922 15.080 100-120 Total Cr ppm 18.9 17.5 27.73 20.2 23.797 66.01 31.727 34.512 26.647 32.126 21.470 33.483 150-200 Total Zn ppm 59.2 62.4 46.13 112.8 51.658 251.22 51.176 57.331 30.443 54.468 35.306 59.746 250-500 Total Ni ppm 21.0 21.1 32.969 21.3 35.261 18.015 40.918 45.682 20.711 42.851 21.405 35.318 50-100 Source: Field survey, January- February 2016, BDL- Below Detection Limit (Detection Limit: Hg = 1.0 ppb, Cd= 0.03 ppm), *OSPAR Guidelines for Management of Dredged Material, RBS1- Harinaghat, Chandpur, RBS2- Gozaria, Munshiganj, RBS3- Boktabali Ferryghat, Narayanganj, RBS4- Araihazar, Narayanganj, RBS5- Ashuganj, RBS6- Sadarghat, Dhaka, RBS7- Near Vasan Char (Chukkhalighat, Sandwip), RBS8- Near Chairman Ghat (Noakhali), RBS9- Near Beduria Launch Ghat (Sripurdwip, Barisal), RBS10- Near Hizla (Mehendiganj, Kaliganj) RBS11- Near Ilisha Ghat (Tulatali Bazar, Bhola), RBS12- Near Dawlatkhan Launchghat (Vabanipur Lanchghat) 159 Final Report In case of dry season sampling, concentration of two parameters- Hg (mercury) and Pb (lead) were exceeded the OSPAR standard limit. The highest exceeded concentration of Hg was 204.63 ppm which detected in RBS6 collected from Sadarghat. On the other hand, concentrations of Pb were above the OSPAR guideline which were 7.26 and 3.17 ppm collected from Vasan char, Sandwip (RBS7) and near Chairman ghat, Noakhali (RBS8) respectively. The test result revealed that the values of most of the ions were within the OSPAR standard limit for twelve locations during wet and dry season. In the wet season, as the flow of the river increases which may cause the dilution of the riverbed sediments, while in the dry season, the flow of the river decreases, as a result the concentration of Hg and Pb increase in the sediment collected from the estuarine rivers at Vasan char, Sandwip (RBS7) and near Chairman ghat, Noakhali (RBS8).Sediment quality is a matter of concern at the downstream of Chandpur, Upper Meghna, Lower Meghna, Shitalakhya and Buriganga. Groundwater The groundwater samples for dry season monitoring were collected from the same locations as wet season sampling during the month of January- February 2016 (Table 5.24). Table 5.24: Groundwater Quality in the Project Influence Area for Dry Season Sampling ID DOE Standard GW 10_D GW 11_D GW 12_D GW 7_D GW 8_D GW 9_D GW1_D GW2_D GW3_D GW4_D GW5_D GW6_D Parameter Unit for Drinking Water 7.90 7.72 6.90 7.54 6.76 6.85 7.66 7.88 7.08 7.85 7.58 7.20 pH - 6.5 – 8.5 26.2 25.5 26.3 25.5 º 27 27 26 29 28 29 30 Temp C 26 20 - 30 29900 11700 462.1 5950 411 763 861 712 986 931 240 742 EC µS/cm - 17380 231.1 2905 5747 284 469 540 430 562 520 142 444 TDS mg/L 1000 18.78 23.62 52.78 42.96 94.3 27.5 44.8 123 320 172 534 116 Ca mg/L 75 10.68 23.01 26.71 7.74 23.2 31.3 2.05 26.2 558 136 308 30 – 35 7.5 Mg mg/L 160 Final Report Sampling ID DOE Standard GW 10_D GW 11_D GW 12_D GW 7_D GW 8_D GW 9_D GW1_D GW2_D GW3_D GW4_D GW5_D GW6_D Parameter Unit for Drinking Water 148.2 1357 1145 48.7 11.4 1.19 31.4 99.8 63.8 200 500 186 Na mg/L 200 5.48 4.01 4.04 61.4 21.3 19.1 2.67 4.38 4.19 8.2 4.4 4.2 K mg/L 12 Cl- mg/L - - - - - - - - - - - - 150 – 600 F mg/L - - - - - - - - - - - - 1 Br mg/L - - - - - - - - - - - - - SO4 mg/L - - - - - - - - - - - - 400 <0.005 <0.005 <0.005 <0.005 <0.005 <0.005 <0.005 <0.005 <0.005 0.006 0.011 0.029 As mg/L 0.05 <0.2 1.57 1.75 0.36 19.3 2.43 2.89 1.04 2.20 0.3 – 1.0 1.7 0.9 22 Fe mg/L 400C) summer temperature. Geo-morphological and ESIA study of river routes dredging, construction and maintenance of vessel shelters and construction/maintenance of launch/cargo terminals mainly located at Demra under Dhaka district, Narayanganjsadar under Narayanganj district, Gajariaupazila under Munshiganjdistrict, Polash(Ghorashal) upazila under Norsindi district, Brahmanariasadar and Ashuganjupazila under Brahmanbaria district, Bhedorganjupazila under Sariatpur district, Shandipupazila under Chittagong district, Raipur upazila under Lakshmipur district, Matlab Uttar, Chandpursadar and Haimcharupazila under Chandpurdistict, Hatyaupazila under Noakhali district, Sandwipupazila under Chittagong district, Bholasadar and Daulatkhanupazila, Tozumuddinupazila, Monpuraupazila under Bhola district, HijlaMehendiganj and Sadarupazila under Barisal district. Agro-ecological zones and sub-regions are very broad units. Fertility status of these regions varies considerably. For detailed information about physical and chemical properties of soils, respective UpazilaNirdeshika of SRDI and Land Zoning Report of Ministry of land consulted. However, for fertility data of a specific area soil samples have been collected for detailed analysis. The total study area (route) has been estimated about 150,700 ha and comprises of seven agro-ecological regions, namely (i) Old Brahmaputra Floodplain (AEZ-9), (ii) Active Ganges Floodplain (Aez-10), (iii) Ganges Tidal Floodplain (AEZ-13),(iv) Middle Meghna River Floodplain (AEZ-16), (v) Lower Meghna River Floodplain (AEZ-17), (vi) Young Meghna Estuarine Floodplain (AEZ-18), (vii) and Old Meghna Estuarine Floodplain (AEZ:19). The locations of agro-ecological regions are comprises with some physic-chemical properties of soil of AEZs have shown according to land type (in Table-5.48 to Table 5.54) Table 5.48: Some physic-chemical properties of soils of AEZ-9 Major land Soil pH Soil Nutrients status type OM N P K S Ca Mg Zn B M o High land 3.8-6.5 L-M VL VL- L VL M- M- L- VL- O -L L -L Opt Opt M L pt Medium 4.5-7.2 L-M VL VL- L- VL M- M- VL VL- O highland -L L M -L Opt Opt -L L pt Medium 4.5-7.2 L-M VL VL- L VL M- M- L- VL- O lowland -L L -L Opt Opt M L pt OM=Organic matter; VL=Very low, L=Low; M=Medium; Opt=Optimum 242 Final Report Table 5.49: Some physic-chemical properties of soils of AEZ-10 Major land Soil Soil Nutrients status type pH OM N P K S Ca Mg Zn B Mo High land 6.7-8.1 L- VL-L VL- L-M L- M- H L VL- M M L M Opt L Medium 6-7-8.4 L- VL-L VL- L-M L- M- H L VL- M highland M L M Opt L Medium 6.6-8.0 L- VL-L VL- L-M L- M- H L-M VL- M lowland M L M Opt L OM=Organic matter; VL=Very low, L=Low; M=Medium; Opt=Optimum, H=High. Table 5.50: Some physic-chemical properties of soils of AEZ-13 Major Soil Soil Nutrients status land type pH OM N P K S Ca Mg Zn B Mo Medium 4.5- L- L VL- M- M- Opt- M- L- M- Opt highland 8.4 M L Opt. Opt. H Opt. M Opt. . OM=Organic matter; VL=Very low, L=Low; M=Medium; Opt=Optimum, H=High. Table 5.51: Some physico-chemical properties of soils of AEZ-16 Major land Soil Soil Nutrients status type pH OM N P K S Ca Mg Zn B Mo Medium 4.8-6.9 L- VL-L L- L- L- M- M- L- VL- Opt Lowland M M M M Opt Opt M L Lowland 4.0-6.7 L- VL-L L- L- L- M- M- L- L Opt M M M M Opt Opt M Very 4.5-5.4 L- VL-L VL L- L- M- M- Opt VL Opt Lowland M M M Opt Opt OM=Organic matter; VL=Very low, L=Low; M=Medium; Opt=Optimum, H=High. Table 5.52: Some physic-chemical properties of soils of AEZ-17 Major land Soil Soil Nutrients status type pH OM N P K S Ca Mg Zn B Mo High land 5.5- M VL- L L- L- M- Opt- M- L M 6.5 L M M Opt H Opt Medium 4.7- L- VL- VL- L- L- M- Opt- M- L-M M highland 7.6 M L L M M Opt H Opt Medium 5.1- L- VL- VL- L- L- M- Opt- M- L-M M Lowland 7.8 M L L M M Opt H Opt OM=Organic matter; VL=Very low, L=Low; M=Medium; Opt=Optimum, H=High. 243 Final Report Table 5.53: Some physic-chemical properties of soils of AEZ-18 Major land type Soil Soil Nutrients status pH OM N P K S Ca Mg Zn B M o Medium 4.5- M- VL- L- L- M-H M-H M-H L- L- Op highland 8.4 Opt L M M M M t OM=Organic matter; VL=Very low, L=Low; M=Medium; Opt=Optimum, H=High. Table 5.54: Some physico-chemical properties of soils of AEZ-17 (Old Meghna Estuarine Floodplain) Major land Soil Soil Nutrients status type pH OM N P K S Ca Mg Zn B Mo Medium high 4.5-7.8 L- VL-L VL- L- L- Opt Opt L-M L-Opt Op land M L Opt M t Medium 5.4-7.6 L- VL-L VL- L- L- Opt Opt L-M L-Opt Op lowland M L Opt M t Lowland 5.6-6.7 L- VL-L VL- L- L- Opt Opt L-M L-Opt Op M L Opt M t OM=Organic matter; VL=Very low, L=Low; M=Medium; Opt=Optimum. Source: Fertilizer Recommendation Guide-2012, BARC. 244 Final Report Figure 5.55: Agro-Ecological Zones in Bangladesh 245 Final Report Land Types Land type classifications are based on depth of inundation during monsoon due to normal flooding on agriculture land. According to Soil Resource Development Institute (SRDI), five land types have been classified in terms of depth of flooding. The distribution of land types of the study area is presented in Table-8. Maximum (59%) area of the project is covered with medium highland (F1) which is followed by medium lowland (29%). The coverage of low land and very low land are about 9% and 2% of the Net Cultivable Area (NCA). The land type is classified only based on agriculture land which represented as Net Cultivable Area (NCA). Detailed distribution of land type of the study area is presented in (Table -5.55). Table 5.55: Distribution of land type in the study area (Main land) Area Flooding Depth of % of Land type Flooding characteristics (ha) of depth Inundation NCA NCA Non flooded to Highland (F0) 0-30 cm Flood free intermittent 432.9 1 Medium Less than 30 30-90 cm. Seasonal Highland (F1) cm 25,539.9 59 Medium 90-180 cm 30 to 90 cm Seasonal Lowland (F2) 12,553.5 29 180-275 Seasonal, but remains wet Lowland (F3) 90 to 180 cm cm in early dry season 3,895.9 9 Very Lowland More than Seasonal but remains wet > 275 cm ( F4) 180 cm in most of the dry season 865.8 2 Total 43,288.0 100 Sources: GIS estimation, SRDI and Field Survey’2015 Soil Texture Soil texture is the relative proportions of sand, silt and clay. It is very important for agriculture crop production. The sandy loam soil texture of the project area is about 46% which is followed by clay loam (25%). The clayloam soil texture is favored for growing dry land crops in the Rabi/dry season and also rice and jute. Detailed soil texture is presented in Table-5.56 Table 5.56: Detailed soil texture of the Top- soil (0-15 cm) in the study area (Composition (%) in riverbank site permanent Village land) Texture Area (ha) of NCA Percentage of NCA Clay 3,463 8 Clay Loam 10,822 25 Loam 6,926 16 Sand 2164.4 5 Sandy Loam 19912.5 46 Total 43,288.0 100 Sources: GIS estimation, SRDI and Field Survey’2015 246 Final Report Land Use Main land (village land) The dredging work would be done in both sides of the river bed. The total corridor (study area) is about 150,700 ha of which about 28.7% is net cultivable area (NCA). Settlements with industries and water bodies constitute about 6.5% and water bodies 64.7% respectively of the total area of the project. Detailed land use of the area is presented in (Table-5.57). Table 5.57: Present land use of the study area Land use Area (ha) Percent of total area Total Area 150,700 - Net Cultivable Area (NCA) 43,288 28.7 Settlements, Industries, Roads bushes, trees etc. 9,868 6.5 Rivers, Khals, channels, ponds, and Water bodies 97,544 64.7 Total 150,700 100.0 Sources: GIS estimation, Google map and Field survey’2015 Char land There are two types of Char is found in the study area. The char land is included with the River areas which are about 19,180 ha. Detailed of land use of char land area is presented in Table-5.58. Table 5.58: Present land use of Char land Land use Area (ha) Percent of total area Char land 19,180 - (i) Old accredited land 14960.4 78 (ii) Newly accredited land 4219.6 22 Total 19,180.0 100 Sources: GIS estimation, Google map and Field survey’2015. 5.3.6 Agriculture Resources Farming practices Farming practices in the study area are largely controlled by physical, biological, climatological and socio-economic factors. Agricultural crops are grown by cropping seasons. There are two distinct cropping seasons in a year, Kharif and Rabi seasons. The Kharif season starts from March and ends in October while the Rabi season starts from November and ends in February. Based on crop adaptability and crop culture, the Kharif season has been further sub-divided into Kharif-1 (March-June) and Kharif-II (July-October) season. Kharif-I is characterized by high temperature, low humidity, high evaporation, high solar radiation and uncertainty of rainfall of low alternating dry and wet spells. In this season, mainly HYVAus, B.Aus rice, Jute are grown. The Kharif-II season is characterized by high 247 Final Report rainfalls, lower temperatures, high humidity, low solar radiation and high floods that recede towards the end of the season. Rice (Aman) is the predominant crop grown during this season due to the submergence of soils. Excessive soil moisture also restricts other crops suitable for a high temperature regime. B.Aman and High Yielding Varieties of Transplanted Aman (HYV Aman) rice are grown in Kharif-II season in the study area. The Rabi season starts from mid November and ends in March. During this season, crops are favored with high solar radiation, low humidity and temperatures, but lacks of adequate soil moisture depresses the crop yield because of very low or even no rainfall throughout the season. Wide ranges of crops can be grown in this season. Major crops grown in this season of the study area are HYV (Boro), Pulses, Wheat, Mustard, Potato and Vegetables. However, there are occasional overlaps such that Kharif-II season crops (Aman rice) are harvested in Rabi season and Rabi season crop (Boro, Wheat, Oilseeds, Groundnut, Watermelon, Potato and vegetables) are harvested in Kharif-I season and Jute is harvested in Kharif-II season. In the study area, the practice of B Aus and Watermelon, Chili and Pulses are common especially in Char land. Cropping Pattern (existing) and Cropping Intensity Mainland Both country sides (Main land), cropping pattern is defined as the sequence of crops grown in Kharif-I, Kharif-II and Rabi crops in a plot of land in any one year. In the study area, different cropping pattern in different location based on land type, soil fertility, soil texture and monsoon period are practiced. The existing major cropping patterns practiced in different land types in the study area are presented in table-3. The dominant cropping patterns in high land type of annual crops are Betel nut/leaf. In the medium highland, prominent cropping patterns are Fallow-HYV. Aman-HYV Boro. In medium lowland, the dominant cropping patterns are Fallow-HYVAman-HYVBoro. HYV Boro and Local Boro are grown as single crop in low land and very low land respectively (Table-17). Total cropped area is about 95,233.6 ha. The single, double and triple cropped area are about 3,679.5 ha(8.5%), 52,811.4 ha (61.5%) and 38959.2 ha (29.5%) respectively and about 0.5% cultivable land remain fallow due to flood and water logging. The net cultivable area is 43,288 ha. The cropping intensity of the project is about 220 %( Table-5.59). Table 5.59 : Existing major cropping pattern by land type (Main land) Kharif-I Khartif-II Rabi % of (March-June) (July-Oct) (Nov-Feb) NCA Land type Area (Ha) F0 Betel nut/leaf Betel nut/leaf Betel nut/leaf 432.9 1 Sub-total 432.9 1 Fallow Aman(HYV) Pulse 2,597.3 6 Fallow Aman(HYV) Mustard-Boro(HYV) 1,298.6 3 Vegetables Aman(HYV) Boro(HYV) 432.9 1 Fallow Aman(HYV) Boro(HYV) 12,986.4 30 F1 Jute Aman(HYV) Potato 1,082.2 2.5 Aus(HYV) Fallow Watermelon 865.8 2 Aus(HYV) Aman(HYV) Wheat 1,731.5 4 Aus(HYV) Aman(HYV) Groundnut 3,030.2 7 248 Final Report Fallow Aman(HYV) Vegetables 1,515.1 3.5 Sub-total 25,539.9 59 Fallow Aman(HYV) Boro(HYV) 7,359.0 17 Jute B.Aman Soyabean 1,731.5 4 F2 B.Aus Aman(HYV) Pulse 3,463.0 8 Sub-total 12,553.5 29 F3 B.Aus Fallow Boro(HYV) 1,298.6 3 Fallow Fallow Boro(HYV) 2,597.3 6 Sub-total 3,895.9 9 Fallow Fallow Boro (local) 649.3 1.5 F4 Fallow Fallow Fallow 216.4 0.5 Sub-total 865.8 2 Total 43,288 100 Cropping Intensity (%) 220 Source: Field survey’2015 and secondary data from Upazila Agricultural Offices of the study area. Cropping Pattern (existing) and Cropping Intensity Char land In char land, cropping pattern is defined as the sequence of crops grown in Kharif-I, Kharif-II and Rabi crops in a plot of land in any one year. In char land area, different cropping pattern in different location. The dominant cropping patterns in char lands are B.Aus-Fallow- Watermelon. Total cropped area in char land is about 19,180 ha. The single, double and triple cropped area are about 956.0(5%)ha 8,631.0(45%)ha and 3,836 (20%)ha respectively. The net cultivable area is 19,180 ha. The cropping intensity of the char area is about 155 %( Table5.60). Table 5.60: Existing cropping Patterns in Char area Khartif-II(July- Rabi(Nov- % of Kharif-I(March-June) Area (Ha) Oct) Feb) NCA Aus (HYV) HYVAman Chili 3,836 20 B.Aus Fallow Watermelon 5,178.6 27 Fallow Aman (Local) Maize 3,452.4 18 Fallow Fallow HYV(Boro) 959 5 Fallow Fallow Fallow 5,754 30 Total 19,180 100 Cropping Intensity (%) 155 Source: IWM field survey, 2015 and secondary data from Upazila Agricultural Offices of the study area. 249 Final Report Cropped Area Mainland Total cropped area is 95,233.6 ha of which 74,238.94ha is under rice crop and non-rice crop is about 20,994.7 ha. About 78% and 22% cropped area are covered with rice and non-rice crop respectively. Among the rice crops, Aus, Aman and Boro are covered about 14%, 50% and 35.9% respectively. About 90.4% of the area is occupied by high yielding varietiesand about 9.6% area is covered by local varieties of rice crop. The non-rice crops include Jute, Pulses, wheat, Potato, Mustard, Soybean, watermelon, groundnut, betel leaf/nut and Vegetables etc. Char land Total cropped area is 29,729ha of which 17,262ha is under rice crop and non-rice crop is about 12,467 ha. About 58.1 % cropped area is covered with rice crop. Among the rice crops, Aus, Aman and Aman are covered about 52.2 %, 42.2 % and 5.6% respectively. About 41.9% of the area is occupied by non- rice crop. The non-rice crops include Chili, maize, watermelon etc. Crop production The total crop production has calculated on the basis of damage-free area and damaged area. In the damage-free area, the normal yield of crops has considered. In the damaged area, damaged yield against the damaged area has considered. This may be expressed as: Total crop production = damage free area × normal yield -+ damaged area x damaged yield. There is no main agriculture crop considering production in the study area. a) Main Land: The total annual crop production is about 281,685.6metric tons of which rice production is about 158,650.5metric tons and non-rice production is about 123,035.1metric tons. Among the rice crops, (HYV Boro, localBoro, B.Aman, HYV Aman, B.Ausand HYV Aus) are contributing about 56.3%, and non-rice43.7% of the total production. Crop Damage Main land Crop production loss has been calculated using the formula: Crop production loss = Total cropped area × normal yield - (damaged area ×damaged yield+ damage-free area × normal yield).Total loss of cleaned rice production is about 27,682.7 metric tons in 19,458 ha of land and total non-rice production loss is about 532.5 metric tons in 541.1 ha of land 250 Final Report 6 SOCIOECONOMIC BASELINE This section provides an overview of demographic trends, sources of livelihood, land use, agriculture, fisheries, public health, communications, social infrastructure, gender issues, cultural resources, demand for dredged material, and other relevant issues. The study route has been divided in terms of the river route and launch terminals, proposed 06 storm vessel shelters and 03 ferry crossing routes. The river routes include Dhaka and surrounding to Bhairab Bazaar, Chandpur, Barisal and to Chittagong. Dhaka and Chittagong are the major urban centers for business development, urbanization, export-import and industrialization of the country. Shadarghat, Bhairab, Ashuganj and Chandpur are the most important and busiest business and river transport routes of the country. The baseline information indicates that regions nearer to the main land enjoy better privilege in terms of education and medical services, employment opportunity and other advantages. On the other hand, some Char and Islands in the coastal area along the proposed river routes are still facing lack of basic civic amenities i.e. education, health services, electricity, road communication, gas connection, etc. This is an obstacle to industrialization of these regions. This section will scrutinize baseline information of project area more elaborately. The Table 6.1 below presents the total sample population (2793) from the study area with average HH size (4.77) and sex ratio. Table 6.1: Sample population, HH information and sex ratio; HH Population Ave. HH Sex ratio Male Female Total size No. No. % No. % No. % 585 1529 54.74 1264 45.26 2793 100 4.77 121:100 Source: ESIA study, September-October 2015; 6.1 Overview of the project The Dhaka-Chittagong inland waterway has been used as a vital river way for many decades. At present, the people of this area are fundamentally using this river route for their necessity. But the present condition is very pitiable of this overall route. That is the genesis of this project for improvement of navigation and river route simultaneously. And time has come to modify it to keep pace with the many other transportations of our country. The interior issue is how to develop the river way and it is one of the claims of all walks of people of this region. If the proposed river way project is implemented, the people can get a positive touch to adjust their lives and livelihoods in pace with this developing world. Now-a-days a large number of people is traveling throughout the country by river way. Not only human being but also a massive numbers of raw materials and other goods are transported from one place to another. For example Ashuganj, Mozu Chaudhuri Ghat etc. play a major role in transporting structure materials and receiving international merchandise. People are using boats (without engine), launches, trawlers, steamers, ships etc. to maintain 251 Final Report the daily necessaries. There are many types of vessels in terms of size. River transport related workers basically the people of this area, launch captain, local BIWTA officials and people of the passenger terminals warmly received the project. They also advised the project to include river traffic system by inclusive development of signaling across the river routes to reduce hazards across the routes, reduce accidents, save time and improve security across river routes. Some ghats contain the commercial importance in the perspective of transforming goods and raw materials. Here carries the most important ghats are Shadarghat, Chaudhuri Ghat, Munshigang Sadar launch ghat, Chandpur Sadar launch ghat etc. After implementation the proposition of the business will run in a very smooth way. And mass people will enjoy a safe journey throughout the river way and total length of way will decrease after proper dredging and completion of the project. On the other hand, some people especially those who are students and office staff of government and non-government sectors and tourists; they are entertaining by travelling through river. They seem that travelling through river route is comparatively safe, cheap and way of proper refreshment and amusement. And people are coming to take the real taste of travelling through the river way. The people basically riverside people can easily use almost cent percent of the river related transports in some specific area of proposed river way. People who are very enthusiastic to travel one place to another can get a proper river related transport services through the proposed routes. At present Boro Station Mul Head (Dakatia Mohana) is a tourist spot and it would be more attractive spot after modifying the transport system. It is hoped that a large number of people will satisfy their recreational demand to visit the spot. River side population along the project routes face river erosion, flood or other natural disasters that damage their lives, assets, domestic animals, vegetables, residences, business structure etc. For this reason, they face a lot of financial losses more or less every year through all over the proposed river area. Some fishermen suspected that it is an oversize construction especially in the proposed vessel shelters and they will not get sufficient fishes after finishing the project intervention. Because, reverberation hampers the flow of all type of fishes and it would be affecting these people in the long run. Nevertheless, all of the survey and consultation participants opined that when improvement of the proposed river route is done, more or less people of this locale will be benefitted with many facilities. For example they can easily travel, will reduce the time of travelling and will get many opportunities in technological advancement. As a result, 100% of the population is looking forward to the project as a key to their socio-economic development. 6.2 Demography Demography is the scientific study of the number of population, especially with reference of their size, structure, sex distribution, population density, literacy rate etc. The core point is the 10 Districts basically the people of specific 17 Upazilas (Sub-district), through which the project will pass through. Here the number of population is given along with some major related topics which are very relevant to demography. 252 Final Report Dhaka, the capital of Bangladesh is the largest city in Bangladesh and highest densely populated which has experienced an extremely rapid population growth after the independence, from only 1.6 million in 1974 to about 15.4 million in 2011. Dhaka grew strongly between 2001 and 2011 and is by far the most densely populated urban area in the world. Dhaka's density is estimated at 115,000 per square mile or 44,000 per square kilometer, with slum (informal dwelling) densities reported as 4,210 per acre, or 2.7 million per square mile (1 million per square kilometer). At this density, all of the world's 3.7 billion urban residents could be accommodated in an area approximately equal to that of the Washington (DC-MD-VA) urban area. All of Dhaka's urban population of 15.4 million fits into a land area equal to that of the city (municipality) of Portland (population less than 600,000). Nonetheless, analysts have referred to this example of the ultimate of urban density to e ―spr wling‖. Although only the southern part; near the launch terminals will be included as project sites and area of influence, as no discrete information were found from secondary sources for the southern part, the demographic information demonstrates information on the whole metropolitan. Again, the number of population of Keranigong Upazila is 794,360 and it is the highest in the perspective of Upazilas in study area. On the other hand, Monpura Upazila of Bhola District carries the lowest number of population that is 17,080. Population density is the highest and lowest respectively in Dhaka (30551) and Monpura (205). The average household size is plus or minus 4.72 except Dhaka Metropolitan. The largest household size is 8.42 in Dhaka Metropolitan. Again, Tozumuddin and Keranigong Upazilas carry the 4.42 house hold size. These two Upazilas are the lowest number of house hold size in the total study area. It indicates that Dhaka city being the capital; people from all parts of the country migrate to Dhaka in search of employment, education and all other facilities. The city is growing at a rate of 6% every year. On the contrary Monpura and other char Upazilas offer less opportunity and people migrate out of these places to area with better opportunity. The project might play a role in decentralizing some facilities to some remote river surrounded areas with better communication and transport opportunity. The percentage of male is the highest and lowest in respectively Keranigong (113) and Sandwip (86) in Chittagong. Among the ten districts, literacy is top in Dhaka (74.6) and Barisal Sadar Upazila that is 69.3% and the bottom Upazila is Monpura under Bhola District that is 32.1%. The social study team has identified and surveyed for baseline information in 26 adjacent sites throughout the proposed river route and the consultation team has conducted 24 community level stakeholder consultation meetings. The team has not come across any small ethnic community to be noted as indigenous population. Therefore, the World Bank policy OP 4.10 will not be triggered in this project. Nevertheless, further studies will be carried out prior and during implementation of the project.. Table 6.2 underneath demonstrates some key demographic information and literacy rates across impact Upazilas based on secondary sources (BBS, GOB Web portal, etc). 253 Final Report Table 6.2: Demographic information and literacy rates across proposed route Laksmipur Kishorega Chittagon Chandpur Narsingdi District Noakhali Barishal B.baria Dhaka Bhola nj g Metropolitan Tojumuddin Bhola Sadar Keraniganj Laksmipur Upazila Doulatkha Haimchar Ashuganj Monpura Sandwip Roypura Chadpur Barishal Bhairab Matlab Matlab Hatiya South North Sadar Sadar Sadar 8906039 Populati 298309 535796 180000 794360 465919 109575 210050 292053 684000 453000 430520 168537 126940 278605 198739 17080 on size HH 5.01 4.82 5.37 8.42 4.42 4.69 4.43 4.71 4.98 4.85 4.86 4.42 4.48 4.49 4.6 4.6 4.9 ratio Sex 125 113 105 102 97 94 96 95 96 87 93 91 98 99 98 86 97 Populatio n density 30551 2141 1713 2673 4760 1509 1624 1122 1425 1042 1625 817 300 532 247 205 365 Literac 42.7% 40.5% 51.2% 74.6% 58.5% 56.1% 48.1% 56.7% 54.4% 51.9% 34.2% 45.2% 41.6% 42.9% 32.1% 51.5% 69.3% y rate (Source: Bangladesh Government Web Portal) The Table 6.3 represents age-sex distribution of the sample population. It indicates that majority of the respondents are in the age group of 5-24. The number of population below the age of 04 and more than 60 years of age is very low compared to the other age groups. Percentage of female population is 45.26%. Table 6.3: Age-sex distribution of sample population; Age Group Male % Female % Total % Up to 4 113 4.05 96 3.44 209 7.48 5 to 14 322 11.53 293 10.49 615 22.02 15 to 24 319 11.42 236 8.45 555 19.87 25 to 34 247 8.84 175 6.27 422 15.11 35 to 44 162 5.80 183 6.55 345 12.35 45 to 59 218 7.81 183 6.55 401 14.36 60 & 148 5.30 98 3.51 246 8.81 above Total 1529 54.74 1264 45.26 2793 100.00 Source: ESIA study September-October 2015; 254 Final Report Marital status of the sample population has been furnished in Table 6.4 below. It indicates that married population is more than the unmarried population. The percentage of unmarried men is higher than unmarried women. The number of widows is high compared to the abandoned or divorced population. Table 6.4: Marital status of sample population; Marital Status Male % Female Total % Married 715 25.60 722 25.85 1437 51.45 Unmarried 803 28.75 499 17.87 1302 46.62 Widow/widower 8 0.29 35 1.25 43 1.54 Abandoned 3 0.11 7 0.25 10 0.36 Divorced 0 0.00 1 0.04 1 0.04 Total 1529 54.74 1264 45.26 2793 100.00 Source: ESIA study September-October 2015; Table 6.5: Religious distribution of Table 6.5 describes religious distribution of the sample population. Large majority of the population are Religion % followers of Muslim religion. A few Hindu participants Islam 97.61 were found among the respondents. But no small ethnic Hinduism 2.39 community was identified during the study. Total 100 the population; Education level of the sample population is lower than that of the advanced area of Bangladesh. Only 0.45% of the sampled population found post graduate whereas 1.49% of the people obtained graduation degree. More than 25% of the people read up to class four. Among the total population male are more educated than female as there is religious and social obstacles in free movement of the female students. Yet, dropout rate is high especially in case of female students. The Table 6.6 below shows a decreasing tendency of the female students compared to male. Table 6.6: Education level of population; Education level Male Female Total % % % Up to Class 4 12.92 12.88 25.81 Primary School Certificates (PCS) 7.80 6.85 14.66 Six to Seven 5.41 5.12 10.53 Junior School Certificate (JSC) 4.75 3.67 8.42 Nine to Ten 3.88 2.73 6.61 Secondary School Certificate (SSC) 3.14 1.73 4.87 Higher Secondary School Certificate 2.52 1.03 3.55 (HSC_ Bachelor of Arts (BA) 1.11 0.37 1.49 255 Final Report Masters of Arts (MA) 0.33 0.12 0.45 Higher Education/Advanced Degree/PhD 0.17 0.04 0.21 Hafez-E Quran 0.41 0.00 0.41 Can sign only 6.40 5.37 11.77 Illiterate 6.32 4.91 11.23 Total 55.16 44.84 100.00 Source: ESIA study September-October 2015; 6.3 Livelihood Sources in various locations Livelihood me ns supporting of one‘s existence, especially in terms of financial support. It en omp sses people‘s p ility, ssets, in ome, et . Most of the people near river side depend on their sources of livelihood by river correlated activities. In most cases businessmen, ferry ghat users, passengers, vessel operators will get benefit from the developed ferry terminals/launch ghats. The people living in the surrounded areas of the ferry ghat and launch terminals are also dependent on the ghats for their daily livelihoods. Livelihood sources of the various categories of people in various Ghats/terminals are described below- Shadarghat (in Dhaka); It provides livelihood support to about 300-400 boatmen, who are depending on river related transports. There are also a large number of laborers in this ghat those who are working hard heartedly. Here the major sources of livelihood are carrying people and goods by boat, day laboring, selling of vegetables and other raw materials, selling clothes, rickshaw or van pulling, whole and retail selling of fruits, begging, etc. Most of the laborers are male and a few are female particularly small traders, vegetable sellers and beggars. More or less all types of daily necessaries are available in this populous and busy ghat. There is a huge number of hotel and/ or restaurant in this ghat area. People are leading their livelihoods from various sources in this ghat. Aganagar ghat: On the opposite side of Shadarghat, the Aganagar ghat is located where there is a little mark of terminals or ghat. People of this area usually cross the river by boat and they carry local handicrafts to a greater extent. The people of Zinzira (where there are full of small-scale industries) are using this ghat for crossing the Buriganga river to go to Dhaka city. Again, the ghat of Keraniganj (Aganagar) has developed employment opportunities for various categories of people including male and female. Munshiganj Sadar launch ghat: A large number of people are engaged in Munshiganj Sadar launch ghat as small and medium businessmen, mobile vendors, day labourers, etc.. Again fruits and vegetables sellers and other business men are leading their livelihood at Munshiganj Sadar launch ghat. There has been a possibility to generate more livelihoods for particular labour groups and floating labourers. Bhairab Bazar Launch Ghat: There is a big market at Bhairab Bazar launch ghat where there are about 700 business units/shops in the nearby area of this ghat. A huge number of people (more or less 10, 000) cross the river through this ghat for their daily livelihood including business, job, day laboring, etc. 256 Final Report Ashuganj Ghat: The Ashuganj ghat is now playing a major role as international transit route and cargo terminl for transporting materials from India and other various districts of Bangladesh especially Sylhet regions. There are thousands of large, medium and small scale business enterprises at or near Ashuganj ghat. Boatmen, water vessel workers, small traders, sand businessmen, daily wage laborers, etc. are earning livelihoods from the ghat areas, Harina ferry ghat: At Harina ferry ghat, approximately 500 fishermen are leading their lives by catching fishes from the river traditionally. Apart from this, small traders, vendors, wage laborers are also leading their livelihood from the Harina ferry ghat area. Chairman ghat: At Chairman ghat (Boyar char) and sounding area there are about 15000- 20000 fishermen who are directly or indirectly dependent on the launch ghat at Chairman ghat. The most interesting and important issue is that the highest numbers of fishermen earning livelihoods from the river at or near the Chairman Ghat all along the proposed river routes. Chandpur Sadar launch ghat: A large market is established at Chandpur Sadar launch ghat area with some businesses units of vegetables, fishes, fruits and other necessary goods. There are more or less 1,000 shops are located here. These goods especially vegetables are mostly brought by boat from adjacent Chars. Mozu Choudhuri ghat: Mozu Choudhuri ghat itself has 500-600 shops focusing on the inbounds and transport facilities of the ghat. Therefore, developing the terminals by extending its capacity and efficiency will directly enhance local economy in each case. There are 600-700 shops according to field survey result of the social survey team at Harina. But it is very needed to extend more shops to facilitate the local large population. So a number of people can clear up their occupation as shopkeeper and other related business. Dakatia Mohana at Chandpur Sadar is a recognised tourist spot at present and has a glorious future for the local people, labourers, entrepreneurs and the small traders for livelihood. The river-based Chandpur provides livelihood to a large number of peoples as fishermen, fish sellers, vegetables vendors etc. The people who are living in the bank of river all over the route are collecting fishes as the sources of livelihood. Some boatmen are running their o up tion s ‗majhi‘. The beneath table shows that 16.31%of total population of Dhaka, Munshigong, Gagaria and Chandpur launch route are business men, 5.70% are catching fishes, 8.21% are working as day labour, 1.14% operating boat (boatman) etc. The major issue is that about 8.67% people are more or less unemployed. It is mentionable that there are also all types of common professions are available here. And like to the vessel shelters locations, here women are mostly housewives (33.87%). The table represents findings on proposed vessel shelter spots indicating that 13.22% people are leading their livelihood by business, 1.99% by rickshaw or van puller, 7.25% by catching fishes (fisherman), of them 0.54% are female in six proposed vessel shelters. The most interesting issue is that almost all of the sampled female population (33.15%) are housewife in nearby location of the proposed storm vessels shelters except 0.18% teacher and 0.54% fishermen. 257 Final Report Table 6.7 refers that 19.23% of the sampled population are businessmen, 7.07% are rickshaw or van pullers, 1.11% are boatmen, 7.22% are fishermen and many other common occupational groups in and around ferry ghats. There are also 34.07% women are housewife which is very similar to the vessel shelters and launch route. It is mentionable that 8.89% of people are unemployed in the spots. Table 6.7: Primary Occupation across proposed project route; Rivet Route & launch 06 vessel shelters Ferry Crossing Route terminals Occupation Femal Tota Male e Total Male Female l Male Female Total Agriculture 1.03 0.11 1.14 4.53 0.00 4.53 3.70 0.00 3.70 Teacher 0.11 0.23 0.34 0.18 0.18 0.36 0.37 0.00 0.37 Overseas jobs 0.68 0.00 0.68 0.54 0.00 0.54 0.74 0.00 0.74 Service 3.08 0.23 3.31 2.54 0.00 2.54 2.59 0.19 2.78 33.1 Housewife 0.00 33.87 33.87 0.00 33.15 5 0.00 34.07 34.07 Fisherman 5.70 0.00 5.70 6.70 0.54 7.25 7.22 0.00 7.22 11.7 Business 15.51 0.80 16.31 11.78 0.00 8 19.26 0.00 19.26 Day Labor 7.98 0.23 8.21 3.44 0.00 3.44 2.04 0.37 2.41 Driver 1.60 0.00 1.60 2.17 0.00 2.17 0.56 0.00 0.56 Mason 0.23 0.00 0.23 0.18 0.00 0.18 0.37 0.00 0.37 Carpenter 0.23 0.00 0.23 0.72 0.00 0.72 0.19 0.00 0.19 Unemployed 6.27 2.39 8.67 5.80 1.81 7.61 7.41 1.48 8.89 Tailor 0.11 0.00 0.11 0.18 0.00 0.18 Doctor 0.11 0.00 0.11 - - - Herbalists 0.00 0.11 0.11 - - - Boatman 1.14 0.00 1.14 2.17 0.00 2.17 1.11 0.00 1.11 Student 7.30 3.42 10.72 7.79 5.43 13.2 7.96 2.78 10.74 2 Rickshaw/Van 1.25 0.11 1.37 1.81 0.18 1.99 3.52 3.52 7.04 Puller Aged People 2.05 2.96 5.02 3.08 4.71 7.79 Servant 0.34 0.23 0.57 - - - Shoemaker 0.11 0.00 0.11 - - - Mechanic 0.23 0.00 0.23 - - - 0.19 0.00 0.19 Launch Master 0.23 0.00 0.23 - - - Barber - - - 0.36 0.00 0.36 0.37 0.00 0.37 Total 55.30 44.70 100.0 53.99 46.01 100. 57.59 42.41 100.0 0 00 0 (Source: ESIA study, September-October 2015) 258 Final Report The income and expenditure are very closely related to well being of the population. If the expenditure is more th n one‘s in ome, he or she will f ll in the tr p of poverty. Here, it is noticeable that the income should be in a standard figure to match the way of life. Table 6.8 beneath demonstrates that the yearly expenditure is more than the income of this locale people in specially six proposed vessel shelters. So it would be a common phenomenon that the poverty level will be high if the interrelated other query are firmed. It is due to dependency of the people on the agriculture in most cases and fishing. There are no other alternative major sources of income as reported. Therefore, people living along the river cannot come out of the poverty circle. According to BBS, lower poverty line is considered to be BDT 60,000 per year. The study represents that the incidence of poverty is higher among river route compared to the vessel shelter and ferry route locations. Table 6.8: Yearly Income and expenditure level of households through the route; River route and Launch Ghats Income and expenditure Yearly Income Yearly expenditure Ranges (Yearly) No. % No. % Up to 60,000 16 5.95 18 6.69 60,001 – 90000 30 11.15 38 14.13 90001-120,000 59 21.93 71 26.39 Above 120,000 164 60.97 142 52.79 Total 269 100.00 269 100.00 06 Vessel Shelters Income and expenditure Yearly Income Yearly expenditure Ranges (Yearly) No. % No. % Up to 60,000 4 2.42 6 3.64 60,001 – 90000 22 13.33 29 17.58 90001-120,000 39 23.64 51 30.91 Above 120,000 100 60.61 79 47.88 Total 165 100.00 165 100.00 Ferry crossing Income and expenditure Yearly Income Yearly expenditure Ranges (Yearly) No. % No. % Up to 60,000 3 1.99 6 3.97 60,001 – 90000 12 7.95 22 14.57 90001-120,000 45 29.80 50 33.11 Above 120,000 91 60.26 73 48.34 Total 151 100.00 151 100.00 (Source: ESIA study, September-October 2015) 6.4 Land use Dhaka to Chittagong river route used the land of government from the very beginning of its origin. As a result, ghats, terminals, jetties etc. are all established on government land mostly 259 Final Report BIWTA or DC Khash land. The proposed 06 vessel shelters are also planned to be constructed mostly on public land to avoid private land acquisition, displacement, etc. and any other negative impacts on the community/ population at or near project sites. Yet, extension of launch and ferry terminals may imply some land acquisition. The project will consider all possible options to avoid, minimize and mitigate resettlement impacts. For the situation, where impact on land, structure, trees or any other properties irrespective of title to the land is unavoidable, a resettlement action plan will be prepared following the World Bank operation policy (OP) 4.12 and GoB land acquisition (LA) law which has been described in the resettlement policy matrix of the RPF of the project. Land use pattern adjacent to the river route has two different scenarios for rural and urban sites. Terminals are established in urban or semi urban areas that have developed the Ghat areas as commercial centers of the region with shops and markets. These terminals generate sources of livelihoods for thousands of HHs. On the contrary, the terminals in rural regions with minimal transportation facilities are mostly surrounded by fellow land, cultivable land, ponds, ditches and canals. For example, Doulotkhan (Bhola), Sandwip, Tojumuddin, Laharhat, etc. have fewer shops and commercial entities compared to other terminals. Almost 65% of the private lands around the Ferry Ghats a Launch Ghats are found to be used for agricultural production. Land ownership pattern has been identified during field level survey. Table 6.9 indicates that majority of the participants use their land for mostly commercial purpose. Other than land owners, majority of the participants are using GoB land for business and other purposes. Table 6.9: Land ownership pattern; River route 06 vessel shelters Ferry crossing Land ownership pattern % % % Owner of land 70.26 80.61 94.70 Structure Owner with land 0.00 1.21 0.00 Sharecroppers 0.74 0.61 0.66 Lessee 7.06 1.82 1.99 Non-Titled (Squatters) 21.93 15.76 2.65 Total 100 100.00 100.00 (Source: ESIA study, September-October 2015) 6.5 Fisheries The population of Bangladesh depends on wild fish for food and the generation of income. A large portion rural family are engaged in part time fish capture from the rivers and beels. Until 70s, there was an abundance of fish in the natural waters of the country to well-satisfy the demand. In recent years, however, capture fish production has declined to about 50%, with a negative trend of 1.24 % per year (Ahmed, 1995). In spite of these in 2013-14, 260 Final Report Bangladesh has produced 3548115 MT fish of which 83.22% and 16.78% comes from inland and marine fisheries respectively (FRSS, 2015). Fishermen comprise a major portion of the inhabitants by the riverside in this project area. They catch fish all the year round. Although they have some modes of established system of their product transportation, this project will add a new dimension in the fish trade as it will develop the navigation as well as port management through vessel shelter construction. However, agriculture (excessive removal of surface water and abstraction of groundwater for irrigation), pollution (domestic and industrial), and unregulated discharge of untreated industrial and farm effluents, habitat destruction also have significant impact, as does the regular over flooding and lack of flooding rain in the last few decades (Hossain, 2014). The present study has identified an ethnic community named Bede in Dakatia river (a tributary of Meghna river in Chandpur). They are living here for round 100-150 years following their ancestors. Their daily income is about 300-500 BDT. Their main occupations are fish capture and selling. No proper sanitation system has been developed for them. Their children get no schooling facility. They drink river water by mixing with Alum. There is sever l flo ting net ulture‘s eviden e in the D k ti river. Though it is under ulture practice, some people are still making money out of it. Tilapia and carp species are mainly cultured in this system. In Horinaghat, fishermen stated that, they usually eat the small fishes (Bacha, Dain etc.) of the net and sell the big fishes (Hilsa, Pangus etc.). Another important living source among the fishing communities is the net sewing. A consultation meeting with local residents of Choumohuni, Barisal revealed that, if vessel shelter is made here, a lot of people will earn money for their livelihood and will ontri ute in this re ‘s e onomi st tus. Most of the fishermen near this area are in debt from different loan providers (ASA, Grameen Bank, BRAC, Podokkhep etc). This same situation was observed in Daulatkhan, Bhola where some families were recorded to le ve their home nd fishing o t to es pe from the lo n supplier‘s reminder. This h s e ome ommon phenomenon in the fishermen‘s vill ge. K th fishery (a special type of fishing, practiced in Bangladesh to aggregate fish in a certain place of open water) is also a temporary subsistence option for some people around the area. This practices were quite familiar in Dakatia river, Koroitola Khal (a tributary of Kirtonkhola river, Barisal), Shitalakkha river (less common than the previous two). One of the main problems was lack of capital for buying fishing gears and craft. Most of the fishermen are Muslim in religion but Hundu are another significant group. Fishermen are engaged in fish catching in the Meghna River throughout the year. January, February, March, April are almost dry season. At that time water level was very low and riverine environment is not suitable for the growth of fish. So, during this period fish were not available (Mia et al., 2015). Fishermen basically change their income source then; to labor based other works at their locality. Almost all fishermen community is disadvantaged in social capital such as the networks, groups, trust, access to institutions etc. There was poor existence of social organizations in the surveyed areas. Lack of social capital has affected socio-economic condition of poor people in fishing communities (Mia et al., 2015). 261 Final Report The government of Bangladesh has adopted a programme to protect jatka in 2003-04 to ensure sustainable Hilsa production. By this programme, jatka catch, sell, carry and transport has been prohibited during 1st November to 31st May (7 months). It is not unlikely that jatka fishers earn their livelihood by selling jatka and they do not have any alternate source of in ome. Th t‘s why the government has given special importance this year for alternate sources of income for jatka fishermen so that they can earn their livelihoods by some other me ns during the ‗no t h period‘ of jatka. For the rehabilitation of jatka fishers there was a programme n med ‗Jatka Prote tion nd J tk Fishers Reh ilit tion Progr me‘. A tot l of Tk.2.00 crores/year has been allocated for rehabilitation of jatka fishermen during the years 2008-2010. Beside this progr mme proje t n med ―Jatka Conservation, Alternate Income Generation for the Jatka Fishers nd Rese r h Proje t‖ h s een implemented within j tk available and sanctuary surrounding upazilas for giving alternate income generation activities during the ban period. As this rehabilitation programme was implemented and it helped their livelihood, this made it comparatively easy to keep the fishermen away from catching jatka. This project covers 21 upazilas of 4 districts. Through this project the Government has allocated 10,000 Tk for each jatka fisheries to maintain their family during the jatka catch ban period since the project started. The Government initiated to help the fishers affected by Hilsa ban which includes rice provision through VGF (vulnerable group feeding) per household for four months during the ban period in order to mitigate the sufferings of the fishermen. This programme has started since 2004-05. Programme has covered 85 upazilas of 15 districts for each year (Ahsan et al., 2014). According to Mondal et al. (2013) in Lakshmipur (Ramgati upazilla) of Lower Meghna a total of 82% of fishermen are professional and 18% are seasonal where 25500 fishermen in this area are dependent on the riverine fish for their livelihood and protein supply. The study also states that, two types of fish marketing channel exist in the study area. In first type (84%) involving fishermen to directly consumers and 2nd type (16%) involving three intermediaries (aratdar, wholesaler and retailer). During the peak season, the monthly incomes of fishermen were adequate and the range was 5000 to 30000 BDT. But during the lean period their income became low and even zero. 80% fishermen are fishing with boats (Consider as one unit) and the rest without boats. This underprivileged group of people of our society is the basement of our national protein demand. 6.6 Public Health According to investigation, partial places of the project influenced area are rural areas whilst some are towns. Sanitary conditions in towns are good. Residents drink tap water and live in good houses. Sanitation and epidemic prevention achieve good effects. People are in good health status. However, sanitary conditions in rural area are much poorer than that in towns. Collective water supply is realized only in some towns. Most rural residents drink water in the well. Due to limitation of sanitary conditions and impact of living habits, drinking water quality is hard to be ensured. 262 Final Report The main water related diseases in the project influence area include dysentery, hepatitis, typhoid, paratyphoid fever and arsenicosis etc. Dysentery- Dysentery is featured with bacillary dysentery. The patients and carriers are sources of infection. Disease germ is excreted to the outside of the body with the feces of the patients. Hand touch and mouth infection through drinking water lead to occurrence of disease. The peak is in summer and winter. It often occurs in areas with poor sanitary conditions. Hepatitis- Hepatitis has many types. Hepatitis B is infected through blood and daily contact while hepatitis A is infected through mouth. Hepatitis A easily causes outbreak. (Outbreak means that three persons are infected in a unit). Such disease seldom occurs in evaluation area. Typhoid fever and paratyphoid- Healthy carriers, drinking water and food that are polluted by soil of the patients are infection resources of typhoid fever and paratyphoid. The diseases come on when people drink and eat the polluted water and food. Typhoid fever often occurs in the project area. This disease can be controlled through vaccination. Paratyphoid, similar to typhoid fever, is not so serious. Arsenicosis- Arsenicosis is caused by exposure over a period of time to arsenic in drinking water. Arsenic contamination in water may also be due to industrial processes such as those involved in mining, metal refining, and timber treatment. Drinking arsenic-rich water over a long period results in various health effects including skin problems (such as color changes on the skin, and hard patches on the palms and soles of the feet), skin cancer, cancers of the bladder, kidney and lung, and diseases of the blood vessels of the legs and feet, and possibly also diabetes, high blood pressure and reproductive disorders. Survey on 269 respondents in the project influence area revealed that 74.35 percent is sought treatment from the drug store attendants who are trained healers and 8.55 percent received treatment from private clinic while 7.43 percent took it from government hospital for the normal disease (Table 6.10). On the other hand, in case of critical disease, most of them received treatment from government hospital and upazila health complex which are 76.95 percent and 18.22 percent respectively (Table 6.11). Table 6.10: Health seeking behavior in case of normal diseases Health Service providing institutions No. of People Reported Percent (%) of People Reported Government Hospital 20 7.43 Upazila Health Complex 15 5.58 Private clinic 23 8.55 Rural Dispensary 200 74.35 Family welfare centre 5 1.86 Community Clinic 6 2.23 Total 269 100.00 263 Final Report Table 6.11: Health seeking behavior in case of critical diseases Name of Health Service providing institutions No. of People Reported Percent (%) of People Reported Government Hospital 207 76.95 Upazila Health Complex 49 18.22 Private clinic 8 2.97 Rural Dispensary 3 1.12 Family welfare centre 2 0.74 Community Clinic 0 0.00 Total 269 100.00 6.7 Communications Currently the communication practice of BIWTA is to circulate information through websites nd st keholder‘s onsult tion t field level. BIWTA lso pu lishes ll ne ess ry do uments in print media. The main stakeholders of BIWTA are dredging community, traders, owners of ships and cargos and port authorities. The purpose of this project is to effectively operate Dhaka-Chittagong Inland Water Transport Corridor by establishing water structures and dredging the river channels to popularise water transportation in the country with a view to cut pressure on road and rail communications. It is recognised that to achieve this outcome, a broad range of potential audience groups are required to be targeted, each with differing communication activities and approaches. However to be effective each target audience needs to have a different communication strategy and approach. The priority audience groups have been identified for communication activities are shown in Table 6.12. Table 6.12: The priority audience groups for communication activities Stakeholders/Audiences INTERNAL EXTRNAL The Ministry of Shipping Aid Agencies and Donors - BIWTA - World Bank - Bangladesh Inland Water Transport Corporation (BIWTC) Project staff Local Government - Dhaka office - Local staff - Upazila Parishad - Union Parishad 264 Final Report Stakeholders/Audiences INTERNAL EXTRNAL Government agencies Local communities - Bangladesh Water Development Board (BWDB) - Women - Department of Agricultural - Community leaders Extension (DAE) - Fishermen - Department of Fisheries (DoF) - Farmers -Department of Environment - School teachers (DoE) - Opinion leaders - Land Ministry - Community-based organisations - Ministry of Commerce - Ministry of Industries - Department of Fisheries - Department of Hydrology - Chittagong Port Authority (CPA) - Mongla Port Authority (MPA) - Land Port Authority NGOs/Research organisations - Bangladesh Center for Advance Studies (BCAS) - Bangladesh Environmental Lawyers Association (BELA) - BRAC - Center for Sustainable Development Center for Natural Resource Studies - Coastal Area Resource Development and Management Association - Centre for Coastal Environmental Conservation - Center for Environmental and Geographic Information System (CEGIS) - Development of Biotechnology and Environmental Conservation Centre - Environment and Social Development Organisation - Wildteam - Forum of Environmental Journalists of Bangladesh Media - Print media (newspapers) - Broadcast Media (Television and Radio) - Online Development practitioners - Institute of Governance Studies (IGS) - BRAC University 265 Final Report Private sector - Bangladesh Cargo Vessel Owners' Association - Bangladesh Launch Owners' Association - Bangladesh Inland Waterways Passenger Carrier Association - Dhaka Chamber of Commerce and Industry (DCC) - Federation of Bangladesh Chambers of Commerce and Industries (FBCCI) 6.8 Social Infrastructure The project routes will navigate through 17 Upazilas of 10 districts in Bangladesh. Upazila wise existing health care facilities, educational centers have been collected from secondary sources. On the other hand, location wise distances of nearest health and educational facilities have been tabulated from survey findings. Table 6.13 underneath indicate that on an average that the communities have the benefits of having rural dispensary, community clinics and welfare centers, yet, health complex hospitals have been mostly identified further from their convenience. This distribution has developed into a trend of depending on local unauthorized medication from local pharmacies or dependency on herbal or other medication (Kabiraji, homeopathy, etc). Table 6.13: Distance of Health Service providing institutions Launch Ghat Vessel Shelter Ferry Ghat of Health Service institutions 5 km+ 5 km+ 5 km+ 3 to 5 km Within 1 km 1 to 3 km Within 1 km 1 to 3 km 3 to 5 km Within 1 km 1 to 3 km 3 to 5 km Total Total Total providing Name Governme Hospital 34.9 50.8 15.3 76.4 87.1 100 100 100 8.7 5.6 7.6 0.6 2.1 5.7 5.0 nt Complex Upazila 49.1 16.2 28.6 14.8 15.5 60.0 16.1 16.8 62.8 100 100 100 6.0 9.7 4.4 Health 67.1 12.3 16.4 41.4 21.4 17.9 19.3 43.3 23.6 13.4 19.7 Private 100 100 100 4.1 clinic Dispensar 95.2 95.7 97.3 100 100 100 4.4 0.4 0.0 3.1 1.2 0.0 2.0 0.7 0.0 y (RD) Rural 266 Final Report of Launch Ghat Vessel Shelter Ferry Ghat Health Service institutions 5 km+ 5 km+ 5 km+ 3 to 5 km Within 1 km 1 to 3 km Within 1 km 1 to 3 km 3 to 5 km Within 1 km 1 to 3 km 3 to 5 km Total Total Total providing Name welfare 77.4 18.3 69.9 23.5 65.9 22.8 10.6 100 100 100 Family (FWC) 1.0 3.4 2.2 4.4 0.8 centre Communi ty Clinic 81.3 17.2 73.5 22.0 55.3 39.8 100 100 100 1.0 0.5 3.0 1.5 4.1 0.8 100.0 Other 80.0 20.0 66.7 33.3 100 100 100 0.0 0.0 0.0 0.0 0.0 0.0 0.0 s (Source: ESIA study, September-October 2015) The numbers of educational institutes have been listed in the project impact Upazilas that are demonstrated in the table underneath (Table 6.14). Unfortunately no authentic list for total number of educational institutions was found in Dhaka Metropolitan city. Yet, being the capital and the most developed cities of the country, Dhaka metropolitan has uncountable number of public and private educational institutions including universities. On the other hand, the list indicates that the area has a number of primary educational institutes, with fewer colleges and not many institutions for higher education. Table 6.14: Educational institutes; Total No. Total No. Total No. Total No. Others Upazilas primary High colleges Universities (Madrasas) schools schools Bhairab 93 19 6 - 8 Roypura/Raipura 147 30 3 - 8 Ashuganj 48 13 6 - 13 Dhaka Not listed Metropolitan Keraniganj 158 76 12 - 9 Chadpur Sadar 210 50 7 - 49 Haimchar 77 11 1 - 10 267 Final Report Total No. Total No. Total No. Total No. Others Upazilas primary High colleges Universities (Madrasas) schools schools Matlab South 136 30 4 - 17 Matlab North 168 37 7 - 10 Laksmipur Sadar 265 68 12 - 54 Hatiya 255 40 5 - 16 Bhola Sadar 198 65 13 177 Doulatkha 109 21 3 - 21 Tojumuddin 118 18 1 - 12 Monpura 38 7 2 - 7 Sandwip 149 32 5 19 Barishal Sadar 178 50 10 1 29 Source: Bangladesh Government Web Portal4 The ESIA study findings also indicate that there are quite large numbers of primary schools and other basic educational institutes at convenient locations but a few numbers of higher study institutions. It is found that primary schools are located within 1 km whereas most of the universities and colleges are beyond 5 km from their place of residence. It is reported that the inhabitants are getting more facilities when they are travelling more distance in terms of all educational institutions particularly for higher studies. Proposed navigation infrastructures distance from educational institutions is described in Table 6.15. 4 Cited: 21.10.2015 268 Final Report Table 6.15: Distance of Educational Institutions; Launch Ghat Vessel Shelter Ferry Ghat service Nam of educational Within 1 km Within 1 km 1 to 3 km 3 to 5 km institutions Total Within 1 km 5 km+ providing 1 to 3 km 3 to 5 km 1 to 3 km 3 to 5 km 5 km+ Total Total 5 km+ and Universit 21.3 y 100 100 100 3.8 5.4 4.0 5.3 4.6 0.0 2.2 3.6 69.5 86.1 94.2 College 42.4 11.7 100 100 100 3.6 16.9 15.3 25.5 19.6 29.4 39.3 12.2 33.8 50.4 Secondar 69.1 54.9 39.3 y School 100 100 100 5.2 2.4 0.0 9.0 23.3 33.3 11.7 40.7 11.0 Primary 94.6 95.1 90.8 School 100 100 100 5.4 0.0 0.0 4.3 0.6 0.0 8.6 0.0 0.7 Non- formal 83.3 91.7 77.9 10.1 100 100 100 3.6 3.0 8.3 0.0 0.0 2.3 3.5 16.3 primary school Moktob (Basic 89.5 93.4 88.1 100 100 100 9.2 1.3 0.0 6.6 0.0 0.0 0.7 0.0 11.2 Islamic school) Others 100.0 66.7 33.3 75.0 100 100 100 0.0 0.0 0.0 0.0 0.0 0.0 0.0 25.0 Source: ESIA study September-October 2015; Safe drinking water is very necessary for all. Tube well water is highly used in study area. The highest number of sources of potable water in three components of the project is reported as tube well; such as in launch ghat (66.15%), vessel shelters (66.46) and ferry ghats (74.83%). On the other hand, 8.54% of people in vessel shelters are using river water for drinking after purification as they have limited access to the road communication and other civic amenities in most cases whereas 0.77% and 1.99% of the sampled population of launch ghat and ferry ghats are using river water for drinking. Although they are drinking river 269 Final Report water after purification but still it is unhygienic and dangerous to health. Lsit of source of water for drinking purpose is mentioned in Table 6.16. Table 6.16: Source of Water for drinking purpose; Source of Water for Dhaka, Munshigong, Vessel Shelter‘s Are Ferry Ghat drinking purpose in Gagaria, Chandpur % % % Launch Ghat % Hand tube well 66.15 66.46 74.83 Deep Tube well 21.54 21.95 21.85 Pond 0.00 1.22 0.66 River 0.77 8.54 1.99 Supply water 8.08 1.83 0.66 Rain Water 3.46 0.00 0.00 Total 100 100.00 100.00 Source: ESIA study September-October 2015; Water is being used for daily activities mostly for bathing, dish washing, and other household purposes. The highest numbers of households use river water (32.42%) throughout the proposed route and 57.42% in proposed vessel shelters. On the other hand, 74.83% (the highest) people use tube well water in ferry crossing routes for domestic use. All along the river routes it is common phenomenon that people are mostly dependent on the river. Although it is also reported that due government and non-government initiatives people are using tube well water for their daily activities. Source of Water for household purpose is mentioned in Table 6.17. Table 6.17: Source of Water for household purpose; Dhaka, Munshigong, Source of Water for Vessel Shelter‘s Gagaria, Chandpur Ferry Ghat% household purpose in Area% Launch Ghat (%) Hand tube well 25.57 14.84 74.83 Deep Tube well 6.39 1.94 21.85 Pond 26.48 25.16 0.66 River 32.42 57.42 1.99 Supply water 3.20 0.65 0.66 Rain Water 5.94 0.00 0.00 Total 100.00 100.00 100.00 Source: ESIA study September-October 2015; 270 Final Report The people of the river route area use 72.12% sanitary toilet, 12.64% use non-sanitary toilet, katcha toilet is 11.15% and open defecation is 4.09%. According to the national statistics only 3% of the people are still habituated in open defecation but in the river bank this number is a bit higher that national average. On the other hand at the Storm Vessels Shelters, 67.27% of the sampled population used sanitary toilet. Non-sanitary, Katcha and open space are used respectively 20%, 9.09% and 3.64%. Again, 67.55% people of ferry crossing route is used sanitary toilet. Non-sanitary and katcha toilet are used by 21.19% and 9.27% respectively. Here only 1.99% people use open space in terms of toilet. But overall toilet facilities in the launch and especially ferries are inadequate considering the passenger load. It is to be mentioned that the facilities need cleanliness support to maintain a hygienic condition. Types of required toylat facility is mention in Table 6.18. Table 6.18: Type of Toilet; Six Ferry Vessel Dhaka-Munshiganj-Gajaria-Chandpur-river route (%) crossing Shelters route (%) Type (%) Sanitary 72.12 67.27 67.55 Non-Sanitary 12.64 20.00 21.19 Katcha 11.15 9.09 9.27 Open Space 4.09 3.64 1.99 Total 100 100.00 100.00 Source: ESIA study September-October 2015; The electricity facility of river route area is very underprivileged in the project districts. The shops, business and some other entities have managed other sources like solar panels, unauthorized electric connections, etc. Access to electricity has been illustrated below by Figure 6.1. The figure represents a significant factor regarding access to electricity through the project area. It indicates that, the areas, where the project sites have been chosen from islands, access to national grid electricity is limited. On the contrary, access is better in the main land. The islands and char areas mostly rely on generators or solar panels. Figure 6.1: Access to electricity; 271 Final Report The overall infrastructure of the river side area seems inadequate considering demand and activity in the surrounding. It is certain that there are immense opportunities and demand for improvement in the area. 6.9 Demand for dredged Materials B ngl desh is ‗delt ‘, formed y river sediments nd eing mostly pl in l nd, huge amount of sediments is delivered by the rivers that are brought by course of their travel. These sediments play a major role in cultivation and fertility of our land, but increasing amount of sediments cause barrier to navigation system through the rivers. Dredging is a key focus of this project to improve river navigation and therefore, dredging is very important for river related transport all over the route. In terms of previous knowledge of the respondents, they have experienced waste of previous dredging kept on the river bank or river side chars/cropping field. And finally it took place in the river during rainy season or caused river erosion in preceding places and also causes lack of fertility of land. Therefore, the first choices to the dredge materials have been to take them away from river. As means of keeping the spoil from the river bank, the first choice has been to sale the spoil sediments to willing buyers. In some sites near to polders, the participants advised to use the dredge spoils for maintenance and increasing heights of polders. Some suggested increasing heights of yard of community properties like school Eidgah, etc. During field study, the respondents near Dhaka, especially Shadarghat and Jinjira opined that the river bed is fully contaminated therefore dredged material near shadarghat in Buriganga river is not usable. They are not interested to buy the dredged materials at this location. On the other hand, dredged material from Ashuganj, Bhairab, Homna, Raipura and further downstream are very much welcomed by the sand traders. The local sand traders are willing to buy dredged materials. Apart from this, local people have also demand for the dredged materials for their community use such as filling up yard of the community properties (School, Madrasah, College) and rural roads, dyke, embankment. 6.10 Gender Issues Gender related issues across river side population through project route will be an influential focus in Social Impact Assessment for ensuring socio-economic safeguard of the attached population. Similar to many other regions of this lower middle income country, the effort of women in socio-economic development and well being of their family and surrounding is rather invisible. The sample population in this assessment study has been chosen mostly from river terminals and bordering shops and business centers, where majority are male employers or workers. On the other hand, common passengers and other female stakeholders encountered during study have been impulsive and defiant to participate in the study, which has been a major challenge to overall learning in this project. However, the current river transport systems do not have any specific facility dedicated for women. There are no separate ticket counters, waiting rooms or rest rooms for women. This has made the female passengers more dependent on road transportation. The female respondents also complained about sanitation facilities in the terminals and in water transports and expected the project to mitigate these problems. Among the total HH population of the survey, 45% were female and 272 Final Report the survey findings have been deliberated based on their circumstances. The study findings indicate that the project sites offer minimal opportunities to women for economically active participation. In addition to that, the study also reveals that decision making role of women in the HH is negligible with only 1.03% households being headed by women. On the contrary, better communication and transport facility may convey additional facilities and introduce more choices for their pursuit. Figure 6.2 demonstrates such opportunities according to the survey respondents. Majority of the participants believed that the project will bring more employment opportunities to women in addition to education, which will play a role in gender balance and enhance better role in business for women. Other than that, some respondents also highlighted that with better transport and communication facility, women will be able to Figure 6.2: Project role in women empowerment; receive better medical facility and overall situation for women will be developed. The baseline information in the study area indicates that the project site lacks higher education as well as proper health service facilities. Special focus should be paid on sanitation facilities across river route. The constraint added to the women correspondents is that due to lack of transport facility, attaining service from distant sites is more inconvenient. In addition to that, Table 6.19 represents recreational preferences of various age and gender groups. It indicates that men and boys are enjoying the most of the facilities compared to women, girls and hildren. Ag in, women‘s movement is mostly indu ed y household work (by the river) and socialization (ceremonies in community centers). 273 Final Report Table 6.19: Recreation to different age and sex groups; Recreational Men Women Boys Girls Child preference By the river 8.80 3.45 10.38 6.71 2.97 Common ground 5.00 1.55 9.71 3.77 5.58 Community 6.35 5.03 0.45 1.97 0.23 centre Club 8.03 0.26 1.81 0.29 0.10 Local Tea Stall 16.09 0.10 1.06 0.19 0.13 Total 44.28 10.38 23.41 12.93 9.00 Source: ESIA study September-October 2015; The major limitations through project locations for women empowerment is employment opportunities to women. The business, transportation and all other opportunities are compact with male appearances. In addition to that, convenient transport facility to education facility is also a major requirement to gender balance. Some advancement in women empowerment and decision making has been noticed during ESIA study. It is presented in Figure 6.3. The findings indicate that women enjoy the liberty of decision making about their hildren‘s study and well being, household work and their own facilities like education, medication, work, etc. to some extent. But they have limited hold on Figure 6.3: Women‘s‘ role in de ision m king; expenditure, income, loan, moving abroad, etc external issues. Majority of the project sites are considered remote in terms to transport and other service facilities. It can be expected that improvement of the river navigation routes and promoting transport facilities can improve overall gender balance and promote women empowerment to some extent. 274 Final Report 6.11 Cultural Resources Culture is one of the most important central concepts in any socio-economical issue. Basically it refers to the way of life. More than anything else, culture is that complex whole which includes knowledge, belief, arts, moral, laws and any other capabilities as a member of society. Natural sites, archaeological resources, cultural resources and historical sites carry an importance of a place. A historical place also plays a major role to the proper development of a city. Dhaka is highly enriched to the historical places. All the districts (Chandpur, Bhola, Munshijonj, Lakshmipur, Noakhali and others) have a number of historical places. List of cultural resources/archeological places along the routes is given in Table 6.20. 275 Final Report Table 6.20: List of cultural resources/archeological places along the routes Upazilas Archaeological, cultural and historical spots Bhairab Syed Nazrul Islam bridge Royapura/raipura Panthaosala Ashuganj Ashugong fertilizer company limited, Bank of Meghna river Metropolitan No information Keraniganj Bashundhara park, Dhaleswari river Chandpur Sadar Chowdhury Bari Haimchar Bank of Meghna river(old college) Matlab South Boalia Jamider Bari, Dhonagoda river Matlab North Satnal tourist spot Laksmipur Sadar Dalan bazar Jamidar Bari, Charmanasha hawa park Nijhum Dwip (island) is one of the most important tourist spots of the country. Sun rise and sun set can be viewed from the vast Hatiya extended sea beaches located on the southern and western extremities of the island. Kazir Bazar, Surjomukhi are also another tourist spots Bhola Sadar Birsrasto Mostafa Kamal Museum Doulatkhan Bangla Bazar Hatam Khanom Complex Mosque Tojumuddin Char Mozemmal and Char Johiruddin Monpura Monpura landing station, Chowdhury project Sandwip Solar energy project, Shabus Char Korapur Mia Bari Mosque, Barisal river port, Banghabondhu Barisal Sadar Uddan Source: GoB web portal 276 Final Report 7 CLIMATE CHANGE AND ADAPTATION 7.1 IWT and Climate Change Situated in the lower end of the three great rivers, the Brahmaputra, the Ganges and the Meghna, Bangladesh is one massive alluvial flood plain criss-crossed by a network of several rivers, their numerous tributaries and canals. Inland water transport (IWT) is a very important mode for maintaining transport link between the various remote parts of the country and at the same time a means for transporting export-import cargo as well. Bangladesh is recognized as one of the most vulnerable countries to climate change impacts in the world. It has a history of extreme climatic events claiming millions of lives and destroying past development interventions (DoE, 2007). The exposures to different risks get aggravated because of varying high population density, and concentration of economic activities in different parts of Bangladesh (Ahmed, 2006; DoE, 2007). Drought, flooding, cyclonic storm surge are frequent water borne disaster in Bangladesh, which will be worse under climate change effect. Numerous studies have been performed to characterize the effects of climate change. A combination of sea level rise, changes in monsoon rainfall and more extreme events will have large scale impacts on the country. Climate change is likely to increase flood and drought risks, increase monsoon river flows and increase salt water intrusion, intensification cyclonic storm surges. As a result climate change will have large impacts on water management and water related sectors such as inland navigation. Global warming with higher associated rainfall and relative sea level rise will also likely cause significant changes in sediment and erosion regimes. Consequently, rivers may be disturbed requiring long periods of adjustment in fluvial processes and morphological forms. Being subjected to upstream condition which is beyond control, changes in hydrological and climatic parameters would make the rivers of Bangladesh more vulnerable as well as unpredictable. The main issues of climate change that may affect River navigation i.e. sedimentation and erosion in the river are (a) changes in flood regime due to changes in precipitation pattern (b) changes in sediment load due to changes in precipitation and river flow (c) changes in water level due to sea level rise. Climate change is now a fact. It is also now widely accepted that human activities are playing a role in the increase of greenhouse gas emissions that have accelerated global warming during the last century, although the significance of the human contribution is still a matter of debate. IPCC has introduced several global climate change scenarios, from which projections are made, based on that projection impacts and responses can be identified. IPCC introduced new AR5 scenarios. 277 Final Report Figure 7.1: IPCC climate change scenarios and projection of global temperature change AR5 scenarios are categorized according to the carbon emission which is briefly described the following Table 7.1. Table 7.1: Main characteristics of each RCP Scenario RCP2.6 RCP4.5 RCP6 RCP8.5 Component Greenhouse Very low Medium-low Medium High gas mitigation baseline; baseline emissions Very low baseline high mitigation Medium for Medium for Medium for Very low for both Agricultural cropland but both cropland and area cropland very low for cropland and pasture pasture (total pasture low) Medium- Air pollution Medium-Low Medium Medium high The recent climate change information in Bangladesh has been discussed based on information available in published sources and some updated knowledge has been generated based on the analysis of long-term historical data of some important climatic parameters. 278 Final Report The country average of minimum, maximum and mean temperature for the period 1948-2011 has been subjected to least square time regression analysis to estimate the trends for country average temperature. During the winter and pre-monsoon seasons the minimum temperature has increased more than the maximum temperature. The changes in winter temperature are significant while the trend for maximum temperature is not significant. However, for the monsoon and post-monsoon season the maximum temperature has increased more than for the minimum temperature. Increasing trends in both minimum, mean and maximum temperature are evident in the following Figure 7.2 & Figure 7.3 a) b) Figure 7.2: The time series plots of annual minimum (a) and maximum (b) temperature (source BDP2100) Figure 7.3: The time series plot of annual mean temperature (1948-2011). The thin straight line is the least square best fit line showing the trend of mean temperature (Source: BDP2100: Climate Change Baseline Study) Trend analysis has been carried out based on the annual maximum, average and minimum of available water level data for selected tidal water level stations (Hironpoint at Pussur River, Khepupara in the Tentulia River and Rangadia in the Meghna estuary) by IWM to find the change in relative sea level rise. 279 Final Report Hiron Point The available data at Hiron Point is from 1977 to 2013. The trend equation of yearly maximum water level at Hiron Point has been obtained y = 0.0078x - 12.916. The slope of this equation indicates the change of water level per year. Positive slope indicates the increasing trend and vice versa. The slope of trend equation of annual maximum water level at Hiron Point is 0.0078 which indicates that the rate of increase of water level at the surrounding region of Hiron Point is (i.e. Koyra Upazila, Khulna division, Sundarban) 7.8 mm/year. Similarly rate of increase of annual average water level is 6.8 mm/year (Figure 7.4). But Annual minimum water level does not show any significant trend. Hiron point Water Level 3.5 3 2.5 7.8 mm/yr 2 Water level (mPWD) 1.5 6.8 mm/yr 1 0.5 0 -0.5 y = -0.000x - 0.432 -1 -1.5 1975 1980 1985 1990 1995 2000 2005 2010 2015 Year Annual Maximum WL (mPWD) Annual average WL (mPWD) Annual minimum water level (mPWD) Figure 7.4: Trend analysis of annual maximum, annual minimum and annual average water level at Hiron Point The trend analysis shows that water level has been increasing over the years, which is combination of global warming and local effects. Khepupara The available data at Khepupara in the Barisal area is from 1988 to 2012. The annual maximum, minimum and average water level has been calculated from this data set. The trend equation of yearly maximum water level at Khepupara has been obtained y = 0.0081x – 13.61, which indicates that the rate of increase of water level is 8.1 mm/yr at around Patuakhali. Similarly, the rate of increase of annual minimum water level is 0.6 mm/yr and rate of increase of annual average water level is 3.7 mm/yr as seen in Figure 7.5. 280 Final Report Khepupara Water Level 3.5 3 2.5 8.1 mm/yr 2 Water level (mPWD) 1.5 1 3.7 mm/yr 0.5 0 -0.5 -1 0.6 mm/yr -1.5 -2 1986 1991 1996 2001 2006 2011 Year Annual Maximum WL (mPWD) Annual average WL (mPWD) Annual minimum water level (mPWD) Figure 7.5: Trend analysis of annual maximum, annual minimum and annual average water level at Khepupara Rangadia The available water data at Rangadia (located in the Chittagong district at the outfall of the Karnafuli Rivers) from 1993 to 2012. The annual maximum, minimum and average water level data were calculated from this data set. It is seen that the trend of annual average water level is 4 mm/yr and significant trend is not found for annual minimum water level as seen in the Figure 7.6. Rangadia Water Level 8 7 6 5.8 mm/yr Water level (meter) 5 4 4 mm/yr 3 2 no significant trend 1 0 1990 1995 2000 2005 2010 2015 Year Annual Maximum WL Annual average WL Annual Minimum Water level Figure 7.6: Trend analysis of annual maximum, annual minimum and annual average water level at Rangadia ( Source IWM) 281 Final Report Assessment Report5 ( WG1AR5, TS-5,2013) of IPCC stipulates that it is certain that Global Mean Surface Temperature (GMST) has increased since the late 19th century. Each of the past three decades has been warmer than all the previous decades in the instrumental record, nd the de de of the 2000‘s h s een the w rmest. The glo l om ined l nd nd o e n temperature data show an increase of about 0.89°C [0.69–1.08] over the period 1901–2012 and about 0.72°C [0.49- 0.89] over the period 1951–2012 when described by a linear trend. Similar to the analyses above all the last IPCC (2013) report concluded that it is very likely that mean annual temperature has increased over the past century over most of the Asia region, but there are areas of the interior and at high latitudes where the monitoring coverage is insufficient for the assessment of trends (see IPCC 2013, Chapter 2, Figure 24-2). New analyses continue to support the AR4 and SRES conclusions that it is likely that the numbers of cold days and nights have decreased and the numbers of warm days and nights have increased across most of Asia since about 1950, and heat wave frequency has increased since the middle of the 20th century in large parts of Asia (see IPCC 2013, Section 2.6.1). Rainfall variability in Bangladesh is extremely high. There is a large difference between the different regions of the country and large differences between seasons. Also the inter-annual differences are large. This large variability makes it difficult to find significant trends in historical rainfall records. Impacts and adaptations In addition to trends for an ongoing rise in global temperature and associated sea level rise, it is anticipated there will be an increase in the frequency of such extreme events as storm surges floods and droughts. Climate change effects are also expected to increase in the coming decades, in part because of the relative lack of success to date in implementing mitigation measures (i.e. measures designed to reduce greenhouse gas emissions), and in part due to the therm l inerti of the o e ns, the ‗ lim te engine‘. Clime change and sea level rise is very likely to cause the changes in the state variables or indicators of the river and estuary. The schematization of climate change influencing the use of waterways is presented in the Figure 7.7 282 Final Report Climate change External Conditions Atmosphere Sea Catchment Precipitation, wind, air Sea state, salinity, cyclonic Inputs of water, solids, temperature, radiation storm surge, tides, sediment, fertilizers, etc. currents, sediments, water pesticides etc. temperature. Waterways Elements River, coastal zone, estuary, channel, river port, vessel, ship, river bed, and banks, hydro-engineering works, navigation infrastructure State Variable Water level, runoff/river flow, water temperature, suspended sediment concentration, bed load transport, annual sediment deposition, dredged material, salinity, ecological conditions etc. Processes Currents, erosion, remobilization of sediments, chemical/biological reactions, population dynamics, transport modes, navigation related operation and maintenance etc. Figure 7.7: Flow chart of climate change and processes influencing the use of waterways Projection on Climate Change Assessment Report 5 of IPCC (IPCC, AR5, 2014) has provided the projections on temperature, precipitation, sea level rise and wind speed for the latest 4 climate change scenarios in global and regional scale. Table 7.2 presents the projection on temperature and precipitation for South Asia. The precipitation responses are first averaged for each model 283 Final Report over the 1986–2005 period from the historical simulations and in the projected periods of the RCP8.5 experiments. (Source: IPCC chapter 14SM; Table 14.SM.1b) Table 7.2: Precipitation change projections (at SOUTH ASIA) by the CMIP5 global models Scenario Region Month Year Min 25% 50% 75% 100% 2035 -13 -2 1 6 20 DJF 2065 -16 -4 4 10 23 2100 -17 -1 12 21 42 2035 -3 1 3 5 16 RCP 8.5 South Asia JJA 2065 -1 7 10 13 27 2100 -9 13 17 23 57 2035 -2 1 3 5 11 Annual 2065 0 6 8 11 17 2100 -7 11 18 21 45 This projection is in regional scale and is not wise to use for Bangladesh. Bangladesh Water Development Board (BWDB) is implementing the Coastal Embankment Improvement Project 1 (CEP1), a World Bank funded project, use the statistical downscaling results of GCMs for climate change scenario of RCP 8.5. Bangladesh Delta Plan 2100 (GOB, 2014) suggests that the climate change scenarios will be based on the analyses on a low (RCP4.5) and high emission scenarios (RCP8.5). Likely impacts on navigation would be insignificant under RCP4.5. However, there very likely that navigation routes will experience impacts under RCP 8.5 with higher increase of precipitation and sea level rise. The monthly projection for 2050 based on statistical downscaling results of 15 GCM is presented in the following Table 7.3 . The list of GCMs is presented in Table 7.4 Table 7.3: Monthly R inf ll Proje tion ( t 2050‘s) for RCP 8.5 s en rio t sele ted o st l zone of B ngl desh ( l ul ted from sele ted 15 GCM‘s) West coastal zone Rainfall Central Coastal zone Rainfall Delta Delta Month % change Month % change factor factor January -12.39 0.88 January -14.53 0.85 February 4.68 1.05 February 3.24 1.03 March -5.29 0.95 March -0.4 1.00 April -11.85 0.88 April -10.7 0.89 May 3.06 1.03 May 6.46 1.06 June 1.05 1.01 June 3.55 1.04 July 15.75 1.16 July 16.71 1.17 August 16.08 1.16 August 19.6 1.20 September 22.47 1.22 September 26.99 1.27 October 14.46 1.14 October 16.09 1.16 November -6.75 0.93 November -11.53 0.88 December 12.26 1.12 December -16.97 0.83 284 Final Report Table 7.4: List of Sele ted 15 GCM‘s re provided elow: GCM GCM (General (General SI No. SI No. Circulation Circulation Model) Model) bcc-csm1- 1 ipsl-cm5a-lr 9 1 2 ipsl-cm5a-mr 10 bnu-esm 3 miroc-esm 11 canesm2 miroc-esm- 4 12 ccsm4 chem 5 miroc5 13 cesm1-bgc 6 mpi-esm-lr 14 cnrm-cm5 gfdl- 7 mpi-esm-mr 15 esm2g 8 mri-cgcm3 Source: The calculations are performed from the output of Climate change group of World Bank Team. Source of data can be found at http://climatewizard.ciat.cgiar.org/wbclimateanalysistool/ The projection covers the Lower Meghna River, Meghna Estuary and Barisal area, which is shown in the figure 7.8 In accordance with the projection on precipitation the rainfall in the dry season will be decreased. It implies that the water flow/discharge is very likely to be decreased in the river during dry season causing decrease of navigation depth. The decrease of navigation depth might increase the maintenance dredging volume in the navigation routes. In the monsoon the precipitation is increases in accordance with the downscaling results of GCM. The increase of precipitation will increase the river flow during monsoon, which may lead river bank erosion in the navigation routes. In such situation the alignment of the dredging is very likely to be changed keeping adequate distance from the river bank to avoid dredging induced erosion. 285 Final Report Figure 7.8: Coastal zones for downscaling results of GCMS IUCN (2007) addressed following likely impacts on navigation in the changing climate; • Loss of navigability due to increase in frequency and duration of dry spell (drought) may imply higher prices and losses; Increase in frequency in wet and stormy period may imply higher costs due to weatherdisturbances and safety; • Gradual low flow conditions and resulting economic losses; • Large variations and reduced water depth; • Sharp increase in frequency of extreme costs; • Damage from cyclone and storm surge to IWT infrastructures Again it is worthy to mention that dredging activities for inland navigation improvement mostly will take place in rivers and Meghna estuary. The morphology of these areas is influenced by sediment supply, currents, waves, winds, water levels and tidal range. Changes in these conditions due to global warming may induce changes in erosion and sedimentation patterns, with potential consequences for both inland and in the estuary dredging requirements to maintain adequate navigation depth. Adaptation measures might be dredging of increased volumes sediment or locations, the type or number of dredging tools, or new dredging methodologies. Navigation interests could be affected through changes in the shape and depth of channels, formation of submerged shoals or a change in maintenance dredging frequency and volume. Changes in water quantity will cause changes in river discharge; especially, the probability of extreme hydrological events will increase such as floods and 286 Final Report drought. This could cause changes in river channel erosion, sedimentation and sediment transport. The morphology reflects the supply and transport of sediments in rivers. In the event of climate change, both sediment supply and sediment transport are subject to change. Dredging technique and dredging method should be determined in a manner that can adapt to the erratic conditions of the rivers due to climate change. Through morphological and social studies dredge materials may be discharged to raise the river banks. For sustainable navigability river training work should also be carried out as well. Despite BIWTA‘s id to navigation support along the channel, change of river course has become almost unpredictable. As a result, vessels are grounded often cause huge economic loss for the vessels operators, which is likely to be increased under climate change through channel shifting and that demand close monitoring of navigability. Changes in cyclonic storm duration and/or frequency may lead to decreased regularity of river ports, increased downtime and the requirement for more storage capacity at cargo and container terminals for use in times of closure specially in the Meghna estuary not in the rivers in the non-tidal area like Buriganga, Shitalakhya Rivers. The planning and design of passenger, cargo terminals and ferry ghats needs to be carried out considering flood level and storm surge height in the changing climate. Climate change adaptation measures need to be based on a well-informed, proactive and integrated approach; adequate monitoring and follow up programmes will be important. BIWTA also needs to consider adaptation to include strategies that adapt the current systems and infrastructure to account for changing climate. 7.2 Climate Change impacts and adaptation in the D-C IWT Project 7.2.1 Climate Change Impacts Bangladesh is a disaster prone country due to its geographical location. On the other hand, geography of the country is mostly plain land and the height of southern region of the country is very close to sea level. This makes it more vulnerable to climate change impacts. The country suffers from storms and cyclones, the intensity of which is also about to increase due to climate change issues. The proposed river route of the Dhaka-Chittagong inland water transport corridor project travels across southern river terminals of the country. Especially Bhola, Monpura, Hatiya, Sandwip, etc. char islands will suffer the consequences of climate change more intensely. Therefore, the vessel shelters and terminals to these sensitive regions should have hazard maps and locations of nearest cyclone shelters clearly marked in visible locations near the entrance of the terminals. In addition to that, an emergency Hotline number should be included in all the terminals to ensure safety and security of the passengers. A detailed investigation is required to find likely impacts on navigation routes and adaptive measures under climate change and sea level rise. There are very limited researches and studies on assessment of effect of climate change on inland waterways. 287 Final Report Potential impact on navigation: I. Change in river erosion and sedimentation II. Increase of local sea level and storm surges III. Decreasing flow during dry season causing reduced navigation depth IV. Increase of wind conditions V. Evolution of wave action VI. Evolution of tidal propagation and range VII. Changes in ocean coastal and estuarine morphology VIII. Changes in storm events IX. Relocation of designated environmentally protected areas X. Change in navigation route alignment. 7.2.2 Climate change mitigation and adaptation A Climate Change Unit will be established in the BIWTA for mainstreaming the climate change issues in the project planning and implementation. The following mitigation and adaptation measures will be pursued during implementation of the Project. In parallel to the project implementation, the World Bank will provide technical assistance to MoS, BIWTA and other relevant agencies to develop a strategy and action nplan for ―greening the w terw ys‖, nd will pilot sele t tivities under the pl n, to test ppro hes and generate lessons learned to enable scaling up in a future operation. This study will include a large focus on identifying mitigation measures to reduce carbon dioxide and other greenhouse gases emissions from ships, cargo handling equipment and related hinterland transport. Possible such activities to be included in the action plan are: • Preparing GHG emissions inventory (from the current operations) and setting goals to reduce emissions. Also periodic reporting. • Exploring the introduction of cleaner fuels such as CNG (comparatively less emissions) in the vessels owned by the ministry to set a good example for others to follow. • Developing an incentive scheme to encourage vessel owners to upgrade vessel engines, such as conversion to CNG or installation of emissions control measures. • Educational campaigns for users of the waterways to tackle behavioral aspects of reducing emissions and other forms of pollution. • Improving efficiency within the logistic chains by streamlining the movement of cargo, truck traffic and inland navigation access • Reduce energy dependence with in the ports by developing and using renewable energy sources On the adaptation front, the project will foremost ensure that river terminals and landings are designed in consideration of maximum flood levels expected with climate change, as well as potential decreases in minimum flows during dry season. 288 Final Report In addition, in parallel to the project, the World Bank will provide technical assistance tosupport a detailed climate change vulnerability assessment and development of an adaptation/resilience strategy for the IWT sector as a whole. Potential adaptation measures to be explored at the sector level include: • Climate change modeling and developing forecasts for river water levels and changing sedimentation patterns • long term planning and design for new infrastructure in consideration of climate vulnerabilities • Identify the vulnerabilities in the IWT sector and proactive actions • Design of new wider vessels that could accommodate low drafts • Planning for future upgrading / modification of additional BIWTA-owned facilities to account for future flood levels expected from climate change 289 Final Report 8 POTENTIAL SIGNIFICANT ENVIRONMENTAL IMPACTS 8.1 Alternative Dredgers Types (Equipments/Techniques) Potential types of dredgers and their functions According to engineering design basically there are 3 kinds of dredgers; they are mechanical, pneumatic and hydraulic dredger. As known, though there are some mechanical dredgers are in use by BWDB, BIWTA (those are being used they are very old), being inefficient this type is not the preferred one. Hydraulic type dredgers mainly of two types: trailing suction hopper dredger and cutter suction dredger. Cutter Suction Cutter suction dredger consists of a centrifugal pump and the suction tube that has cutting mechanism (rotary blade) at the end. The main technique is applied in dredging is that loosening the sand and cutting are done simultaneously, and the dredged material is sucked by the dredging pump and transported through a pipeline. Though can be used in sandy, clayey soil, due to the capacity of cutting it has preferred use in case of dredging on bedrock or very hard soil or gravel deposits. Usually, the distance of transportation pipe line by design could be 2-3 km. However, by adding booster pump to the pipeline the dredge-spoil can be transported/dumped to a further distance. Trailing Suction Hopper Dredger The trailing suction hopper dredger is practically a ship that by the use of dredging equipment n dredge desired lo tion nd dis h rge into the ship‘s ont iner nd n s il it in order for releasing the dredge elsewhere. A description of its functionality and uses are also given in Section 3.3.2. In principle, its dragging technique is basically similar to a vacuum cleaner. That means sail-and- drag, sucking by creating vacuum and hence loading, then sailing to unload elsewhere. The hopper suction dredger has self-loading and unloading capacity. As an operation procedure, one or two suction pipes having trailing suction head connected to the end descend onto the river bed (desired dredging location). There are nozzles in the head that are connected to a high pressure installation that are capable of loosening the bed material (sand). With respect to limitation of its 290 Final Report uses, since it prepare and collect dredge by loosening sediments and dragging and and also steel teeth are not so big, so it is capable of working on relatively loose and soft substance. As to the components of equipments, apart from the ship with engine, it has rearward extending one or more suction pipes, one or more dredging pumps in order to create suction (under pressure) to extract dredged sediment inside the pipe, transportation pipes in order to send dredge into the hopper, an overflow device to get rid of the redundant water overboard, kind of degassing devices to remove any gas from the substance. A comparative consideration Where pumping is possible, hydraulic dredgers are much more efficient than mechanical dredgers. However, any situation that limits the uses of hydraulic dredging other types can be used. For example, due to hard rock, debris or narrow channel with a lot of passing traffic, which does not allow the floating pipeline. In such circumstances, grab dredgers can be used. Again, in such situation hopper barges would be required to convey the dredged spoil to the desired dumping sites. On the whole, choosing an appropriate dredger type is a matter of optimization between the issues - dredging project, constraints and dredging equipments. A good guidance on the suitability of types of dredging equipments depending on the soil condition can be seen in Table 8.1 Table 8.1: Suitable types of dredging equipments on the soil criteria [Courtesy: H van Muijen, IHC] Feasibility under this project In this project the dredging operation involves a number of rivers of hundreds of kilometers and they are well-wide, and most locations of dredging will be well inside the coastline. From efficiency consideration with respect to all aspects – technical, capacity, cost, the mechanical 291 Final Report dredgers would not be feasible. Their use is diminishing day by day, when other robust and efficient devices are available. Using of hydraulic-type would be feasible due to the size of the river (long, wide), type of sediments (no bed rock, all navigation paths and routes pass through flood plains and estuaries, all are late holocene sediments, no debris etc). Therefore, cutter suction type dredger would be the feasible option from both technical and financial point of view. However, while dredging locations are the coastal area, for example downstream of Bhola, Lakshmipur hopper suction type dredger might be considered provided if costing favours in choosing such type. In no way hopper suction would be a viable option for inland rivers, since the sailing distance will surely be very long, the capacity, therefore, be low and hence the cost for each unit volume of sediment would be quite high. As known so far known from BIWTA, it will be using for dredging inside inland rivers 18-inch cutter suction dredger. And in the estuary area either hopper suction or 26-inch cutter suction dredger will be used. 8.2 Dredge Material Placement Locations There are several suitable locations have been selected for disposal of dredged material. These locations are given in the below Figure 10.1 and illustrated in the Table 10.1. 8.3 Environmental, Health and Safety Impacts 8.3.1 Impact of Dredging on Benthic Habitat, Dolphin, River Turtles and Important Bird Area The impacts of dredging on biological resources can be short term or long term, direct or indirect. There can be short-term impacts from the dredging, and long-term impacts associated with habitat modification. Short-term impacts could include local changes in species abundance or community diversity during or immediately after dredging. Long-term impacts could include permanent species abundance or community diversity changes caused by changes in hydrodynamics or sediment type, or a decline or erratic trend beyond the normal range of variability in the years following new dredging. Direct impacts would be directly attributable to the dredging activity, such as a direct loss of mudflat habitat. Dredging involves the removal of substrate and benthic organisms at the dredging site, resulting in immediate localized effects on the bottom life. Besides the decimation of organisms at the dredging site, there is the removal of the existing natural or established community with widely varying survival of organisms during dredged material excavation. Aside from the initial physically disruptive effects, a long- term environmental concern is the recovery (repopulation) of bottom areas where dredging has occurred. Dredging thus opens the area for recolonization on a new substrate that may resemble the original substrate or be completely different in physical characteristics. Recolonization of the dredging site can begin 292 Final Report quickly, although reestablishment of a more stable benthic community may take several months or years after the dredging operation has occurred. The effects of habitat loss or alteration at the dredge site may extend beyond the boundaries of the dredging operations. However, dredging- induced habitat alterations are minor compared to the large-scale disturbance of benthic habitat. During all dredging operations, the removal of material from the riverbed also removes the animals living on and in the sediments (benthic animals). With the exception of some deep burrowing animals or mobile surface animals that may survive a dredging event through avoidance, dredging may initially result in the complete removal of animals from the excavation site. Where the channel or berth has been subjected to continual maintenance dredging over many years, it is unlikely that well-developed benthic communities will occur in or around the area. It is therefore unlikely that their loss as a result of regular maintenance dredging will significantly affect the aquatic ecology. However, certain aquatic species and communities are more sensitive to disturbance from dredging than others. Dredging activity removes the existing benthic community which is important in nutrient cycling and as a source of food. The rate of recovery for the benthic community is highly variable and depends on the type of sediment, system size, the composition of nearby communities, the amount of sediment removed, and salinity. For instance, recovery is reported as faster for benthic communities in low versus high salinity habitats, and those associated with finegrained sediments versus coarsegrained sediments. Recurring physical disturbances (such as maintenance dredging) can alter the sediment chemistry and reduce recruitment of new benthic animals. Over time, a decrease in benthic community abundance and diversity is likely. Human influences on benthic habitat include not only dredging and disposal, but also waste discharges, sediment deposition from hydraulic mining, filling of Bay margins, fresh water diversions, and introduction of exotic species. When the disturbance ceases, recolonization of the benthic substrate occurs; reestablishment of a more or less stable benthic community can take several months or years. Assessing the recovery of benthic habitats disturbed by dredging and dredged material disposal operations is an important and growing management issue throughout the world. Although many projects have been monitored and a substantial literature on the subject exists, few generalizations can be made about typical recovery rates because biological responses are influenced by numerous factors, including site-specific bathymetry, hydrodynamics, depth of deposited sediments, and the spatial scale of the disturbance, sediment type, and the timing and frequency of the disturbance. Additionally, there is no accepted definition of what constitutes ―re overy.‖ The dredging and disposal activities will also have impacts on the bird habitats such as reed lands and mudflats, and habitats of dolphin and dolphin and turtles etc. Detailed impact 293 Final Report assessment on these species and their habitats are presented in Annex C: Biodiversity Management Plan. The impact on birds will be mainly from the noise pollution associated with the dredging and associated activities. The dredging activities and disposal activities if carried out any near the reed lands will disturb the habitats of the resident birds. Mud flats in the lower Meghna and Meghna Estuary is an Important Bird Area and is the winter destination for some migratory birds. They also act as foraging ground and essential stepping stone for others on longer migratory journeys. Changes in the mudflats caused by the disposal activities may affect the habitat quality of the migratory birds due to altered sediment concentration. January and February are the periods that migratory birds usually habitat these areas. Any dredging activities carried out during these periods near the mudflats might have an impact on the birds. Hunting of migratory birds by the construction workers associated with dredging activities will also be a major concern. River turtles generally lay eggs in the chars and river banks in the Lower Meghna. 15 March to 15th April is generally breeding period for the critically endangered river turtle, Batagur Baska. Dredging and disposal activities in the chars and on the banks during these periods will have a signifi nt imp t on the turtle‘s h it t. Noise gener ting from the dredging activities and movement of dredgers and associated vessels will also have impact on the reptiles. Underwater noise levels generated by the dredging will have impact on the dolphins, and turbidity and sediment dispersion associated with dredging activities may also affect the dolphins prey. The impacts on the habitats of resident and migratory birds will be avoided by carrying out any dredging activities minimum 100 m away from the reed lands and mud flatswhich is possible becausethe reedlands and mudflats (mainly the IBAs) are located in sections of the rivers and estuary which has broad expanse and the navigation route maintains a distance from these sensitive areas. Special attention to be paid during the months of January and The dredged material will not be disposed in the reed lands, mudflats and other areas known for habitats of resident and migratory birds. A monitoring mechanism will be established under the biodiversity management plan to monitor the disposal and dredging activities. Similarly the dredging activities will also carried out minimum 100 m away from the chars and river banks in the lower Meghna area. Impacts on birds, turtles, dolphins and other species can be avoided by employing ‗soft st rt‘ ppro h y the dredger, in which the dredging speeds will be increased gradually to allow these species leave the dredging areas. Dolphins will also be chased by use of pingers. 294 Final Report Table 8.2 : Physical Factors Affecting Benthic Recovery PHYSICAL FACTORS AFFECTING BENTHIC RECOVERY Depth of Overburden at Disposal Some benthic organisms such as burrowing polychaetes, Sites amphipods and molluscs can colonize newly deposited sediments through vertical migration, therefore, if dredged material depths are limited to within the vertical migration capacity of these organisms (20-30 cm), recovery rates may be quicker than if colonization is dependent upon the lateral migration of juveniles and adults from adjacent areas and larval settlement. Habitat Type (disturbance history) Shallow benthic habitats (< 20 m depth, Hall 1994) experience relatively frequent wave, wind, and current induced disturbances and thus are typically inhabited by low-diversity, selected benthic assemblages that can readily re-establish themselves under conditions of high frequency disturbances (Dauer 1984, Clarke and Miller-Way 1992, Ray and Clarke 1999). These communities are naturally held in early successional stages and therefore, are able to recover more rapidly than communities in deeper, more stable environments (Newell et al. 1998, Bolam and Rees 2003). Sediment Type Rapid recolonization of soft-bottom benthic habitats is frequently associated with either unconsolidated fine grain sediments (Cruz- Motta and Collins 2004) or the rapid dispersion of fine-grained dredged material by currents (Van Dolah et al. 1984). Newell et al. (1998) characterized typical recovery times at 6-8 months for mud habitats and 2-3 years for sand and gravel substrata. Spatial Scale of Disturbance The spatial scale of the dredged or disposal area may be proportional to recovery times (Zajac et al. 1998, Guerra-Garcia et al. 2003). For small-scale disturbances, the edge/surface area ratio of the disturbed area is larger than for larger disturbances, therefore colonization through adult immigration from surrounding undisturbed areas may facilitate recovery. With larger disturbed areas, the central portion of the disturbed areas is reliant upon settlement from the water column for colonization, which is very dependent on seasonal recruitment patterns and local hydrodynamics. Timing and Frequency of Avoiding dredging activities after seasonal larval recruitment Disturbance periods is a common practice when possible. Deposition of sediments in several smaller units rather than one deep deposit also may be less detrimental to the benthos. In a microcosm study, sediment deposited in a single event caused more severe changes to nematode assemblages than the same amount of sediment deposited in smaller doses (Schratzberger et al. 2000). 295 Final Report Some of disposed material may accumulate as fine sediment over time along with new/fresh sediment brought in by the river. The sediment deposition rate and depth of sediment is difficult to estimate as it depends on various factors like sediment load, type of sediment, water current velocity, differences in the velocity at different locations, etc. The dredging depth varies at different locations. Since this is maintenance dredging project, the Class I routes have to maintain a depth of 4m during dry season. To maintain the required depth of the waterway, the estimated dredging depth is shown in the Table 8.3 below. Table 8.3: Estimated average dredging depth in different sections of the rivers under different zones Location/Zones Average Dredging Depth (m) Upper Meghna 1 – 1.5 Satnol 0.5 Sitalakhya 0.5 Lower Meghna 1 – 1.5 Barisal 1 Mitigation  Excavation and dredging methods should be selected to minimize suspension of sediments, minimize destruction of benthic habitat, increase the accuracy of the operation.  As part of the daily/weekly inspection, examine the benthic communities and examine the level of Turbidity, pH, temperature, salinity, BOD, COD in excavation area and also in the outlet of the disposal area.  Carry out dredging activities a minimum of 100m from reedlands, mudflats, and other areas of important bird habitat. The specific locations are shown in Figure 10.1.  Do not dispose of dredge material on reed lands, mud flats, and other areas of important habitats of resident and migratory birds or turtles during nesting period in the areas shown on Figure 10.1 during the months in Table 10.1. In case such disposal cannot be avoided due to insufficient submerged discharge locations in proximity to the dredge site, the following rules shall be applied to minimize impacts to mudflats and riverbank areas of important habitat for migratory birds and turtles 296 Final Report  To compensate for possible unavoidable impacts to benthic communities as well as reedlands/mudflats and other riverbank areas of important habitats, a biodiversity conservation program will be developed and implemented to strengthen conservation efforts in key charlands, carry out mangrove, reedland and other habitat restoration, etc. (refer to the TORs presented in the Biodiversity management Plan presented in Annex) 8.3.2 Impact of Dredging on Water Quality and Fish Water Quality Water quality effects of dredging activities are variable depending on increases in turbidity, suspended solids, and noise; reduced light transmittance; changes in salinity, temperature, and pH; reduced dissolved oxygen (DO); and releases of nutrients, heavy metals and organic contaminants (Connor et al. 2004; US Navy 1990). Short-term Water Quality Impacts Conceptually, the water quality impact of dredging activities is two-fold: 1) suspended sediment plumes resulting from dredging or disposal activities, and associated water quality changes in the water column, and 2), sediment disturbance, and associated changes in the chemical properties of the dredged sediment. This overview addresses the first, short-term water quality impacts in the water column associated with plumes, which include chemical transformations, release of oxygen-demanding substances/reductions in DO, decreased pH, release of contaminants, and changes in bioavailability. Chemical transformations: The most significant chemical transformation processes in dredging plumes are probably the releases of ferrous iron (Fe2+) and sulfides from oxygen-depleted resuspended sediments and their subsequent oxidation with the DO in the aerated water column (Jones-Lee and Lee 2005). The oxidation of sulfides to sulfate and of Fe2+ to iron oxides/hydroxides is the primary chemical processes driving DO reductions in sediment plumes. In addition, they control the release of ionic metals and their short-term speciation and bioavailability during resuspension. In anoxic (oxygen-free) sediments, sulfur occurs in the form of sulfide species (S2-, S2-/S-, H2S, and HS-species), and iron occurs as Fe2+. During resuspension of the anoxic sediment in the oxic water column, both Fe2+ and sulfides react with DO. Sulfides are oxidized by DO to form the highly acidic sulfate (SO42-) species. Thus, the reaction of sulfides with oxygen can both reduce DO and also contribute to pH decreases in the water column. Fe2+ is oxidized by DO to form ferric (Fe3+) hydroxide [Fe(OH)3], which is exceedingly insoluble within the normal pH range of oxygenated waters and rapidly precipitates. Heavy metals occur mostly as sulfides (CdS, CuS, PbS, etc) in anoxic sediments. The low solubility of metal sulfides results in low porewater concentrations. Upon resuspension of anoxic 297 Final Report sediment into the oxic conditions of the overlying water, Fe and also Manganese (Mn) are rapidly oxidized (first few minutes following sediment resuspension) to insoluble oxides/hydroxides. The insoluble Fe and Mn oxides/hydroxides precipitate again from the water column and are subsequently deposited, thus contributing to the formation of fresh sediment layers. Compared to the rapid oxidation of iron sulfides (FeS) and manganese sulfides (MnS), the oxidation kinetics for heavy metal sulfides is much slower. Laboratory studies showed that oxidation of CuS, CdS, and PbS takes more than 8 hrs. Once oxidized, however, they are quickly scavenged by, or coprecipitated with, the iron and manganese hydroxides or complexed by organic matter. Releases of oxygen-demanding substances/reductions in dissolved oxygen: DO in SW1 and SW12 exceeded the DoE guideline. Dissolved oxygen (DO) concentrations in the water column may be reduced when oxygen-demanding substances (for example, organic material) are mixed into the water column by dredging or disposal activities. Inorganic oxygen demand is caused by abiotic (non-biological—inorganic)-based reactions consuming DO in waterbodies. The most important inorganic constituents responsible for DO reductions in aquatic systems are sulfides and reduced iron. When released from the reducing anoxic sediments into the oxidative conditions of the water column, they will be oxidized in reactions with the oxygen present in the water column. Therefore, anoxic sediments containing reduced substances such as Fe2+ and sulfides that react with DO would cause the greatest temporary depression in DO at the disposal site. Decreased pH: The extent of pH decreases during sediment resuspension is mainly a function of the oxidization of sulfides to highly acidic sulfate (SO42-). The formation of sulfate depends on the amount of sulfide in the sediment and how much it is oxidized during the release. pH is most important in determining the corrosive nature of water. Lower the pH value higher is the corrosive nature of water. pH was positively correlated with electrical conductance and total alkalinity (Gupta 2009). The variations in pH are an important parameter in water body since most of the aquatic organisms are adapted to an average pH and do not withstand abrupt changes. However, seasonal variations of pH ranging from 6.73 to 7.28 are considered satisfactory for the production of biomass. (George 1997). Release of sediment contaminants: Dredging and dredged material disposal can release sediment- associated metals and other pollutants by dispersion within the resulting sediment plume. The dispersion of pollutants can occur in the dissolved or in the particulate state. The release of contaminants into the water column is difficult to draw, because of the complex and specific nature of the physiochemical processes in each case. While the processes and mechanisms are well known, the exact results are dependent on numerous conditions that regulate them. Examples are the influence of ambient water concentrations on sorption and desorption from sediment particles, the role of dissolved organic carbon (DOC) and particulate organic carbon (POC) vs. mineral particles per se (e.g. bi- and tri-partite clay minerals), and how these processes are controlled by changes in redox potential and other factors. 298 Final Report Heavy Metals of concern of concern, due to their potential toxicity to fish, include cadmium (Cd), copper (Cu), mercury (Hg), nickel (Ni), lead (Pb), zinc (Zn), silver, (Ag), chromium (Cr), and arsenic (As). Research to date has investigated the effect of dredging-induced sediment resuspension on many potentially toxic metals. However, despite the many comprehensive studies, there is very little consensus on the release of metals and their effects. However, heavy metal test results indicate all test results are within the standards of DoE and EHS. Figure 8.1 : WHO Effluent Guidelines Overall, only a small fraction of the total amount of heavy metals is dissolved, because of their general tendency to be bound to Fe and Mn oxyhydroxides. In anoxic pore waters the dissolved heavy metal fraction that occur as single, positively charged ions in water (e.g., Cd, Cu, Hg, Ni, Pb, and Zn) is reduced further by precipitation with sulfide. Thus, the direct contribution of these metals from anoxic sediments is considered to be negligible. 299 Final Report Ammonia. There is a possibility of short-term changes in unionized ammonia in conjunction with near-bottom turbidity plumes caused by disposal. Ammonia toxicity is known as a confounding factor in toxicity tests with benthic organisms. Organic contaminants are mostly particle- ound due to their hydropho i (―oily‖) n ture. Thus, direct contribution from pore water is low, unless it contains high concentrations of dissolved organic matter (DOM). In this case, pore water may contribute substantial amounts of DOM- bound pollutants: organic contaminants may adsorb to DOM, forming a complexed fraction whi h is in luded in the oper tion lly defined dissolved st te (p rti les <0.45 μm), lthough the micropollutants occur in bound form. Then, a substantial amount of apparently dissolved, yet DOM-bound pollutants may enter the water column during dredging. During dredging, several changes occur when sedimentary material is dispersed into the water column: 1. the particulate organic matter (POM) concentration in the water increases; 2. DOM-bound pollutant concentration in the water column increases; 3. the total concentration of pollutant in the water increases; 4. and POM with different pollutant concentrations are mixed. According to the partition theory, a new equilibrium will be established Figure 8.2. The concentrations in this newly equilibrated situation can be estimated using partition theory, which says that, for a given compound, the ratio of the concentr tion sso i ted with POM (μg/g) nd the dissolved on entr tion in the w ter (in μg/L) is onst nt, h r teristi for th t ompound. In many cases, the concentration on the sediment POM can be expected to be higher than the concentration on suspended POM already in the water column. In that case, mixing of sediment particles will cause desorption, according to the partition theory, to restore the equilibrium. However, for organic contaminants, desorption rates tend to be quite slow, and it may take months to years for these chemicals to desorb and reach equilibrium partitioning between the solid and dissolved phase (Figure 8.3) 300 Final Report Figure 8.2: Bioavailability and toxicity of waterborne metals is very speciation dependent 301 Final Report Figure 8.3: Schematic representation of the processes controlling the chemical and biological availability of organic Changes in bioavailability: Contaminants are available to fish via gill uptake or ingestion with food. Branchial uptake of dissolved contaminants in the water column is presumably the most significant route of exposure for short-term acute toxicity in fish. In general, dredging and resuspension result in the exposure of anoxic sediment to DO, which results in a positive change in the redox potential (Eh), which can accelerate desorption, oxidation, complexation, and the bacterial degradation of sediment contaminants. An example is the mobilization and transfer of metals from sulfide minerals (FeS/MnS) to the dissolved phase during the initial exposure of reduced sediments to DO. However, these processes are sediment, compound, and animal specific. Dredging related bioavailability is mainly site-specific and dependent on the degree of contamination, the amount of suspended sediment, the duration of the disturbance, and the organism. 302 Final Report Mitigation Fish Potential short-term effects on fish species are a function of the type of contaminant, its concentration in the sediment, environmental conditions at the time of dredging (e.g, low oxygen or reducing environments), and the duration of the exposure. Although there are numerous studies on the direct effects contaminated sediments may have on fish, there are few studies that look specifically at the acute toxicity of suspended contaminated sediments due to dredging. Heavy metals. Branchial uptake of dissolved metals is presumably the most significant exposure route for short-term acute toxicity in fish. Bioavailability and toxicity of waterborne metals is very speciation dependent. Chemical speciation concerns the nature and quantity of the various forms in which a chemical element occurs. Typically, the free metal ion is the most toxic form, and metals complexed with dissolved organic and inorganic anions show lower degrees of bioavailability and toxicity. This general rule, however, is not always valid. Notable exceptions are organometallic compounds such as the very toxic methyl mercury and tributyl tin. In any case, risks from heavy metals released during dredging would be primarily related to changes in conditions promoting the shift of heavy metals from the particulate into the dissolved state. Organic contaminants such as pesticides, polychlorinated biphenyls (PCBs), and polyaromatic hydrocarbons (PAHs) are generally not very soluble in water and direct toxicity by exposure to dissolved concentrations in the water column is not very likely. Nevertheless, the particulate bound portion of chemicals can also be toxic (Figure 8.4). Various acute toxicity and biological effects have been attributed to organic contaminants based on laboratory studies: pesticides may cause paralysis or avoidance; PCBs may influence enzyme activities, and PAHs have a narcotic mode of action involving interference with key membrane-mediated physiological and biochemical processes. PAHs can be acutely toxic in the parts per million (ppm) ranges. The lethal concentration for 50% of the population (LC50) values for acenaphthene and pyrene determined in short-term freshwater toxicity studies (exposure 1 day) with rainbow trout were 1.6 mg/L and 2.0 mg/L (USEPA 2007). Deleterious sublethal responses include growth and development anomalies, cancer, or susceptibility to infectious disease, but these are only known to occur due to long-term exposure. Low dissolved oxygen (Figure 8.5). DO concentrations between the aquatic life criterion and several mg/L below the water quality objectives (WQO) would be expected to slow fish growth rate; the amount of impact is proportional to the amount of depletion below the WQO. If the DO would remain at or below a critical DO level of about 2 to 3 mg/L, significant mortality is expected in fish populations. Generally, reduced DO concentrations due to sediment resuspension would be expected to be localized and short term, with minimal impacts. 303 Final Report Figure 8.4: Conceptual model of direct short-term toxicity due to exposure to organic contaminants in resuspended sediments 304 Final Report Figure 8.5: Conceptual model of reduced DO impacts on fish Hydrogen sulfide (H2S) is a metabolic poison that is lethal to most fish at less than 1 mg/L (USEPA 1976). Effects on fish are difficult to determine because H2S usually occurs only in association with hypoxic conditions; that is, situations with extremely low DO below the aquatic life criterion that are also lethal to fish (Figure 8.6). Aside from ephemeral releases of H2S, risks to fish may be of greatest concern when dredging operations result in depressed DO concentrations near the bottom. Risks of H2S to fish are dependent on temperature, pH, and DO. In general, fish exhibit a strong avoidance reaction to H2S. 305 Final Report Figure 8.6: Conceptual model of potential acute H2S toxicity to fish during dredging. H2S toxicity is associated with hypoxic (low DO) conditions that are also toxic to fish Ammonia toxicity is strongly influenced by differences between species and pH. Salinity and temperature also influence ammonia toxicity, but the effect is comparatively minor compared to pH. In general, ammonia toxicity is based on the presence of unionized ammonia (NH3). In estuarine fish, the toxicity of ionized ammonia (NH4+) may also occur, since the gills show some permeability to this ion. During ammonia exposure, estuarine fish are most likely to be at risk during larvae or juveniles stages if the temperature is elevated, if salinity is near the sea water value, and if the pH value decreases below pH 7. They are also likely to be more at risk in waters of low salinity, high pH and high ammonia levels. These conditions favor transfer of ammonia from the environment into the fish, as both ionized and unionized ammonia, and retention of ammonia by the fish is likely. Since ammonia interferes with nervous function, there may be impairment of activity and behavior. Fish will be further at risk from ammonia toxicity if they are not feeding, if they are stressed, and if they are active and swimming. Episodic exposures to ammonia, as would be the case for dredging-related exposure, should be considered in relation to the rate at which the animal is able to accumulate and excrete ammonia, and the effects of ammonia ionic regulatory 306 Final Report and acid-base processes in the gill. The rate of unloading the accumulated ammonia from the body will be of critical importance in determining response to the next episode. If the next episode occurs before ammonia unloading is substantially complete, then a larger and potentially more damaging burden of ammonia may accumulate, with possible disruption of ionic regulatory processes. Salinity: Many studies have reported an influence of water salinity on fish development and growth. In most species, egg fertilization and incubation, yolk sac resorption, early embryogenesis, swim bladder inflation, larval growth is dependent on salinity. In larger fish, salinity is also a key factor in controlling growth. Numerous studies have shown that 20 to >50% of the total fish energy budget are dedicated to osmoregulation. However, recent ones indicate that the osmotic cost is not as high (roughly 10%) as this. Temperature and salinity have complex interactions. Many hormones are known to be active in both osmoregulation and growth regulation, e.g. in the control of food intake (Boeuf and Payan, 2001). Temperature: In an established system the water temperature controls the rate of all chemical reactions, and affects fish growth, reproduction and immunity. Drastic temperature changes can be fatal to fish (Patil et al. 2012). For most fish, body temperature is very close to that of the habitat. The diversity of thermal habitats exploited by fish as well as their capacity to adapt to thermal change makes them excellent organisms in which to examine the evolutionary and phenotypic responses to temperature. An extensive literature links cold temperatures with enhanced oxidative capacities in fish tissues, particularly skeletal muscle (Guderley 2004). The general effects of climate change on freshwater systems will likely be increased water temperatures, decreased dissolved oxygen levels, and the increased toxicity of pollutants. In lotic systems, altered hydrologic regimes and increased groundwater temperatures could affect the quality of fish habitat. In lentic systems, eutrophication may be exacerbated or offset, and stratification will likely become more pronounced and stronger. This could alter food webs and change habitat availability and quality. Fish physiology is inextricably linked to temperature, and fish have evolved to cope with specific hydrologic regimes and habitat niches. Therefore, their physiology and life histories will be affected by alterations induced by climate change. Fish communites may change as range shifts will likely occur on a species level, not a community level; this will add novel biotic pressures to aquatic communities. Genetic change is also possible and is the only biological option for fish that are unable to migrate or acclimate (Ficke et al. 2007). Mitigation  Dredging area should be checked every day prior to commencement of dredging work. Rather, pingers will be used to chase away aquatic mammals, dredging equipment will ramp up slowly to minimize noise disturbances and allow for animals to swim away, and that minimum distance will be maintained with sensitive habitats (reedlands, marshlands, etc.) 307 Final Report  Measuring physical parameters of the aquatic habitat like surface water temperature, pH, turbidity (using Secchi disc) on a monthly basis . 8.3.3 Impact of Dredge Material Placement on Land Under the project the likelihood of disposal of dredged materials on land is limited to upper reach of the Meghna and its tributary and distributary. Major disposal along the Lower Meghna including coastal area will be primarily in the stream. The actual need of land for on land disposal may be less than 10 ha..However the option of landbased disposal is a reality and as such it needs to be discussed. Bangladesh is highly populated country and generally has high conservation or residential value and finding land close to the water and suitable for storing dredge material is difficult. However, the likelihood of land placement is low under this project and that this approach has specifically been adopted to minimize impacts and issues (both E&S) related to on-land disposal. Therefore 10 ha of land is not expected to be needed. Nonetheless option of land-based disposal cannot be ruled out. The excavated material is pumped to a land based site as slurry (a mixture of sediment and water). Excess water would need to be treated to remove fine particles and ensure clear water was discharged back into the aquatic environment. It takes years to dry, preventing any access to, or use of, the storage area. Areas need to be fenced off to ensure human and animal safety. Dredged material from estuary is saline and therefore is unsuitable for agricultural and vegetation rehabilitation uses. Establishing any vegetation on spread or stockpiled dredged material is expensive and can take years to become successful. Moving the material from a land based site would involve large numbers of truck movements considering the volumes involved creating community amenity issues and increased greenhouse gas emissions. Water Quality Impacts of on-land disposal of dredge material (Tailwater and Groundwater) Tailwater: As part of dewatering of the dredge material, tailwater would be discharged from the bunded area within each land-based dredge material placement area (DMPA). While the discharge of tailwater would be strictly controlled to ensure it is maintained within acceptable quality standards, there is potential for this tailwater to impact upon near aquatic environment. The inherent risk with tailwater discharge is the potential for environment impacts to the receiving waterways if tailwater quality is not managed properly or as result of extreme weather conditions or infrastructure failures. 308 Final Report Further potential water quality impacts can arise from the pumping of dredge material in slurry form from the trailer suction hopper dredger (TSHD) coupling point to the land placement site. This activity has the potential for spills/leakages causing sediment deposition and turbid plumes during pumping operations. Groundwater: The groundwater test results satisfy the DoE potable water quality guidelines except Noakhali (GW8) and iron is pre-dominantly high in all locations. Placement of dredge material on land has the potential to impact on underlying and/or adjacent groundwater resources. Impacts to groundwater could eventuate due to the weight of the dredge material compressing the underlying soil structure (affecting groundwater and surface water exchange), and also due to the large proportion of saline and potentially acidic water (if allowed to oxidize) within the pumped dredge material. Placement of dredge material on land could impact on groundwater resources in the following ways:  Change groundwater levels – most likely raising groundwater levels temporarily during and immediately after the landfarm dewatering, due to the large volume of overlying water  Change groundwater quality – potentially increasing the salinity of groundwater resources, and changing the chemical composition of groundwater due to a shift in the groundwater/surface water dynamic  Effects on ecology– changes in groundwater levels and quality may impact on flora and fauna reliant on groundwater resources in close proximity to the placement site  Effects on adjacent land use (e.g. agriculture) – changes in groundwater levels and quality may impact on adjacent land uses reliant on groundwater resources in close proximity to the placement site. In placement sites which have intertidal zones, the groundwater resource is especially vulnerable. Groundwater and soil chemistry in intertidal environments is complex and highly dynamic over small spatial and temporal scales. In these areas, the groundwater resources are effectively subterranean estuaries with oscillating hydraulic gradients. There is dynamic exchange of groundwater with surface water where groundwater seepage would take place via surface- connected pores along the intertidal slope during the ebb tide. On the other hand, land placement options which do not have intertidal areas are located in higher elevations, and therefore are likely to have lower groundwater tables. Notwithstanding the likely lower groundwater table are possibly groundwater users in this rural area which may potentially be affected by changes to groundwater levels and quality. Habitat Values Significant habitat values exist across the waterways. Also, there are several places beside the waterways known to be important habitat for threatened and migratory species. Potential impacts on these areas are discussed in thesection 5.3.1. Figure 10.1 and Table 10.1 shows the 309 Final Report environmental sensitive areas including location of dreging and disposal sites for dredged materials. Air Quality impacts of on-land dredge material disposal The air quality test results in Sadarghat (AAQ2) exceeded the World Bank EHS criteria. Therefore, the placement of dredge material on land is likely to generate emissions from a number of sources during the transport and placement of the material. The works are likely to generate particulate and dust emissions through vehicle movements on-site and to-site via haul roads, disturbance of soils, materials handling and wind erosion of exposed surfaces. When material is initially placed at site, it will be very wet and dust generation would be minimal. As it dries however over time, dust generation will increase and will be difficult to control as the material will be too soft for machinery to gain access. In windy conditions, a significant amount of dust may be generated. Once stabilised and treated, the contribution of dust to the surrounding environment should be significantly reduced. More detailed air quality modelling would be required to confirm the actual impact of air emissions on sensitive receivers and whether an exceedance of limits would occur. Noise impacts of on-land dredge material disposal The placement of dredge material is likely to generate noise emissions from a number of sources including pumping and dredge equipment, treatment equipment (e.g. booster pumps, lime dosing equipment, graders, bulldozers and trucks) and haulage of materials to site along public roads for duration of up to 12 months. Dredging is likely to occur over a 24-hour period, affecting sensitive receivers outside of working hours. However, the noise level in baseline environment satisfy the DoE noise measurement guidelines. Legislative requirements with respect to construction noise impacts do exist in Bangladesh, with the exception of restrictions on the hours of work (6:00 am to 9:00 pm) of construction sites which produce audible noise at a noise sensitive receptor. Sensitive receptors, as defined in the Noise Pollution (Control) Rules, 2006, include dwellings, libraries and educational institutions, childcare centres and kindergartens, outdoor school playground areas, medical institutions, commercial and retail activities, protected areas, parks and gardens. Bangladesh Standard for Noise Level at Different Types of is given in Table 8.3 Table 8.4: Bangladesh Standard for Noise Level at Different Types of Areas (as per Noise Pollution (Control) Rules, 2006) Zone Day Night Silent areas 50 40 BD Noise Residential 55 45 Standard (2006) Mixed 60 50 Commercial 70 60 Industrial 75 70 310 Final Report As stated above, it is likely that material placement would occur beyond these standard hours. In the worst case scenario, excessive night time noise can cause human health impacts over a period of time. Because of the noise emissions; migratory birds which use this area could also be impacted and may avoid the area temporarily during works. Excessive noise at the dumping site would cause disruption to businesses, tourism and nearby residence; this is likely to be considered an unacceptable impact for the area. Odour and pest impacts of on-land dredge material disposal The material to be disposed will be mostly anaerobic sediment, containing hydrogen sulphide. On exposure to air during drying processes this can cause temporary nuisance odour (of a duration of a few days). The extent of the odour impact will be dependent on the drying method and prevailing wind conditions at each site as well as the proximity of sensitive receptors. Land-based placement of dredge material will involve large bunded areas where dredge material in slurry form will initially be placed. These placement areas would represent modified habitats and large areas of ponding water would be present during the dewatering and treatment of tailwater. There is a small chance that these areas may become attractive to pests or other species due to the modified nature of the placement areas and the exposed areas of water.. These pests include: Birds attracted to areas containing open water bodies, including dredge disposal sites. This could be considered a positive impact overall if it occurs, except if dredge materials disposal sites are close to an airport, in which case it represents a safety risk to aircraft landing and taking off from the airport. Mosquitoes – due to the modified nature of the placement site, and areas of open water, additional mosquito breeding habitat could be unintentionally created. This impact is expected to be minor, given that only a small percentage of dredge material may eventually be disposed on land (with the rest being disposed in the river), and also given that on-land disposal if required will be done in confined disposal facilities designed to facilitate proper drainage of excess water to avoid ponding. Traffic Placement of dredge material on land would involve the transport of materials for treatment of the dredge material and for construction purposes. To provide an indication of potential traffic issues which may result from transport of this material, a high level estimate of heavy vehicle use has been determined for each land placement option. This high level traffic assessment is based on the concept designs of the land placement options, and includes consideration of the delivery of materials such as lime, clay, stone and geo-synthetic liner to the placement site. It should be noted that to accurately determine the full traffic impact associated with the use of each land placement option, a more detailed Road Impact Assessment would be required. 311 Final Report The potential impacts of heavy vehicle to the external traffic network from an operational and safety perspective include:  Operation of existing road network – impacts on traffic volumes at intersections and pavement impacts  Hazard and safety impacts from an increase in heavy vehicle traffic  Amenity and nuisance, including noise and dust  Environmental issues related to potential spillage of dredge material on roads  This section outlines the potential traffic issues for each land placement option. Community Benefit Land-based placement of dredge material may potentially provide some benefit to the community in terms of valuable land use, depending on the final proposed end use for the placement site. If the land-placement area can later be developed for residential, commercial or industrial uses, the land would represent an economic value to the community. This land would also provide social benefits to the community in the form of additional areas for housing and industry, or as public recreation areas. Land placement areas used merely as placement areas would have limited economic value and would incur ongoing maintenance costs. These costs can include lost opportunity costs and costs to maintain infrastructure associated with the placement area, such as bunding, seepage control and public safety (e.g. fencing). Visual Amenity Issue Land placement of dredge material would potentially cause the greatest impact on visual amenity during the construction phase. For developed sites, the visual amenity impacts after ground treatment and development will likely to be somewhat reduced. For placement sites, visual amenity impacts would likely be more prolonged. A DMPA would cause a significant temporary visual impact, as the placement of dredge material will require the employment of trucks and earthmoving equipment on a continual basis, with night lighting, thus impacting the rural landscape character of the site. In the longer term after placement is complete, the site will appear as a raised platform of rivers sediment and will appear largely incongruous within the surrounding landscape. Mitigation Place the dredge material as nearer as possible. Since, with increasing pumping distance there is an associated increase in the water required to pump the material which could potentially double the volume of process water required for distant sites. 312 Final Report In case of hazardous and toxic dredged material to be stored separately, suitable site to be identified in consultation with public representative and community people before placement on the land. 1 Pumped material would be delivered to site in a slurry form with moisture content of approximately 90 percent. It would need to be dewatered to a moisture content of approximately 40-60 percent to enable rehandling by machinery (excavators and trucks). Prior to filling commencing, the areas being filled will be subdivided into compartments by construction of temporary containment bunds of suitable material ( e.g. dredged sand). Filling will be achieved by progressively pumping a slurry of sand and water into the bunded areas, allowing the surplus water to drain away to artificial and natural waterways in a controlled manner through the pipeline, without affecting floodplains. 2 Control the discharge of site runoff, including excess dredge water, by the installation and correct use of containment walls, bunds and weirs. . 8.3.4 Impacts from Dredgers and Associated Vessels Noise Water is an excellent medium for sound transmission. Sound travels more than four times faster underwater than in air and absorption is less compared to air. The sensory modalities of vision, touch, smell and taste are limited in range and/or the speed of signal transmission. As a consequence many aquatic organisms use sound as their primary mode of communication – to locate a mate, to search for prey, to avoid predators and hazards, and for short- and long-range navigation. Activities generating underwater sound can affect these functions and, since sound can be far ranging, the spatial scale of impacts can be quite large. Concerns for underwater sound impacts on marine mammals, fishes, and other forms of aquatic organisms have arisen primarily with the conduct of military operations, seismic exploration, dredging and various forms of construction in aquatic environments. Short-term temporary increases to noise will occur in the vicinity of the dredging operations and staging/dewatering activities. Sources of noise include the dredging equipment, dewatering equipment, generators, loaders, and the trucks used to transport the dewatered material for placement. Noise levels generated by the dredging operation will vary according to the size and type of the equipment used, and more importantly, the size and type of the engines. For this project, the PBC contractor will use suitable dreder depending on type of sediment to be dredged. Generally speaking during dredging operations, there are three categories of sound sources that are associated with:  Dredging excavation  Dredging vessels during transport  Dredged material placement. 313 Final Report Figure 8.7 gives an overview of the different types of dredging vessels and the sources of underwater sound for each type of vessel. Sound production is largely influence by sediment properties – to excavate hard, cohesive and consolidated soils, the dredger must apply greater force to dislodge the material. Sounds from dredges can be variable, depending on the phase of operation, and the type of dredge used, but typically occur at low frequencies (<500 Hz). Noise from dredgers and associated vessels was not assessed under this ESIA study. This information is gathered from various secondary sources. In few areas of the Project Influence Area exceeded the guideline due to the unplanned urbazination and industrialization. Therefore, instrument and machinery should be controlled and maintain with manufacturer recommendations especially the use within residentaila and environmentally and socially sensitive areas. Some of these areas are Sadarghat, Chandpur Launch ghat, and Bhola. However, the dredgers produce minimum noises that are within the limit of prescribed guidelines. The following table shows the sources of the noise in a cutter and hopper suction dredgers. 314 Final Report cutter suction dredger hopper dredger grab dredger backhoe dredger Figure 8.7: Sources of Noise from several types of dredgers and associated vessels 315 Final Report Hydraulic pipeline cutterhead dredges are commonly used for both new work and maintenance dredging operations. They are capable of removing most types of material and pumping the slurry through pipelines for several miles or longer with the use of booster pumps. The major processes contributing to hydraulic dredging sounds include: 1) dredge material collection sounds originating from the rotating cutterhead in contact with the bed and intake of the sediment-water slurry, 2) sounds generated by pumps and impellers driving the suction of material through the pipes, 3) transport sounds involving the movement of sediment through the pipes, and 4) ship and machinery sounds, including those associated with the lowering and lifting of spuds and moving of anchors by dredge tenders. Pipeline cutterhead dredges have a source level at 1 m of 172 dB – 185 dB re 1uPa rms, ranging from 100 – 500 Hz. However, cutterhead sounds might be peaked at 100-110 dB in the frequency range of 70-1000 Hz and are inaudible at ~500 m from the source. Hopper dredges hydraulically remove sediment from the seafloor through dragheads. Sediment is sucked upward through a pipe by means of centrifugal pumps, and the slurry is transferred to the hopper bin. Much of the sound is associated with propeller and engine noise with additional sounds emanating from pumps and generators. Similar to the cutterhead suction dredge, produce noise ranging from 70 to 1,000 Hz with peaks at 120 to 140 dB. Hopper dredges have a source level of 186 dB – 188 dB re 1uPa rms ranging from 100 – 500 Hz. Grab or Bucket dredges produce a repetitive sequence of sounds generated by winches, bucket impact with the substrate, bucket closing, and bucket emptying. The noise generated from a mechanical dredge entails lowering the open bucket through the water column, closing the bucket after impact on the bottom, lifting the closed bucket up through the water column, and emptying the bucket into an adjacent barge. Once the barge is full, it would be towed by a tug offshore and emptied into the approved placement sites. The maximum noise spike with mechanical dredges is when the bucket hits the bottom. All other noises from this operation (i.e., winch motor, spuds, etc.) are insignificant. The sound of a bucket impact with the substrate is at the limit of detection by a low-noise hydrophone and hydrophone audio amplifier at 7 km from the impact point. These dredges are anticipated to be used in the lower harbor and in the entrance channel to dredge soft rock from the channel. Backhoe dredgers require the use of transportation barges. Production of underwater sounds by this mechanical dredger depends on the dredging cycle, including the availability of barges. In general, this produce relatively low frequency sounds. Sounds can have a variety of effects on aquatic life, ranging from subtle to strong behavioural reactions such as startle response or complete avoidance of an area. It is well documented that short and impulsive sounds such as those produced from pile driving strikes, seismic airguns and military sonar can cause behavioural reactions by fishes and cetaceans (whales, dolphins and porpoises for example) up to distances of several tens of kilometres from the sound sources. Certain sounds can also mask biologically important signals such as communication calls between baleen whales or fish. If the level that the animals receive is high enough, sound can affect hearing either temporarily or permanently and extremes can lead to injury or even 316 Final Report death. The latter, however, usually occurs only in the case where animals are very close to very high intensity sounds, without having the opportunity to move away. Even when sound alone is not severe enough to affect the wellbeing of populations of concern, together with factors such as fishery by-catch, pollution and other stressors, sounds may create conditions that contribute to reduced productivity and effects on survival. While there would be an increase in the ambient noise level during the dredging phase of the project, the source of noise is at a distance far enough away from any sensitive receptors that no significant impact is anticipated. The closest the dredging would be to any sensitive receptors would be along the river channel. Most of these communities are buffered from the river by the regular activities within these rivers. Since dredging does not occur in one position for any extended period of time, there will be no disproportionate impact on any communities. Ganges River Dolphin: The Ganges-Brammaputra-Meghna River sysem is a favorable river dolphin habitats especially upper and lower Meghna of the Project area. Potential impacts of noise on dolphins include mortality, hearing damage, masking of communication and other biologically important sounds, and behavioural responses5. Mortality only occurs in the immediate vicinity of very high energy noise sources, such as blasting, and is unlikely to occur for the considered pump noise. Behavioural response - Behavioural responses to noise include changes in vocalisation, resting, diving and breathing patterns, changes in mother-infant spatial relationships, and avoidance of the noise source6. Southall et al. (2007)7 conducted a review of numerous studies into behavioural disturbance in high-frequency cetaceans from continuous man-made noise. Most of these studies concerned the effects on harbor porpoise. A ranking of behavioural response severity was adopted to emphasise that not all behavioural responses are equally significant. Behavioural changes may be relative minor and/or brief, have the potential to affect important behaviours such as foraging, breeding and resting, or are likely to affect these vital behaviours. The review by Southall et al. (2007)8 concluded that harbor porpoise display behavioural response at very low noise exposures of SPL 90 to 120 dB re 1 μP , t le st for initi l exposures. It is noted that for the majority of observations, the behavioural changes to levels elow 120 dB re 1 μP were rel tively minor or rief. Signifi nt nd sust ined void n e behaviour was recorded when noise levels ex eeded 140 dB re 1 μP . H itu tion to sound was noted in some but not all studies. The United States (US) National Oceanic and Atmospheric Administration (NOAA) adopts interim noise exposure criteria for assessing behavioural disruption and injury in cetaceans 5 Richardson et al. (1995). Marine Mammals and Noise. San Diego: Academic Press. 6 Richardson et al. (1995). Marine Mammals and Noise. San Diego: Academic Press. 7 Southall et al. (2007). Marine Mammal Noise Exposure Criteria: Initial Scientific Recommendations. Aquatic Mammals, 33(4). 8 Southall et al. (2007). Marine Mammal Noise Exposure Criteria: Initial Scientific Recommendations. Aquatic Mammals, 33(4). 317 Final Report from underw ter noise. An exposure riterion of SPL 120 dB re 1 μP is onserv tively adopted for behavioural disruption (NOAA 2011)9. Whether the harbor porpoise data reviewed by Southall et al. (2007) can be extended to the Ganges River Dolphin is unknown. However, combining the conclusions of their review and the conservative interim criterion adopted by NOAA, it is assumed as a precautionary me sure th t noise levels ove SPL 120 dB re 1 μP m y use eh viour l distur n e. A study into the habitat use and distribution of the Ganges River Dolphin in the VGDS concluded that the number of motorised boats and boat noise were not significantly correlated with dolphin encounter rates (Kelkar, 2008)10. Small boats equipped with outboard engines n produ e sour e levels in the order of 160 dB re 1 μP t 1 m, or re eived levels of over 120 dB re 1 μP t 1 m up to 500 m. Although the study results suggest th t o t noise is not displacing dolphins, it is not conclusively showing that such noise levels do not impact on their behaviour. Masking - Masking of biologically important sounds may interfere with communication and social interaction and cause changes in behaviour as well. The zone of masking impact will be highly variable and depends on many factors including the distance between the listener and sources of the signal and masking noise, the level of the signal and masking noise, and the propagation of noise from the signal and masking source to the listener (Richardson et al., 1995). It is important to note that masking of communication and echolocation signals naturally occurs by the ambient noise environment. Man-made noise causes additional masking of a signal only when it is of a higher level than the ambient environment within the spe ies‘ riti l he ring ndwidth t the sign l‘s domin nt frequen ies. The riti l ndwidth for dolphins is typically assumed to be one-third octave band wide (Richardson et al., 1995). Echolocation clicks produced by the Ganges River Dolphin have dominant energy around 65 kHz (Sugimatsu et al., 2011)11. This is well above the dominant frequency range of most man-made noise, including pump noise. Masking of echolocation signals is therefore not a significant issue for most man-made sources (Richardson et al., 1995). In other words, the dredge noise is not expected to significantly interfere with the echolocation ability of the Ganges River Dolphin. The Ganges River Dolphin is likely to produce communication signals, such as whistles, squeals or clicks, based on communication signals produced by other river dolphins. These signals generally have energy at much lower frequencies than the echolocation clicks, i.e. as 9 National Oceanic and Atmospheric Administration (NOAA 2011). Interim Sound Threshold Guidance for Marine Mammals. http://www.nwr.noaa.gov/Marine-Mammals/MM-sound-thrshld.cfm. 10 Kelkar, N. (2008). Patterns of habitat use and distribution of Ganges river dolphins Platanista gangetica gangetica in a human-domintaed riverscape in Bihar, India. Master Thesis, Manipal University, Centre for Wildlife Studies, Bangalore. 11 Sugimatsu et al. (2011). Annual Behavioral Changes of the Ganges River Dolphins (Platanista gangetica) Based on the Three Long-Term Monitoring Seasons using 6-Hydrophone Array System. IEEE Symposium on and 2011 Workshop on Scientific Use of Submarine Cables and Related Technologies, (pp. 1-7). Tokyo. 318 Final Report low as 1-6 kHz. Communication signals are therefore more likely masked by man-made noise than echolocation clicks. Hearing damage - When the dolphin‘s uditory system is exposed to high level of sound for a specific duration, the sensory hair cells begin to fatigue and do not immediately return to their normal shape (NRC 2005)12. This causes a reduction in the hearing sensitivity, or an increase in hearing threshold. If the noise exposure is below some critical sound energy level, the hair cells will eventually return to their normal shape. This effect is called a temporary threshold shift (TTS) as the hearing loss is temporary. If the noise exposure exceeds the critical sound energy level, the hair cells become permanently damaged and the effect is called permanent threshold shift (PTS). Noise exposure criteria for marine mammals were recommended by a group of experts based on a review of available data (Southall et al. 2007). An M-weighted exposure criterion of SEL 215 dB(M) re 1 μP 2s is recommended for PTS from continuous noise. This is based on a TTS-onset level of SEL 195 dB(M) re 1 μP 2s measured in mid-frequency cetaceans, and adding 20 dB to estimate PTS on-set (Southall et al. 2007). The United States (US) National Oceanic and Atmospheric Administration (NOAA) adopts interim noise exposure criteria for assessing injury in cetaceans from underwater noise. An injury riterion of SPL 180 dB re 1 μP is dopted for PTS onserv tively sed on v il le data for TTS (NOAA 2011). Noise exposure criteria – Table 8.4 summarises the noise exposure criteria adopted for assessing hearing damage (PTS or TTS) and behavioural effects on the Ganges River Dolphin from pump noise. The noise exposure criteria are based on the review presented by Southall et al. (2007) and the current interim criteria adopted by the NOAA (2011), which were discussed above. Table 8.5: Noise exposure criteria for physiological (PTS and TTS) and behavioural impacts from impact piling on cetaceans Impact Noise exposure criteria Permanent threshold shift SEL 215 dB(M) re 1μPa2s Temporary threshold shift SEL 195 dB(M) re 1μPa2s Behavioural response SPL 120 dB re 1 μPa 12 NRC. (2005). Marine Mammal Populations and Ocean Noise - Determining When Noise Causes Biologically Significant Effects. National Research Council, National Academies Press. 319 Final Report Air Pollution Navigation channel maintenance dredging equipment needs to be mobile and capable of operation without an external power source, making diesel fuel the predominate choice. The combustion of diesel fuel releases pollutants into the atmosphere that can be quantified and compared between dredging crews to determine the lowest adverse environmental impacts for each type of equipment and scenario. These contaminants impact air quality and may add to global climate change considerations. However, air quality test results indicate that all test results are within the national standards. Air pollution from ships causes a cumulative effect that contributes to the overall air quality problems on a local scale, particularly in coastal zones in the case of sulphur oxides (SOx), nitrogen oxides (NOx), Particulate Matter (PM), and on a global scale with CO2 emissions contributing to climate change. Most of these airborne pollutants are produced when burning fuel oil. Potential air quality impacts associated with the Project have been identified and assessed. As dredging activities of the Project are river based and no dusty activity is anticipated, negligible dust impact on nearby air sensitive receivers (ASRs) is expected during both the construction of the Project as well as for the maintenance dredging activities. Waste (Solid and Liquid) The marine-based construction activities also bilge water from ship and accidental spills during operation phase will result in the generation of a variety of wastes which can be divided into distinct categories based on their nature and ultimate method of disposal. The types of waste include:  river sediments  construction waste  chemical waste; and  general refuse The definitions for each of these categories and the nature of their arising and potential impacts are discussed in the following section. River Sediments: Dredged river and marine sediments will arise from the construction activities and it is estimated that a total of approximately 5-6 million m3 of dredged materials will be generated annually. The potential environmental effects of the removal and disposal of these sediments comprise water quality impacts and indirect adverse effects on aquatic biota, as discussed in detail in Section 8.3.2. Construction Waste: During construction activities carried out by the contractor, wastes including materials packaging and equipment wrappings, may be generated. As the volume of construction waste generated will be dependent on the Contractors operating procedure and practices, it cannot be quantified. Chemical Waste: Chemical wastes likely to be generated by construction activities will mainly arise from the maintenance of equipment. Waste arising from these activities may include cleaning fluids, solvents, lubrication oil and fuel. The cumulative effect of a 320 Final Report potentially large number of small spillages during maintenance operations by faulty equipment, accidents, and carelessness may be significant. Chemical wastes arising during the construction phase may pose serious environmental, health and safety hazards if not stored and disposed of in an appropriate manner as outlined in the Chemical Waste Regulations. These hazards include:  toxic effects to workers  adverse impacts on water quality from spills and associated adverse impacts on aquatic biota and  fire hazard. General Refuse: General refuse may include food wastes and packaging, waste paper, etc. and have the potential to cause impacts on water quality. Release of general refuse into river waters should not be permitted as introduction of these wastes is likely to have detrimental effects on aquatic biota in the area. The amount of general refuse which is likely to arise cannot be quantified at this time as it will be largely dependent on the size of the workforce employed by the contractor and the implementation of practices on board the works vessels. Mitigation  Select appropriate dredger to minimize the noise as much as possible  Regularly measure underwater noise level and avoid Ganges Dolphin movement area for dredging. Difficult to specify these areas however, during dry season location of scour holes, river confluences and river bends may be avoided. Under water noise may not exceed 145dB at 70kHz, which is also the maximum noise level to be used by the pingers to drive the dolphins away  Minimize underwater noise impacts on nearby fauna by slowly ramping up equipment, using pingers etc to allow fauna to swim away in advance of dredging  Regularly check and carry out maintenance work of dredgers and associated vessels to reduce air pollution from them  Do not dishcharge liquid and solid waste into the river from vessels 8.3.5 Impacts from Disposal of Contaminated Dredged Material Although generally not heavily contaminated, much dredged material is subject to some contamination. A variety of harmful substances, including heavy metals, oil, TBT, PCBs and pesti ides, n e effe tively ‗lo ked into‘ the river ed sediments. These contaminants can often be of historic origin and from distant sources. The dredging and disposal processes can release these contaminants into the water column, making them available to be taken up by animals and plants, with the potential to cause contamination and/or poisoning. The likelihood of this occurring depends upon the type and degree of sediment contamination; however, some remobilization of very low levels of pollutants would be expected during many dredging campaigns. 321 Final Report The highest levels of contaminants generally occur in silts dredged from industrialized estuaries. If low level contaminants are released into the water column during disposal, they may accumulate in marine animals and plants and transfer up the food chain to fish and sea mammals. General effects of contaminants on marine life:  When found in sufficient quantities in the food chain, contaminants may cause morphological or reproductive disorders in shellfish, fish and mammals.  Generally young shellfish and crustaceans (oysters, shrimp, crab and lobsters) are much more susceptible to the toxicity of contaminants than adults.  Concentrations of heavy metals in most estuaries are too low to cause adverse effects on eelgrass Zostera. Years of point and non-point source discharges from industrial and municipal facilities, and urban and agricultural runoff to the rivers in Bangladesh and its distributaries/tributaries have contributed toxic substances into the ecosystem, resulting in major contamination issues. The occurrence of very contaminated sediments is certain in the river of Buriganga and in some locations of Meghna also. Mitigation  Test the dredged material to measure the level of contamination.  In case of contaminated dredged material, it will be by isolated and stored in confined trences at designated location based on discuswsion with community people before disposal according to national or other applicable guidelines.  Do not dispose the dredged material in the fish spawning or breeding areas. 8.3.6 Sediment Dispersion Modelling and Impact Assessment There are a number of dredging locations in the meghna estuary for the improvement of navigability along the Dhaka Chittagong corridor route. During dredging process the river bed will be disturbed and a small part of dredge material are very likely to be in suspension due to the fine sediment content of the bed material. High levels of fine suspended sediment over long periods may have an adverse environmental impact therefore a dredge dispersion modelling was commissioned to investigate these potential impacts. The dredging location along the vola island and sandwip island were selected for sediment-dispersion modeling to investigate the extent and concentration of sediment dispersion considering 5% and 10% dispersion of dredge material due to dredging. During dredging the instantaneous suspended sediment concentration of the navigational channel results in a plume of fine sediment, which is dispersed upstream and downstream through ebb current and flood current. 322 Final Report The available Two-Dimensional Bay of Bengal model covers the whole coastline of Bangladesh. The modelling system used for the development of model is the MIKE21 FM, which is based on an unstructured flexible mesh consisting of linear triangular elements. The mesh enables to increase the resolution of grid around Islands, along coastline and other area of interest. It uses Finite Volume method for discretization of the flow and transport equations. The upstream end of the model is extended up to non-tidal zone and the downstream end of the model area extends up to 160 Latitude in the Bay of Bengal. Three open boundaries are defined in the model, two in the north in the Upper Meghna river at Bhairab and in the Padma river at Baruria. Another one is in the south in the Southern Bay of Bengal at 16o latitude. The maximum depth along the southern open boundary of the model area is more than 2000 m. The northern/ upstream boundaries measured discharge and southern boundary is tidal boundary generated from Global Tide Model. Bathymetric data have been collected from different sources and used for the generation of bathymetry. C-map provides the bathymetry data in the deep sea. In the estuary, different rivers and other areas, available recent surveyed bathymetry data has been used. The model domain for Bay of Bengal Model ( BoB) is shown in Figure 8.8 Figure 8.8 The domain of Bay of Bengal Model ( BoB) Hydrodynamics The existing hydrodynamic model was used to provide a description of tidal current flows and water level variations based upon an unstructured triangular mesh. The water levels and flows are resolved on a flexible triangular mesh, when provided with the bathymetry, bed resistance, wind field, and hydrographic boundary conditions. The model is provided with additional functionality through application of a Mud Transport Module which extends the model capabilities to consider the transport, deposition, erosion and re-suspension of fine sediments. This module was applied to consider the potential impacts of the proposed dredging operations. Water level calibration plot is shown in Figure 8.9 and Figure 8.10 323 Final Report Figure 8.9: Comparison of simulated and measured water level Near Sandwip Figure 8.10: Comparison of simulated and measured water level Near Jahazer Char Simulation of Sediment Dispersion The hydrodynamic model was used to drive the mud transport model, which simulates the fate of fine sediment associated with dredging. The model results were extracted over the model domain for suspended sediment concentration and unconsolidated sediment accretion. Suspended sediment calibration plots are shown in Figure 8.11 and Figure 8.12 324 Final Report Figure 8.11: Comparison of simulated and measured suspended sediment concentration near Figure 8.12: Comparison of simulated and measured suspended sediment concentration near Jahazer Char Impact of dredging operation The instantaneous suspended sediment concentration during dredging of the navigational channel results in a plume of fine sediment. This plume is dispersed over a significant distance by the strong tidal currents at the point of dredging, which also leads to increased sediment dispersion. During the ebb tide the plume is transported to the south. During periods of slack tide when the tidal currents change direction, an area of the dredge plume passes to the north .During neap tides, suspended sediment concentrations are slightly increased locally 325 Final Report due to the reduced current speed, however the plumes follow a similar path and direction, but of reduced extent. The time-step of the sediment dispersion model simulation was set at 600s (10 mins). At every time-step sediment is released into the water column based on the specific scenario. Sediment concentrations averaged over the entire water column are presented for each modelled scenario. At the end of each simulation (14 days), the maximum sediment concentration that occurs within each model element is calculated. The final maximum concentration results are therefore, not a representation of any point in time but are instead a time independent view of the sediment plume extent. In reality, the actual sediment concentration at any point in time is likely to be much lower. The proposed dredging operation lasts for 14 days for the modlled section. The representative snapshots of the plume development (>5 mg/l) are shown in Figures 1.3 and 1.4 for two current directions. It can be seen that the sediment plumes generated during the dredging operation are confined to the alignment of the current directions. The sediment plume is created immediately after dredging works starts and disperses in the direction of the dominant current direction. The presence of the plume (>5 mg/l) can be expected to persist for entire dredging operation, after which it quickly dissipates within 4-6 hours after the dredging activity stops. The model shows that sediments will migrate and distribute over a large area under the tidal currents. The spreading of sediment is confined in a smaller area under for northerly currents due to the lower magnitude of the current speed compare to the southerly currents. Figure 8.13 and Figure 8.14 illustrate the map plots of maximum depth averaged concentration over 14 days. The impact (excess concentration) in terms of the extent and area affected has been derived from the model results for four thresholds: 5 mg/l, 4 mg/l, 3 mg/l and 2 mg/l. These plots show the spreading of the suspended sediment. Table 8.5 summarize the maximum affected area and distance from the dredging to the contour defined by a given threshold concentration. 326 Final Report Figure 8.13: Extent of excess sediment concentration for 5% dispersion due to dredging at north of Bhola Figure 8.14: Extent of excess sediment concentration for 10% dispersion due to dredging at north of Bhola 327 Final Report Table 8.6: Distance and area affected by the excess sediment concentration Sl Affected ≥5mg/l ≥4mg/l ≥3mg/l ≥2mg/l No Dispersion area/distance (0.005kg/m3) (0.004kg/m3) (0.003kg/m3) (0.002kg/m3) 1 5% Distance(km) 13 41 57 80 Area(km2) 34 157 372 833 2 10% Distance(km) 57 66 80 93 Area(km2) 375 553 868 1476 Sediment dispersion modelling shows that the maximum excess suspended sediment concentration due to dredging in the Lower Meghna river and Meghna estuary is 42mg/l within 100m from the centre of the dredging in addition to the base suspended sediment concentration. Beyond 100m the excess sediment concentration is very insignificant. The base sediment concentration during dry season in the Lower Meghna river and estuary is in the range 200mg/l to 300mg/l, whereas in the monsoon it varies from 300mg/l to 953mg/l as per field measurements of 2015 under this. The additional suspended sediment concentration is about 4.4 % increase if maximum sediment concentration is considered. If dry season is considered then the percentage increase is about 14%. It implies insignificant impact of dredging in on the flora and fauna of the Lower Meghna river and Meghna Estuary. Feeding and socializing behavior of dolphins, turtles, some fishes may be affected with increased levels of turbidity 8.3.7 Worker Health and Safety Safety at water applies to all vessels and personnel working in the aquatic sector. Safety also extends to the protection of the aquatic environment, waterborne global trade and consequently in all these aspects to the dredging industry. Safety on dredging vessels and during dredging operations embraces an overall approach towards ensuring the safety and health of personnel, the safety of the ships and the quality of the environment. Safety standards are applied during every phase of a dredging project, paying close attention to the safety of ships, crews and all other personnel as well as marine life. Ships, operations and offices must comply with the strictest of international standards regarding Quality, Health, Safety and Environment (QHSE). Works on the water particularly near the coastal area is hazardous due to the hostile and sometimes unpredictable nature of the environment in which it is carried out. Additionally, a variety of potential hazards are believed associated with the project scope of work. The following Table 8.6 can be used to identify anticipated hazards for the project based on the project scope of work and site conditions. 328 Final Report Table 8.7: Anticipated hazards for the project based on the project scope of work and site conditions Hazard Control Measures Cold Stress Warm clothes, water proof outer layer, regular breaks as necessary. Water Drowning Personal Floatation Device (PFDs) will be worn at all times when in support boat Vehicular Traffic One person will be on watch for approaching vessels Slips / Falls Proper boating footwear must be worn when on board Sun Exposure Shaded glasses to be worn during sunny conditions. Inclement Weather Field activities will cease in the event of approaching storms or high winds/seas Heavy Machinery Be aware of machinery operations. Obey no-go-areas where Area machinery is operating Physical/Back Injury First aid will be applied as necessary. Team lifting when weight over 50 lbs. High Crime Area Lock all boats and equipment at the end of every day. Flammable Materials No smoking will be allowed during work activities. All flammable substances will be stored in appropriate fire-proof containers. Chemical PPE worn when there is a potential for sediment contamination Biohazard PPE worn if there is a potential for contact with sediment or water. Wash hands prior to eating/drinking. Personal Protective Equipment (PPE) is a crucial part of worker safety and can include face shields, safety glasses, hard hats, and safety shoes. Additional PPE may also include high- visibility vests, high-visibility fleeces, and raincoats and trousers. This type of equipment has become standard for the dredging industry and has accounted for a significant reduction in accidents and incidents that could endanger a worker. In each case the type of PPE to be used is determined through a risk assessment. 8.4 Social Impacts from Maintenance (dredging) and Vessel Shelter Related Activities The communities have very high expectation from the project regarding dredging of the river and construction of storm vessels shelters. They expect positive impact on livelihood through better transport and business opportunities. Although there will be some land acquisition due to the project but the project will mostly use government land therefore, the impact will be minimal. Some squatters, lease holders and private land owners might face negative impact 329 Final Report due to the project, which can be specified during detailed design stage. Some positive and negative impacts according to respondents‘ o serv tion re presented in Table 8.7. Table 8.8: Some positive nd neg tive imp ts ording to respondents‘ o serv tion Expected Positive impacts of the project % The project will enhance livelihood opportunities 29% It will improve transport facility 27% It will upgrade environment and play role in disaster management 20% The project will enhance social development 5% Expected Positive impacts of the project % The project will cause environmental degradation 30% Transport cost will increase 19% Negative impact on livelihood during construction 16% The project will fail in maintenance 11% 8.4.1 Land Acquisition and Resettlement The project will follow World Bank Operational Policy 4.12 and GoB policy to avoid, minimize and mitigate any adverse land acquisition and resettlement impacts to the communities to be affected by the project. Most of the terminals are on GoB land, but proposed launch terminal facilities will require approximately 2.093 ha land acquisition, which is minimal compared to the overall benefits and influence area of the project. The proposed 06 vessel shelters are planned to be constructed on public land to avoid any negative impacts on the population near project sites. The ESIA study findings indicate that area wise land value is different in various regions based on access to service facility and transport-communication system. In case, where land acquisition is unavoidable, the project will ensure that replacement value in current market price of the affected land is provided to the legitimate owners. Also, structure value, compensation for trees, standing crops will be paid in current market price and business loss will be paid to the business owners for any interruptions caused by the project. The project will consider all possible options to avoid, minimize and mitigate resettlement impacts. For the situation, where land acquisition or displacement is unavoidable, a resettlement action plan will be designed based on policy matrix provided in the RPF to minimize and mitigate any negative impact caused by resettlement due to the project. If required (i.e. if no suitable in river dumping location is available), Dumping points or stack yards for dredge materials will be identified in consultation with the project stakeholders and community preference. In most cases, the dredge materials will be directly moved and sold to willing buyers. The project will consider all possible means to avoid soil contamination and degradation of top-soil to avoid adverse impacts on agricultural production. The Project Implementation Unit (PIU) of the Bangladesh Inland Water Transport Authority (BIWTA) will arrange land for disposal of the dredged materials following GoB law i.e. Acquisition and Requisition of Immovable Property Ordinance 1982 (Ordinance No. 2) and subsequent amendment until 1994. The land will be requisitioned through the concerned 330 Final Report Deputy Commissioners of the project districts. The PIU will pay the required amount to DC office as per law as required for renting/leasing for the particular land for the sand deposition. DC office will annually assess the rent for the land and claim fund from the PIU to disburse to the lessees. In case, where land acquisition is unavoidable, the project will ensure that replacement value in current market price of the affected land is provided to the legitimate owners. Also, structure value, compensation for trees, standing crops will be paid in current market price and business loss will be paid to the business owners for any interruptions caused by the project. The project will consider all possible options to avoid, minimize and mitigate resettlement impacts. For the situation, where land acquisition or displacement is unavoidable, a resettlement action plan will be designed based on policy matrix provided in the Resettlement Policy Framework (RPF) to minimize and mitigate any negative impact caused by resettlement due to the project interventions. A lease agreement would be signed between the PIU and the land owners according to the broad principles as under- -DC will identify the actual owners of the proposed land taking into account of the record of rights to the property -Rent would be paid through the DC office on yearly basis at the beginning of the year -Land will be used for project purposes only (sand deposition) -Land will be restored to original condition and returned to the land owners after agreed lease period. The lease agreement will be based on requisition of land 8.4.2 Impact on livelihood sources The people of the area are looking forward to earn their livelihood by establishing shops, temporary and permanent businesses etc. after implementation of the project. It goes without saying that there will be a kind of dynamicity throughout the project. Some people will search out their livelihood by working in ferry ghats and proposed storm shelters. When it will be put into practiced all over the river way, a large number of people can get an opportunity to be appointed there. Ghats and terminals related markets are the hearts of economy of local population. If it is possible to expand the market place then a large numbers of peoples will reconcile their livelihood with new hope and they can enlarge it by investing more capital. Some of these markets play an active role in regional or even national economy. In Harina ferry ghat approximately 500 fishermen are leading their lives by catching fishes. Chairman ghat (Boyar char) is providing livelihood opportunity to a large number of fishermen (about 15000-20000). The fishermen near Hatia and some other char area have been enthusiastic about dredging as the fishermen community depend a lot on river transport system for fishing as well as transporting the fish to the markets. Some river sites lose navigation during low tide, which causes difficulties to the fishermen. On the other hand, 331 Final Report some fishermen expressed their concern that dredging causes distortion to regular fish habitats and some fish might migrate to other spots due to dredging. The population of Bangladesh depends on wild fish for food and the generation of income. A large portion rural family are engaged in part time fish capture from the rivers and beels. Until 70s, there was an abundance of fish in the natural waters of the country to well-satisfy the demand. In recent years, however, capture fish production has declined to about 50%, with a negative trend of 1.24 % per year (Ahmed, 1995). In spite of these in 2013-14, Bangladesh has produced 3548115 MT fish of which 83.22% and 16.78% comes from inland and marine fisheries respectively (FRSS, 2015). Fishermen comprise a major portion of the inhabitants by the riverside in this project area. They catch fish all the year round. Although they have some modes of established system of their product transportation, this project will add a new dimension in the fish trade as it will develop the navigation as well as port management through vessel shelter construction. However, agriculture (excessive removal of surface water and abstraction of groundwater for irrigation), pollution (domestic and industrial), and unregulated discharge of untreated industrial and farm effluents, habitat destruction also have significant impact, as does the regular over flooding and lack of flooding rain in the last few decades (Hossain, 2014). The present study has identified an ethnic community named Bede in Dakatia river (a tributary of Meghna river in Chandpur). They are living here for round 100-150 years following their ancestors. Their daily income is about 300-500 BDT. Their main occupations are fish capture and selling. No proper sanitation system has been developed for them. Their children get no schooling facility. They drink river water by mixing with Alum. There is several floating net ulture‘s eviden e in the D k ti river. Though it is under ulture practice, some people are still making money out of it. Tilapia and carp species are mainly cultured in this system. In Horinaghat, fishermen stated that, they usually eat the small fishes (Bacha, Dain etc.) of the net and sell the big fishes (Hilsa, Pangus etc.). Another important living source among the fishing communities is the net sewing. A consultation meeting with local residents of Choumohuni, Barisal revealed that, if vessel shelter is made here, a lot of people will earn money for their livelihood nd will ontri ute in this re ‘s e onomi st tus. Most of the fishermen near this area are in debt from different loan providers (ASA, Grameen Bank, BRAC, Podokkhep etc). This same situation was observed in Daulatkhan, Bhola where some f milies were re orded to le ve their home nd fishing o t to es pe from the lo n supplier‘s reminder. This h s e ome ommon phenomenon in the fishermen‘s vill ge. K th fishery (a special type of fishing, practiced in Bangladesh to aggregate fish in a certain place of open water) is also a temporary subsistence option for some people around the area. This practices were quite familiar in Dakatia river, Koroitola Khal (a tributary of Kirtonkhola river, Barisal), Shitalakkha river (less common than the previous two). One of the main problems was lack of capital for buying fishing gears and craft. Most of the fishermen are Muslim in religion but Hindu are another significant group. Fishermen are engaged in fish catching in the Meghna River throughout the year. January, February, March, April are almost dry season. At that time water level was very low and riverine environment is not suitable for the growth of fish. 332 Final Report So, during this period fish were not available (Mia et al., 2015). Fishermen basically change their income source then; to labor based other works at their locality. Almost all fishermen community is disadvantaged in social capital such as the networks, groups, trust, access to institutions etc. There was poor existence of social organizations in the surveyed areas. Lack of social capital has affected socio-economic condition of poor people in fishing communities (Mia et al., 2015). The government of Bangladesh has adopted a programme to protect jatka in 2003-04 to ensure sustainable Hilsa production. By this programme, jatka catch, sell, carry and transport has been prohibited during 1st November to 31st May (7 months). It is not unlikely that jatka fishers earn their livelihood by selling jatka and they do not have any alternate source of in ome. Th t‘s why the government h s given spe i l import n e this ye r for ltern te sources of income for jatka fishermen so that they can earn their livelihoods by some other me ns during the ‗no t h period‘ of jatka. For the rehabilitation of jatka fishers there was a progr mme n med ‗Jatka Prote tion nd J tk Fishers Reh ilit tion Progr me‘. A tot l of Tk.2.00 crores/year has been allocated for rehabilitation of jatka fishermen during the years 2008-2010. Beside this progr mme proje t n med ―J tk Conserv tion, Altern te In ome Generation for the Jatka Fishers nd Rese r h Proje t‖ h s een implemented within jatka available and sanctuary surrounding upazilas for giving alternate income generation activities during the ban period. As this rehabilitation programme was implemented and it helped their livelihood, this made it comparatively easy to keep the fishermen away from catching jatka. This project covers 21 upazilas of 4 districts. Through this project the Government has allocated 10,000 Tk for each jatka fisheries to maintain their family during the jatka catch ban period since the project started. The Government initiated to help the fishers affected by Hilsa ban which includes rice provision through VGF (vulnerable group feeding) per household for four months during the ban period in order to mitigate the sufferings of the fishermen. This programme has started since 2004-05. Programme has covered 85 upazilas of 15 districts for each year (Ahsan et al., 2014). According to Mondal et al. (2013) in Lakshmipur (Ramgati upazilla) of Lower Meghna a total of 82% of fishermen are professional and 18% are seasonal where 25500 fishermen in this area are dependent on the riverine fish for their livelihood and protein supply. The study also states that, two types of fish marketing channel exist in the study area. In first type (84%) involving fishermen to directly consumers and 2nd type (16%) involving three intermediaries (aratdar, wholesaler and retailer). During the peak season, the monthly incomes of fishermen were adequate and the range was 5000 to 30000 BDT. But during the lean period their income became low and even zero. 80% fishermen are fishing with boats (Consider as one unit) and the rest without boats. This underprivileged group of people of our society is the basement of our national protein demand. A large market of vegetables takes place in Chandpur Sadar launch ghat. There are more or less 1000 business shops located there. Most of the vegetables are coming from the chars by boat. The people of this area will get new hope to work in the new proposed river way. Better 333 Final Report transportation always promotes business and industrialization and local traders and business owners are enthusiastic to the project for this opportunity. Ashuganj, Mozu Chaudhuri Ghat, etc. have been playing a major role in transporting construction materials and receiving international goods. The project will create more opportunity for the people in terms of employment and income. From the consultation findings, in Ashuganj ferry ghat, about 1500-2000 labourers work in a day. In this case many employment opportunities can be generated there and the community will have new dimensions in terms of occupation. Many mobile vendors of vegetables, raw materials, fruits, etc. are dealing in these ghats, jetties and terminals. This opportunity will grow more when the project will be implemented. Therefore, developing the terminals by extending its capacity and efficiency will directly enhance local economy in each case. It means after implementation of the project, these terminals can attract a massive number of people for their livelihood. Here GoB will get more revenue from the ghats once business units are increased. The operators/crews of water vessels advised the project to include improved river traffic system by inclusive development of signaling across the river routes. Safety is a major concern of the vessel operators and passengers. Better navigation system will remarkably improve safety and security of the vessel users. This may also create provision to divert some laborers to new occupational groups after implementation of the project. Vessel operators, country boatmen, fishing boat owners and operators, lessees of the terminals will continue livelihood with better pace after completion of the project. Some ghats, terminals, jetties, ferry crossing routes are in vulnerable state; these should be constructed as early as possible on priority basis. It is expected that a massive progress will come forward in their livelihood after completing the planned interventions. The project will promote advancement of the infrastructure in the river routes and proposed locations. Development of infrastructure will amplify the livelihood and increase the income as well as standard of living of local people. So, colossal positive impacts will come to all walks of people in their daily livelihood through all along the river route. A ording to people‘s opinion there will e no neg tive impact of the project on livelihood. The proposed launch ghats /vessel shelters will offer fresh income and livelihood opportunities and can play a major role in economic development of the surroundings. 8.4.3 Impact on boat/ Vessel traffic Floating pipe is the only means of discharging dredged materials followed in navigation dredging in Bangladesh. Deployment of dredger, ancillary crafts, placing of floating pipes and shore pipes disrupt uninterrupted traffic. These occupy most part of the channel and leave a narrow lane for other vessels or boats to negotiate. Most of the cases, this lane is so narrow that allows a one-way traffic with caution. Such cases increase transportation time. Again, some channels are so narrow where after deployment of dredger and placement of floating pipe lines leave no room for vessels to move. In such events, traffic remains closed 334 Final Report during dredging. This happens in case of Bamnirchar in the Chandpur-Barisal route and in some ferry routes. Deployment of dredger and placement of floating pipe lines is also a potential threat of accidents. There are instances of such accidents caused by dashing of vessels to dredger, ancillary crafts or pipe lines. Mitigations Prior consultation with the relevant stakeholders including notification, arrangement of safety measures to avoid accidental collition and proper planning as well as involvement of public representative shall be in place to avoid major disturvance to riverine traffic. 8.4.4 Public Health Impacts and Safety Issues Construction phase activities associated with dredging and disposal activities may affect noise, air quality, safety of personnel and have the potential to increase disease vectors such as mosquito and biting midges. These Project variables may potentially affect the wellbeing of the surrounding community and each is discussed in more detail below and section references made where appropriate. Noise Level Impacts People have widely varying reactions to noise. The key areas of concern to the community in relation to noise pollution from dredging and disposal activities are as follows: Annoyance, reduced quality of life; Sleep disturbance; Performance and learning of school children; Cardiovascular disease; Mental health; and Neuro physiological stress. Predicted noise levels generated from the construction of the Reclamation Area complies with site- specific noise criteria for all identified noise sensitive receivers and due to the distances between the site and any receivers, noise and vibration impacts will likely be insignificant. Air Quality Impacts The main air quality impacts from dredged material reclamation activities will be vehicle emissions consisting of nitrogen oxide (NOx) compounds, dust and particulates due to vehicle movement on unsealed areas. Dredging will also result in exhaust emissions from the dredgers, however, these impacts will be transient and will not result in a permanent, long term change to air quality in a particular locality. Particles are a broad class of chemically and physically diverse substances. They exist as discrete particles spanning several orders of magnitude in size, 0.005 to 100 µm. Epidemiological studies show a correlation between exposure to particles and adverse health effects. At this time there is no conclusive evidence regarding the role of particle size and 335 Final Report health effects, however different sizes may be important for different health outcomes. There is no threshold concentration established for particulates or different size ranges amongst particulates below which adverse health effects will not be observed. Dust impacts to the sensitive receiver during construction of the reclamation area are unlikely to be of concern due to separation distances and the moist nature of the dredged material being used for the reclamation. Exposure to nitrogen dioxide (NO2) has been associated with increases in daily mortality, hospital admissions and emergency room attendances for cardiovascular and respiratory disease, increases in respiratory illness and symptoms and decreases in lung function. The elderly, asthmatics, children and people with existing disease are particularly susceptible to the effects of NO2. Material which has been dredged and relocated to the reclamation area may release odours. Hydrogen sulfide (H2S) generated by the decay of organic material within the dredged material is the principal cause of potential odours. The nature of the material to be dredged and the proximity of the reclamation to populated areas and exposure of construction workers are the main aspects that will determine if odour is an issue for this project. Mitigations  Inspect and maintain equipment in good working condition. Proper maintenance of engines ensures full combustion with low soot emissions.  Use low-sulphur heavy fuels to reduce noxious emissions.  Provide exhaust filtering.  Gaseous emissions to be monitored monthly (visual monitoring daily) and emissions should be within limits as prescribed in the DOE air quality standards Impacts of Reclamation Construction As a result of the filthy environment brought about by unplanned disposal of dredged materials and indiscriminate refuse dumping at reclamation sites, there could be an increase in the prevalence of communicable diseases. These refuse collections could contaminate surface soil and underground water, attract breeding of houseflies and act as sources of occurrences of diarrhoeal diseases such as Typhoid and Cholera. The waste heaps can also serve as breeding sites for mosquitoes and consequently increase the prevalence of vector borne diseases. Such breeding sites would have both indirect and direct impact on the epidemiology of malaria in the city and the health systems. Though dredging brings about an improvement in flow of water and its speed, it may lead to an increase and change in pattern of the epidemiology of diseases associated with fast flowing rivers such as Meghna. Mitigations: Dredge material management plant is prepared and implemented and OHS plan will be implemented by contractors on the basis of the WBG EHS Guidelines (2007)and ECoPs Impacts from Contaminated Disposal The conceptual model defines individual risk scenarios. For chemical risk assessment, the only scenario to consider is the ingestion of contaminated fish or shellfish. 336 Final Report 337 Final Report Mitigation  Always maintain the noise level within the national standard during construction period.  To reduce the noise impact contractor should not work at night time near the settlement area.  Air emission from construction activities should comply the national guideline as stipulated in Table 10.7 .  Regularly check and repair the faulty equipment if found to minimize the noise and air pollution.  Dredge material is not likely to be contaminated; if contaminated then it will be disposed in-river. Only in exceptional circumstances, if in-river locations are not available, would contaminated dredge material be brought onshore. In such cases, it will be isolated and disposed at proper site to be identified in consultation with relevant stakeholders to be used for land reclamation.  Reclamation site should be restricted for local people until it is declared to use for general people.  Observance of ECoPs, OHS Plan and dredge materials management plan.  Continue liaison and provide information to relevant community leaders, stakeholders and potentially affected communities.  Provide adequate training to staff to operate equipment, to carry out dredging, and to transport dredged material 8.5 Impacts from Inland Water Transport 8.5.1 Development of Efficient and Environmentally Friendly Transport Inland water transport (IWT) is a competitive alternative and addition to road and rail transport, offering a sustainable and environment-friendly mode of transport in terms of energy consumption, noise and gas emissions. IWT is also often the most economical inland transport mode due to low infrastructure and external costs – a characteristic of crucial importance. However, IWT is often still under-used and suffers from infrastructure, institutional, legal and technical barriers, which call for pro-active policies by Governments and international bodies. Almost 100% respondents h ve willingly wel omed the proje t onsidering its‘ m gnitude and ultimate result. Majority of them stated during consultation and survey that there will be no negative impact due to the project. Participants from Ashuganj, Shadarghat, Munsiganj, are enthusiastic about the project as it will improve transport system across the country and international river transport channels including playing a major role in transporting goods from India and other cross border countries. Project will also facilitate better transportation among three sea ports. Some of them were concern about unplanned dredging, which may 338 Final Report cause erosion at some locations and therefore homesteads and agricultural field may become victim of unpredictable erosion. The rivers of Bangladesh have played a major role in overall development of the country. Each river has offered biodiversity to its connecting region, enriched the topsoil for cultivation and many other direct and indirect benefits in addition to providing complete livelihood for the contiguous communities. There are potentials that have improved various industrial hubs along the neighboring areas. A profusion of industries have been constructed bordering the rivers, which have become intimidating to the environment. For example, fertilizer, cement, dyeing factories along the major rivers have contributed to environmental hazards through unrefined disposal of chemical directly to river, noise and air pollution, etc. The river ports and terminals possess employment and livelihood opportunities for thousands of households. For example, the Mozu Choudhuri ghat itself has 500-600 shops focusing on the inbounds and transport facilities of the ghat. Local produces like coconut, areca nuts (‗Shupari’) and other agricultural products along with construction materials are transported through the ghat. Therefore, developing the terminals by extending its capacity and efficiency will directly enhance local economy in each case. Shatnal, Dakatia (Boro Stationtek), etc launch terminals can promote great tourist spots in the surrounding for national and international tourists based on barely the natural resources and scenic beauty of the adjacent rivers. River routes can assure ultimate comfort packages that the tourists would admire without the hustle of traffic congestion through road transportation. Previous studies comparing road, railway and water way indicates that the water based transport system produce lowest amount of greenhouse gas, makes least noise pollution and is the cheapest way of traveling throughout Bangladesh. Therefore, the proposed project initiatives can play a major role in promoting an echo-friendly transport system in the country. However, the project should take account of potential environmental hazards through awareness raising and minimizing any possible negative impacts. Project scopes may also be extended through involving other government agencies like fisheries, agriculture, etc departments and developing a collective panel to ensure environmental sustainability of our rivers. The environment team will elaborately scrutinize these issues. 8.5.2 Environmental Impacts of the Inland Water Transport Transport has several impacts on the environment. Emissions contribute to air pollution and climate change, noise causes nuisance and health risks and infrastructure has serious impacts on landscape and ecosystems. In addition to these impacts on the environment, transport has also other severe impacts on society. Every year hundred thousands of people are killed and injured in accidents and in various densely populated areas; high congestion levels result in time losses. Technical and economic developments during the last decades have significantly increased the mobility of people and goods. As a result, the transport sector has undergone dramatic expansion during this period. In order to achieve long-term sustainable development, new 339 Final Report demands are placed on transport sector actors to promote greater environmental compatibility both individually and jointly. The distri ution etween v rious tr nsport modes h s onsider le e ring on the se tor‘s environmental impact. Comparative assessment of the environmental impact from different transport alternatives is complicated, due to the fact that environmental problems from different modes of transport are of differing dimensions, and most of these effects are difficult to quantify. In the next subsections we briefly explain the main environmental impacts of transport:  Impacts from greenhouse gas emissions on climate change.  Impacts from pollutant emissions on various problems related to air quality.  Health and nuisance impacts from noise.  Impacts on landscape from infrastructure.  Impacts on biodiversity and ecosystems because of infrastructure fragmenting natural habitats.  Impacts on water quality.  Impacts on soil quality. Climate Change Climate change is one of the great challenges of current society, a global environmental problem. In the last decades there has come more and more evidence that the emission of greenhouse gases contributes to the effect of global warming. Transport makes a considerable contribution to the greenhouse effect. For the transport sector, the greenhouse gas emissions are dominated by the carbon-dioxide (CO2) emissions from burning fossil fuels. Carbon- dioxide emissions from transport are increasing, and are expected to increase in the future. Emissions of greenhouse gases are an extremely relevant issue when it comes to our choice of transport means. The Intergovernmental Panel on Climate Change (IPCC) has examined a range of future climate change scenarios and found that the globally averaged surface air temperature is projected by models to warm 1.1 to 6.4°C by 2100 relative to 2000, and globally averaged sea level is projected by models to rise 18 to 59 cm by 2100. The warming is expected to vary by region, and to be accompanied by changes in precipitation, changes in the variability of climate, and changes in the frequency and intensity of some extreme climate phenomena (drought, flooding) as well as impacts on ecosystems, and diseases. The amount of CO2 emissions, which are particularly relevant for climate change, can be directly derived from the amount of energy consumption. These emissions result from burning of fuel by motors of trucks, diesel locomotives and vessels. For electrical locomotives, emissions are caused by corresponding power generation. The lowest CO2 emissions per unit of energy occur with electrical trains. Their future development depends on the structure of primary energy used for electricity generation. As regards trucks and inland ships, future emissions depend on the development of specific fuel input. 340 Final Report In case of water transport, the main load derives from the vessel's engine. This is used mainly to provide power to drive the vessel, to cool the products, to operate the ship's equipment, and to ensure the needs of the staff. The engines of the vessels also run while mooring, providing power also for loading and material handling. Air pollution also derives from the internal material handling at the ports, as well as from the energy use connected to the operation of the port, e.g. heating. Calculations have been prepared for selected origin-destination (OD) pairs (routes). Clearly, the highest specific CO2 emissions are caused by road trucks. This remains valid if the additional collection and distribution transport by trucks is considered for containers carried by railways or ships on their main route section. For five of eight analysed bulk freight transport cases, inland shipping causes lower CO2 emissions than railways. As regards container transport in the Dhaka-Chitagong corridor, the CO2 emission per TEU (twenty-foot equivalent unit, a measure used for capacity in container transportation) of inland shipping is by 19% to 55% lower than for railways. Air Pollution Transport-related air pollution causes damages to humans, biosphere, soil, water, buildings and materials. The most important pollutants are the following: - Particulate matter (PM2.5, PM10); - Nitrogen oxides (NOx); - Sulphur oxide (SO2); - Ozone (O3); - Volatile organic compounds (VOC). The emissions of pollutants give rise to health costs, building/material damages, crop losses and costs for further damages for the ecosystem (biosphere, soil, water). Each impact is related to one or more type of pollutants:  Health impacts: Impacts on human health due to the aspiration of fine particles (PM2.5/PM10, other air pollutants). Exhaust emission particles are hereby considered as the most important pollutant. In addition, ozone (O3) has impacts on human health. The main health impacts are increased health problems for people who suffer aspiration diseases and a higher risk for anyone to get such a disease.  Building and material damages: Impacts on buildings and materials from air pollutants. Mainly two effects are of importance: soiling of building surfaces/facades primarily through particles and dust. The second, more important impact on facades and materials is the degradation through corrosive processes, due to acid air pollutants like NOx and SO2.  Crop losses in agriculture and impacts on the biosphere: crops as well as forests and other ecosystems are damaged by acid deposition, ozone exposition and SO2. 341 Final Report The main impacts are the health impacts mainly caused by particulate matter (PM) from exhaust emissions or transformation of other pollutants. There is increasing evidence that in particular ultra-fine particles have severe health risks. Unlike the climate impacts of CO2, the impacts from air pollutant emissions depend on the location. Air pollutants that are emitted in densely populated areas cause considerably more harm than pollutants emitted in remote areas. Numerous studies have prepared extensive estimates of pollution caused by road and railway transport. Inland shipping gained less attention, and related estimates are based on highly aggregated figures. Such calculations referring to the aggregated vessel fleet do not allow reliable conclusions. The level of exhaust emissions by trucks depends largely on the traffic situation. With growing level of traffic disturbances, exhaust emissions per vehicle-km increase significantly. Exhaust emissions of electricity-powered railways depends on the structure of primary energy used for electricity generation. Electricity-powered railway transport causes clearly lower pollutive emissions than road and ship transport. Accordingly, the external costs of air pollution caused by railway transport are significantly lower than those of competing modes. When comparing inland shipping with road transport, there is a clear advantage for ship transport13. Waterborne transport contributes significantly to the emission of air pollutants, both locally and globally. The local effect primarily occurs in port areas. The sources are the same as the CO2 sources responsible for climate change; however, the amount of emitted pollutants - mainly SOx, and diesel particulate matter - depends heavily on the quality of the fuel used. The bunker fuel that is mainly used in shipping causes a much greater environmental impact than the diesel used in trucks and trains. Concerning the local effects, the onward transport of goods is an important issue, i.e. the land transport (road, rail) connections of the port. The distance of the port and the transport routes from the residential or other sensitive areas is also an important question. Noise Impacts Traffic noise has a variety of adverse impacts on human health. The World Health Organization (WHO) has recognized community noise, including traffic noise, as a serious public health problem. The effects are often indirect and combined in a pattern of interacting factors. The most widespread effect is simply annoyance. In addition, there is substantial evidence for serious health problems caused by traffic noise. The main problem is disturbance of sleep patterns, which affects cognitive functioning (especially in children) and contributes to certain cardiovascular diseases. There is also increasing evidence for an impact of noise raising blood pressure. The degree of noise from different modes of transport differs. The frequency of the noise, the location of the source and variations in the level of noise all affect the experience of it. 13 BFG & PLANCO Consulting GmbH (2007), Economical and Ecological Comparison of Transport Modes: Road, Railways, Inland Waterways 342 Final Report Sensitivity to disturbance varies considerably from person to person. Disturbance depends on the sound level at the time and the number of noise events, their duration, the time and the situation of the individual when exposed to noise. The difference of noise emissions per unit of freight, between road and rail, measured along road/railway lines is only small. However, noise from rail transport has a lower subjective nuisance level of the same average level of physical emission compared to noise from road traffic. Inland shipping causes only lower emissions, with a difference of –10 dB(A). This difference represents 50% lower emission loads as perceived by people 14. Inland shipping is not seen as a relevant noise polluter, because emission factors are comparably low and most of the activities occur outside densely populated areas. Marginal noise costs due to maritime shipping and inland waterway transport are assumed to be negligible15. Noise emission from shipping has an impact both on human population and wildlife. The impact on wildlife is dominant near the waterways, as these often lead close to protected natural areas. The impact on the population mainly appears in the vicinity of ports, connected partly to road and rail connections, and to internal material handling. The noise emission of the engines of mooring vessels has to be considered as well. The noise emissions of ships can be reduced by using modern engines. The optimal choice of speed, traffic management reducing acceleration and deceleration also have a positive impact on this load. Noise emission within ports and near access roads can also be reduced by measures used to mitigate the emissions of CO2 and other pollutants. Construction of bypass roads or noise barriers can in some cases also lower the noise impact of access roads. The time and location of noise emission is an important issue. Emission during the day has a different effect than the same emission during the night, or over the weekend. This has to be considered when designing the operational regulations of the port and it should be enforced at the rail and road links of the port as well. The activities with higher noise pollution, and the cargo operations during the night should be carried out at more remote areas of the port from the populated areas. Mitigation:  Reduce the dredger noise at source by isolation of exhaust systems, by keeping engine room doors shut and by additional measures such as shielding. Limit the noisy dredging to daylight hours, where possible, rather than at sunrise or sunset (significant for wildlife) or during night time hours. Where unavoidable, the contractor should ramp up the levels of engines or other noise producing sources, so that the noise slowly increases. This will encourage riverine and terrestrial fauna to move away from the source area prior to significant noise emissions. Inspect and maintain equipment in good working condition. 14 BFG & PLANCO Consulting GmbH (2007), Economical and Ecological Comparison of Transport Modes: Road, Railways, Inland Waterways 15 Maibach, M., et al. (2008), Handbook on estimation of external costs in the transport sector - Produced within the study Internalisation Measures and Policies for All external Cost of Transport (IMPACT), CE Delft, Delft, the Netherlands. 343 Final Report  The noise emissions of ships can be reduced by using modern engines. The optimal choice of speed, traffic management reducing acceleration and deceleration also have a positive impact on this load. Water Quality Transport activities have an impact on hydrological conditions. Fuel, chemical and other hazardous particulates discarded from aircraft, cars, trucks and trains or from port and airport terminal operations can contaminate groundwater, rivers, lakes, wetlands and oceans. Water transport emissions represent the most important segment of water quality inventory of the transportation sector. The main effects of water transport operations on water quality predominantly arise from dredging, waste, ballast waters and oil spills16. Waste generated by the operations of vessels at sea/river or at ports cause serious environmental problems, since they can contain a very high level of bacteria that can be hazardous for public health as well as aquatic ecosystems when discharged in waters. Besides, various types of garbage containing metals and plastic are not easily biodegradable. They can persist on the water surface for long periods of time and can be a serious impediment for navigation in inland waterways and at sea and affecting as well berthing operations. Major oil spills from oil cargo vessel accidents are one of the most serious problems of pollution from inland water transport activities. Mitigation:  Select dredging equipment and methodology with low risk of sediment dispersal.  Monitor local suspended sediment concentration by sediment sampling and laboratory.  Regularly inspect and maintain equipment in order to prevent leaks. Develop and implement a Spill Prevention Plan to prevent and contain accidental spills, monitor sediment spill Operational Oil Pollution Ships are designed to move safely through the water when they are filled with cargo. When empty, they fill their tanks with ballast water in order to weigh them down and so stabilize them as they cross the ocean. Before entering the port where they are to load up, they discharge the ballast water, whose weight will be replaced with freight. The water discharged is typically somewhat unclean, being contaminated with oil and possibly other wastes within the ballast tanks. Its discharge is therefore a source of water pollution. It should be noted, however, that segregated ballast tanks, which are required on newer tank vessels, reduce or eliminate the oily ballast problem. A similar source of pollution is bilge water; this is seepage 16 Rodrigue, J-P, C. Comtois and B. Slack (2009), The Geography of Transport Systems, Second Edition, New York: Routledge. 344 Final Report which collects in the hold of a ship and must be discharged regularly. On oil tankers the bilge water is typically contaminated with oil which seeps out of the cargo tanks; thus this is also a sour e of oil pollution. Su h dis h rges re referred to s ―oper tion l‖ pollution e use they have long been considered a part of the normal operating procedures both of oil tankers and of other ships managing their fuel. Mitigation: - Refuel of barges and boats with a proper care to avoid any spills. - Make available spill kits and other absorbent material at refuelling points on the barges - Develop and implement spill contingency plans for pipeline and hull leakages. Ensure that emergency response equipment, e.g. floating booms, are serviceable and available to deal with any oil spills or leakages Solid Waste Disposal The disposal of plastics at sea is a significant source of environmental harm, since the materials are both buoyant and persistent. Debris is generally of several types. Fishing boats discard old nets and lines, frequently made of plastic. Freighters accumulate and sometimes discharge materials used to pack break bulk freight to keep it from shifting as the boat moves. This material, called dunnage, is typically either wood or plastic. Discarded plastics pose a threat both to rivers species and to coastal regions. Discarded nets carry out so-called "ghost fishing", continuing to trap animals as they drift through the water. Bandshaped packing materials can encircle aquatic mammals fish, or birds, forming a girdle which tightens as the animal grows. Aquatic organisms also ingest plastics, which can kill them or reduce the nutritional value of their food intake. Wood used for dunnage, if not grated or pulped can damage small boats which run into it. Mitigation - Enforcement of national and international regulations e.g. Management Regulations on Preventing Vessels from Polluting Marine Environment. - Solid waste are forbidden to be discharged into the rivers, and must be unloaded to the nearby waste treatment facilities for treatment. - Protocol to be developed by the contractor and approved by the BIWTA and DOE for waste management. Impact of increased waving Waterborne traffic increases surf, which causes problems primarily on the bank. Surf threatens the wildlife of the riparian zone, especially invertebrates and juvenile fish. The coastal vegetation may be affected as well, as reeds do not tolerate continued strong waving. 345 Final Report Mitigation Limit speed of water borne traffic at sensitive locations by less than 10 Knots/hour. Introduction of foreign species Waterborne transport can result in the introduction of foreign species to new territories, a part of these travels on board, or within the cargo, and spread to the area. Thus, parasites, bacteria, or other organisms can appear in a particular area, infecting or expelling native species, weakening biodiversity. This process can be controlled by quarantine rules, but their effectiveness is questionable. Other foreign species are carried to new territories stuck to the hull or in ballast water, causing environmental problems there. This problem is related specifically to waterborne transport. Mitigation:  Strict observance of national and international rules related to disposal of ballast and bilge water.  Biological/chemical/mechanical control of introduced foreign/invasive species.  Regular monitoring of water quality including analyses of planktons and Benthos 8.5.3 Risk of Accidents and Collisions Accidental Spills Spills from waterborne vessels are one of the major sources of water pollution from shipping. They are of several types. Cargo spills frequently occur while loading or unloading in port, due to handling errors or equipment problems. Such spills are typically relatively small in volume. They may be of any kind of cargo, though petroleum products (primarily cargo rather than fuel) and other chemicals are most common. Spills of non-hazardous cargo are more common than spills of toxics or flammable materials, because the precautions taken in handling dangerous products tend to promote much greater vigilance and far fewer careless spills. Much less common, but potentially more dangerous, are cargo spills which occur when a boat runs aground or breaks up in bad weather. Such disasters typically occur when boats are moving into or out of ports or in other restricted areas, where there is little or no room for maneuvering or going off course in case of bad weather. In comparison, in the open ocean, boats can handle storms or high winds with little risk of accident, because if they are blown off course they are unlikely to run into anything. 346 Final Report Collisions of Ships Inland waterway traffic records an ever increasing traffic density. Consequently, new channels are being built and new solutions are being found in order to enlarge inland waterways, etc. The safety of waterways is considered satisfactory if they are regularly maintained, if they possess accurate necessary signs, if they possess the means to facilitate navigation such as, for example, River Information System - RIS, Vessel Tracing System - VTS, Electronic Charts Display Information System - ECDIS, Automatic Information System – AIS etc. Apart from the abovementioned factors, the accident statistics done for waterways with satisfactory level of safety and observed through a longer time period should provide data on accidents that occur rarely. Despite the vastness of the IWT network, it has many problems associated with safety and navigability. Natural obstacles cause a lot to inadequate navigability, as well as to marine disasters. It is a painstaking job to find the permissible routes for navigation, as routes vary in a wide range with the change in seasons. During the monsoon, the navigable inland waterways are approximately 5,968 km in length, which however, decrease to 3,600 km in dry seasons17. The problem gets intensified due to alluvial deposition, which is profoundly caused by geographical position of the country, deforestation and unplanned construction of dikes and embankments in the coastal region. As the country is located in the vicinity of the nadir of the Himalayas, which is comparatively young and vulnerable to soil losses due to both natural and man-made causes, high rate of sediment transport is prevalent here. Since the river gradient within Bangladesh is very low, a significant amount of that sediment load cannot be naturally transported to the Bay of Bengal and is deposited on the river beds, as well as flood plains, each year. The Ganges River mobilizes a total of 729 megatons of sediments annually through a narrow zone within its river valley. Under the present hydro-geological conditions, the river sedimentation is climatically controlled and is predicted to produce a 2000 km long, 2 to 40 km wide and 25 to 50 m thick ribbonshaped, well-sorted symmetrically skewed fine sand body. The river of Ganges is marked by its second highest siltation rate in the world. The current situation of the waterways demands for a prominent dredging service. Annual dredging demand in core waterways network is estimated as 18 million cubic meters, while the annual productivity of the dredgers, currently in work, is 6.36 million cubic meters only. This is due to the dearth of dredgers as well as the aged state of most of the dredgers, resulting in reduced efficiency. Due to low budget allocation, hydrographic surveys to all classified waterways remain impossible. Only a limited number of navigation routes of 965 km, 16% of the total, were surveyed in 2006-07 according to a need-based priority. Thus, due to all the shortcomings stated above, the current classification system of inland waterways is believed to outlive its usefulness. Navigational aids like beacons, lighted & unlighted buoys, iron & bamboo marks etc. are used to mark shoals, while channel bends, shallow patches etc. are used in waterway routes for the vessel safety. Observation at various river ports exposed that the intense traffic 17 Huq, N.A. & Dewan, A.M. (2003). Lauch Disaster in Bangladesh: A Geographical Study, Geografia, Vol.1, Issue 2 (14-25), ISSN 0126-7000. 347 Final Report density in the ports prevent the vessels to berth alongside the pontoon and persuade them to resort to nose berthing. Due to acute congestion, the vessels keep colliding with each other recurrently, causing damage to the fender as well as the hull. These collision events are often ignored as long as these do not result in human death or severe hull damage. Other hazardous effects such as crack formation and propagation, metal fatigue and so on, leading to ultimate hull damage, often seem to be underrated18. Mitigation - A direct investigation of accidents through an interactive system may serve the purpose of both developing an authentic and reliable accident database and updating the current fault trees. - Regular hydrographic survey on the waterway should be carried out and the navigation aid service should be provided appropriately. - For improved hydro-meteorological forecasting a modern station could be developed in appropriate place like Chandpur to avoid collision and accidents. 18 Hossain, M. T., Awal, Z. Ibn., Das, S., (2014). A Study on the Accidents of Inland Water Transport in Bangladesh: The Transportation System and Contact Type Accidents, Journal of Transport System Engineering volume 1, Issue 1, p 23-32. 348 Final Report 9 CUMULATIVE IMPACT ASSESSMENT This Chapter discusses the cumulative and induced impacts of the Dhaka-Chittagong Inland Water Transport Projects. 9.1 Overview The Government has prioritized the improved development and maintenance of the Class I routes and linked Class II and III routes along the Dhaka-Chittagong Inland Waterway corridor. The main trunk route is about 300km, of which it is initially estimated that about 40km currently require dredging and channelization to maintain the advertised depth for the existing traffic. Another 110-130km of linked routes is part of this corridor, of which about 33-50km requires constant maintenance. The objective of the current cumulative impact assessment is to evaluate the combined effects of proposed developments along the proposed IWT corridor. The most significant valued environmental components (VECs) related to the proposed developments are identified as aquatic biodiversity from river environment, spawning areas from coastal environment, and flood affected areas from floodplain environment. These VECs are considered from the national stakeholder consultation and also from survey findings described in Baseline Environment chapter of this EIA report. Significance of these VECs is described later in the Chapter. 9.1.1 Study Boundary The study boundary of for CIIA has been considered based on the full lengths of the waterways themselves (including islands, chars and shoals within the waterways as well as riverbed and banks), the river basins/catchments upstream and downstream of the waterways, floodplain and drainage areas and patterns, areas of potential influence of existing and planned river ports, landings, terminals, vessel shelters, ferry crossings, and dredge spoil dumping locations along the waterways (including roads leading to on-land spoil dumping sites that would be used by locals to haul spoils to secondary markets), areas of ecological importance along the waterways such as any parks/reserves/forests, current and planned areas being irrigated by or otherwise using waters from the waterways, roads leading to the spoil disposal sites, etc. According to GoB development plans, inland water transport, third sea port in Tentulia River in Rabnabad channel, construction of embankments and river training works along the bank of major rivers, development of a road network on the embankment, integrated river management program, economic zone and fish processing zone on the proposed corridor, mega power plants and defense training camps are considered as future major developments in next 20 years; and hence these projects are considered for CIIA study. Brief summary of these developments along the tentative locations are presented below. 349 Final Report 9.2 Current and Future Development Projects in Context of CIIA Inland Water Transport and Integrated River Management Program: The GoB has an m itious pl n of undert king out $100 illion ‗Perform n e B sed C pit l Dredging Proje t‘ in ll m jor rivers in luding the P dm , Meghn , nd J mun for sust in le river management. The objective of the project is control of river bed siltation and aggradation, land reclamation, and develop inland navigation through extensive dredging programs. Payra Sea Port in Tentulia River: Development of the Payra Sea Port at the Rabnabad Channel in the Patuakhali District is under active consideration of the Government of the People‘s Repu li of B ngl desh (GOB). E onomi nd so i l development would e enhanced rapidly in this zone if a sea pot is established. International sea borne trade of Bangladesh has been using two existing sea ports, with about 92% passing through Chittagong Port. The coast line of Bangladesh is about 710km and coastal area is characterized by many tidal rivers, which can be utilized in development work for enhancement of economic growth of the country and creating employment opportunity of growing population of Bangladesh. The objective of the project is to build a sea port in the central coastal zone for economic, business, industrial and social development of the country. With the increasing population, demand of development for sea port in the central coastal zone is crucial for creating employment opportunity and social development of the country. Construction of Embankments, Development of a Road Network on the Embankment and River Training Works along the Bank of Major Rivers: The future development projects under RMIP, FREMIP, and other development projects includes (i) construction of and rehabilitation of 150 km embankments and development of a two lane highway along the embankment under RMIP Project, which would subsequently be expanded to 4 lanes, (ii) construction of about 32 km of additional new riverbank protection works and rehabilitation of about 13km of existing revetments, six spurs, one hard point and one groyne under RMIP project, (iii) rehabilitation of about 40km length of BRE from downstream of Jamuna Bridge to Chandpur along with necessary river training works. Economic Zone and Fish Processing Zone: An economic zone and a fish processing zone are under implementation stage of the Government of Bangladesh near Sandwip island which is close from the project area. The objective of this development projects are to bring industrial growth of the country and will use IWT as major means of transport for both national and international purpose. Sandwip is close to Bay of Bengal and an ideal place for fish catch. Government of Bangladesh with the help of lending agencies is planning to establish a fish processing zone in Sandwip area. Proposed Mega Power Plants: Supercritical Coal Based mega power plant is currently under consideration to be built in Sandwip area. The objective of this project is to import coal from overseas through water channel. Mother vessels will use Dhaka – Chittagong IWT corridor for carrying coals not only to deliver in proposed Sandwip power plant but also other coal based power plants in Ahsuganj areas. 350 Final Report Defense Training Camps: Bangladesh Army is planning to develop the Jahizzar Char, an island in the Bay of Bengal, to use for advance defense training centre. The future development of the Charland will include (i) a number of infrastructure, (ii) cyclone shelters, (iii) power plant, (iv) polder for embankment purpose, and (v) harbour development. The objective of this exclusive project is to operate amphibian tanks and navy ships in that area mainly for security patrolling and training purpose. 9.1.2 Current and future development projects and plan At present six development projects are under implementation by BIWTA in the Dhaka-Chittagong corridor and adjoining routes. 13 projects are in planned status. Feasibility study of one project is underway, investment projects of which will be implemented on PPP basis. Table 9.1 will illustrate the situation: Table 9.1: Project List in the Dhaka-Chittagong IWT Corridor and Adjoining Routes Sl Name of the Project Project Cost Project period Status (in million BDT) Project under Annual Development Programme (ADP) : 1. Capital Dredging of 53 River-routes in 18736.4 July 2012–June Under Inland Waterways (1st Phase: 24 2018 implementation River Routes). 2. Dredging on 12 (twelve) Important 5084.6 October 2011 – Do River Routes. June 2016 3. Development of launch ghats and way 806.3 July 2013 – Do side ghats in rural areas of June 2016 Bangladesh. 4. Establishment of Inland Container 2457.5 January 2011- Do River Port at Ashuganj. June 2016(Proposed) 5. Procurement of 10 Dredgers, Crane 7456.022 July 2011-June Do Boats, Tug, Officers' House Boat and 2016 Crew House Boat with other accessories (1st Revised). 6. Procurement of 2 dredgers, Crane 1512.893 January 2009 – Do Boats, Crew House Boat and Tug June 2015 Boat with other accessories for (Proposed) maintaining the navigability of inland waterways (2nd Revised). 7. Capital Dredging on 53 Rivers Routes in Inland Waterways (2nd phase: 29 Planned River Routes). 8. Removal of garbage from the Rivers of Buriganga, Shitalakhaya and Turag Do (partly) and decontamination of water. 9. Establishment of 2nd Terminal Facilities at Shashanghat area under Dhaka Do River Port. 351 Final Report 10. Procurement of Different Types of Service Vessels for BIWTA. Do 11. Construction & placement of special type terminal Pontoons with allied Do facilities. 12. Dredging of different River Routes under Protocol. Do 13. Construction of Walkway and Bank Protection on Evicted Foreshore Land Do of the river Buriganga, Shitalakhaya and Turag (partly). 14. Construction of 10 River Ports 8 ferry ghats. Do 15. Modernization of 9 River Ports and 6 ferry ghats. Do 16. Establishment of 3(three) new Training Institutions and Modernization of Do 1(one) old Training Institution. Self-financed Project: 17. Extension of Sadarghat terminal 191.051 March 2014 - Under building at Dhaka port. June 2016 implementation 18. Development of Sadarghat to 199.09 January 2015 - Do Shasanghat road under Dhaka river June 2016 port. 19. Development of port facilities at 321.8 March 2014 – Do different landing stations of the June 2016 southern region. Under Public Private Partnership (PPP): 20. Construction & Operation of Inland Container Terminal (ICT) at Do Khanpur, Narayanganj. (Feasibility Study) Source: BIWTA 9.3 Valued Environmental Components The following valued environmental components (VECs) are identified from river environment, coastal environment, and floodplain environment for the CIIA study that is based on the rationale explained below. These VECs and their significance are: Based on the baseline condition of river environment of the project influence area, a number of VECs have been identified which are not limited to hilsa, dolphins, migratory birds, other identified key species, sediments, water quality, char lands, aquatic biodiversity, and etc. Out of these for the CIIA, aquatic biodiversity has been considered Based on the baseline condition of coastal environment of the project influence area, a number of VECs have been identified which are not limited to coastal sedimentation, sanctuaries, spawning areas, and etc. Out of these for the CIIA, spawning area has been considered. 352 Final Report Based on the baseline condition of floodplain environment of the project influence area, a number of VECs have been identified which are not limited to agriculture, beels, water pockets, low lands, and etc. Out of these for the CIIA, flood affected area has been considered. VECs selected for CIIA identified during national stakeholder consultation, field survey, secondary data courses, three significant VECs are considered that are Aquatic Biodiversity, Spawning Areas, inland navigation, hilsa and dolphin 9.4 Aquatic Biodiversity 9.4.1 Background and Trends The baseline on aquatic biodiversity of the Dhaka-Chittagong IWT corridor is extensively discussed in baseline chapter of this ESIA report. Upper Meghna, Lower Meghna, Padma, Tentulia, Arial Khan rivers are within the corridor of IWT project and its floodplains are the important source of both capture and culture fresh water fish in Bangladesh. Major habitats of capture fisheries are main river channels, khals and beels. These beels, khals and the Jamuna re n tur lly onne ted during floods nd will t s migr tory routes for the rp‘s fishes, which migrates to floodplains during flooding season for spawning. The dredging and its associated activities may disturbe the sanctuaries and spawning areas of fishes specially hilsa, dolphins and other aquatic species. Moreover, the fisheries in the floodplains have been declining significantly since the construction of flood control embankments, which have blocked the migratory routes of carp fishes from the river to floodplains. The fish production in the proposed corridor has been declining due to increased fishing pressure. The trend analysis of the Department of Fisheries time series data 1984- 2012 shows the decrease of annual fish production in the Meghna River is approximately 2,700 tonnes in last 30 years. 9.4.2 Cumulative Effects The sedimentation load in the Lowe Meghna is about one billion m3 per year. Out of which one third is deposited in river bed consequently decreased river depth over time. The shallow depth of these rivers increased the frequency of the flooding on the banks of the rivers and also decreased fish population. Number and type of fish species are also decreasing over time as few species require depth on the river to breed. The proposed dredging activity under IWT project and other future projects will restore the type of species due to restoration of the original depth of these rivers. The proposed project will also improve and maintain navigation channels and land reclamation that will have some impacts on the aquatic biodiversity. Dredging activities will disturb the benthic habitat and the bottom fish feeders that depend on the benthic habitat. The sediments generated from the dredging activity will affect the water quality and in turn the quality of the entire river habitat. The water quality of the river will also be affected due to 353 Final Report risk of oil spills from the barges and disposal of bilge water. There will be a risk of collision of dolphins with the barges and ships. To address the cumulative impacts associated with the future dredging activities and also with induced environmental impacts, fish and dolphin sanctuaries need to be established in the corridor. Detailed ecological baseline studies are recommended for the entire CIIA study area to be carried out prior to commence the dredging and to identify suitable areas of sanctuaries and spawning areas. 9.5 Spawning Areas 9.5.1 Background and Trends Habitat changing pattern due to this intervention may prove as a risk. Along with this, if the dredged sites are breeding ground for any unknown or unidentified species, the whole system can be collapsed as well. It will change the species composition of the water area and the fishermen depended on the fishes will not be able to catch them frequently and gradual effect on livelihood may be experienced. Fish sanctuaries which are built to facilitate the sound breeding of fish should be avoided from dredging demarcation. Otherwise, it can cause negative impact on the population size as well as fish catch of the fishermen. On the other hand, if a fish population is aware of the new way that has been created by dredging; they may use it in the consecutive years for both migration and feeding. Some dredging sites create artificial scour that can also be used as habitat and hiding place for fishes like Boal (Wallago attu) or Chital (Notopterus chitala) who prefer low temperature and lying in deep water bed for a certain period of their lifespan. Nutrient cycling is another key objective that can be taken under consideration as positive impact. River dolphins re mong the world‘s most thre tened m mm l spe ies. They inh it some of the largest river systems of southern Asia, and their environmental requirements link them to food and water se urity issues in the world‘s most densely popul ted hum n environments. Populations of river cetaceans have declined dramatically in recent years and much of their range has been lost. River cetaceans are threatened in many ways. Overharvesting of fish and crustaceans reduces the availability of their prey. Deforestation and intensive floodplain farming increase the sediment load of river channels and degrade cetacean habitat. Industrial effluents, human sewage, mining waste, and agricultural runoff contaminate water. Dolphins die from accidental entanglement in gill nets, and mortality rates increase as the use of these nets spreads. Possibly the most significant threat to river cetaceans is the construction of large water development structures, most notably dams, barrages, and levees. The environmental consequences of water development projects are significant and far reaching. These structures fragment populations and reduce the environmental complexity that makes rivers suitable for aquatic species. Water development proceeds, however, with little understanding or concern about the effects on cetaceans, or on the assemblage of other life that shares their habitat. The Ganges or Asian Freshwater Dolphin (locally known as shushuk or susu) occurs in the inland waters of Bangladesh, India, and Nepal. Its traditional strongholds have been the Ganges, Brahmaputra, Meghna, and Karnaphuli river systems. Gangetic dolphins still occur 354 Final Report in these rivers and, at least seasonally, in many of their tributaries. There are at least a few hundred dolphins in both the Ganges and Brahmaputra systems, and their total abundance may be in the low thousands. However, with the extensive development of irrigation, flood ontrol, the dolphin‘s met popul tion h s e ome in re singly fragmented. Groups of dolphins upstream of dams and barrages have either disappeared or declined with little prospect of recovery. Dolphins are caught either incidentally in fisheries and are also hunted deliberately in portions of their range in both India and Bangladesh. There is a strong localized demand for their oil to be used as a fish attractant and as medicine or liniment. 9.5.2 Current Threats The trend for this species is towards a shrinking range, as dolphins are eliminated from smaller tributaries, and a declining population, as animals are killed in fishing gear and directed hunts, and as they compete unsuccessfully with humans for shrinking water and prey resources. Accidental capture in fishing gear is among the most critical threats facing river dolphins. The absence of systematic effort to investigate the problem, however, makes it difficult to quantify its magnitude or to establish priorities for regulating fishing activities. Information on dolphin bycatch is particularly difficult to obtain. In some cases, there is a strong disincentive for fishermen to report by-catch because they can be prosecuted for causing the death of a dolphin. In other cases, fishermen keep the carcass for oil, or sell it or use the carcass or parts of the decomposing dolphin in pile fishing to attract fishes. Small-mesh monofilament plastic nets cause the greatest damage because of their extensive use and because dolphins cannot break free of them once entangled. Dolphins also become entangled in large-mesh nets but, apparently, often manage to escape. Very little is known about the effects of vessel traffic on river dolphins and porpoises. Ferry crossings, commercial ports, and primary fishing grounds in rivers are generally located downstream of convergent channels or sharp meanders, which are also the preferred habitat of river dolphins. River dolphins are often observed swimming in areas with high vessel traffic, that includes small boats, motorized ferries, and in some locations large container ships and oil tankers, with no visible damaging effects. Mortality from propeller collisions, however, has been reported for baiji and finless porpoises, particularly in the lower reaches of the Yangtze River, where waterways contain high levels of large commercial vessel traffic (Zhou 1992). A single susu was also reported by fishermen to have been killed by the propeller of a cargo boat in the Brahmaputra river near the India/Bangladesh border (Mohan 1996). Dolphins may be more vulnerable to collisions during calving and nursing periods. 9.5.3 Cumulative Effects Dredging and disposal processes cause temporary increase in the level of suspended solids and turbidity, thereby influencing the positive variation in other physico-chemical parameters. The potential environmental effects of dredging arise due to the excavation of sediments at the estuary/sea bed, loss of material during transport to the disposal site and during disposal. Dredging has a strong impact on marine water environment, especially to the suspended solids and turbidity. Usually turbidity has a positive correlation with total 355 Final Report suspended solid. Maintenance dredging usually has near-field and temporary effects and lasting as long as dredging operation takes place (Sangita et al. 2014). Usually the release of organic rich sediments during dredging or disposal results in localized oxygen depletion. Higher values of nutrient and total suspended solids also cause low Dissolved Oxygen. River runoff and sediment transport are the main sources of nutrients in the estuarine region. Re-suspension of sediments during dredging and disposal result in an increase of the levels of organic matter and nutrients available to marine organisms. The values of nutrients such as phosphates and nitrates are higher in the surface water due to increase in suspended sediment loads in water which releases nutrients to the water column due to dredging. 9.6 Inland navigation 9.6.1 Inland navigation and Trends Bangladesh is crisscrossed by a network of about 24,000 km. of inland waterways. It provides cheaper transit of passenger and goods and most important in case of Bangladesh is that about 25.1 percent of rural population has only access to rivers for the purpose of transport. A World Bank Report on Revival of Inland Water Transport: Options and Strategies revealed that modal share of IWT registered a gradual declining trend during last decades and estimated at 8.9% in passenger and 16% in freight movement in 2005, while in 1975 IWT modal hare of passenger traffic was 16% and freight traffic 37%. One of the main causes of declining trend of IWT identified by many studies is the deteriorating condition of the river system in Bangladesh caused by both morphological, natural processes and withdrawal of water beyond the border and within the country. Length of navigable waterways determined by a survey in 1989 was about 6,000 km in the wet season which reduced to about 3,600 km in the lean period. Inland waterways were divided according to LAD in to four hierarchical classes in 1989 and which were found to be inappropriate now with the change of navigability and of transport pattern and type over the years. But no comprehensive survey has been conducted since 1989. However a Core Waterways Network of 1,822 km was recommended in the IWT Masterplan 2009. So far BIWTA has established 21 inland river ports and 380 landing stations in the country. Infrastructures and facilities now available in these ports and landing stations are very much marginal and primitive in nature to such extent that head-load remains the general means of loading and unloading of cargo. BIWTA does not have details traffic data of passenger and freight movement in inland waterways, In 2013-2014 BIWTA recorded 87.40 million of passenger and 35.18 million tons of cargo throughputs at 9 major river ports. IWT is mainly used for transport of bulk, dry bulk and liquid bulk of construction materials, food grains, fertilizer, clinker, petroleum product etc. A large fleet of about 10,000 inland vessels are engaged in the carriage of goods and passengers. Besides there are approximately 750,000 country boats powered by the pump engines operate mainly in the rural waterways. 356 Final Report A Protocol on Inland Water Transit and Trade between Bangladesh and India has been in force since 1972 without any disruption for commerce between two countries and for passage of goods between mainland India and the land-locked north-east through the waterways of Bangladesh. A total volume of more than 19.33 million tons of cargo was transported under this Protocol in 2013-2014 of which more than 98% were transported by Bangladesh vessels despite the provision of sharing the carriage of cargo on equal tonnage basis. In this regard IWT trade is dependent on only fly ash required by the cement manufacturing factories. One of the main factors for revival of IWT would be container traffic in inland waterways. To meet the growing demand of transporting containers between Dhaka and maritime ports, utilization of inland waterways has become inevitable. Railway suffers from capacity constraint and the road does not have bearing capacity to accommodate trailers, so all the studies conducted recently recommended for inland waterways. An Inland Container Terminal has already been developed through a joint venture project of BIWTA and CPA with an annual handling capacity of 116,000 TEUs which is to be followed by another 4 inland container terminals under construction by private sector. The length of navigable IWT network in Bangladesh (seasonal and perennial) was determined by the DHV Consultants, the Netherlands back in 1989 is yet to be surveyed to determine the updated length. Due to deteriorating condition of rivers and information gathered from the actual field it is very much reasonable to assume that the length reduced significantly over the years. It is also evident from the River Notices published monthly by BIWTA. Maintenance of a network of 6,000 km may not be cost effective and dredging or human intervention otherwise may not result any benefit. Economic justification is there where large or medium inland vessels navigate .No rationale exists to augment the navigability in thousands of kilometer used exclusively by mechanized boats and the smallest size of inland vessels. The rural waterways are being used by country boats and smaller inland vessels under existing condition. The Inland Water Transport Master Plan Study, 2009 limited public responsibilities of maintaining navigability to the following routes termed as Core Waterways Network. It is evident from the chart table of distance, the length mentioned above (BIWTA) were not accurate. However according to traffic and economic importance almost all routes were included in the recommended network. The waterways linking two maritime ports and Dh k /N‘G nj re nd routes under B ngl desh-India Protocol on IWT were marked as priority routes. With the above the following should be included:  Raimangal-Khulna-Noapara 165 km as route under Protocol  Rajshahi-Daulatdia, 173 km, this could be an important domestic route and a route for transit traffic,  Tongi-N‘G nj, 35 km, this route m y ontri ute mod l shift of p ssenger of greater Dhaka to remove congestion on road. 357 Final Report Table 9.2: Core Waterways Network Recommended in the Master Plan, 2009 IWT Route Length (km) 1.Dhaka-N‘G nj-Chittagong 306 2. Dhaka-Barisal-Mongla 418 3. Chandpur- 102 Bhairabbazar/Ashuganj 4. Mohonpur-Daikhawa 385 5. Bhairab-Chatak 228 6. Jamuna/Hurasagar-Baghabari 15 7. Dilalpur-Fenchuganj 191 8. Chatak-Sylhet 53 9. Mongla-Khulna-Noapara 80 10. Dhaka-Tongi 40 11. Barisal-Patuakhali 85 12. Barisal-Barguna 97 13. N‘G nj-Narsingdi 77 14. N‘G nj-Meghnaghat 42 Total 1,822 Source: IWT Master Plan, Final Report, 2009 Passenger and Freight Movement Modal share of IWT in respect of passengers is gradually declining. This trend will continue further as time is valued more than before. With the completion of Padma Bridge, IWT modal share in respect of passenger will be decreased to a significant volume as the present principal passenger corridors between Dhaka and districts in the southern region will inevitably experience of large modal shift. But in respect of cost IWT will remain the first option of thousands of poor people. Savings of BDT 100 will be more valued than increase of traveling time by two hours. On the contrary, freight movement will certainly experience a significant increasing trend. IWT will emerge as the principal modal option for the carriage bulk, break bulk and liquid bulk. Pacific Consultants International, Japan in its Report on Techno-Economic Feasibility Study on Deep Sea Port projected traffic volume of general cargo at the ports of Bangladesh at 12 million ton in 2020, 35.66 million ton in 2035 and about 50 million in 2055. And IWT will share 38% of the modal split. 358 Final Report Container Transport Container traffic to and from the maritime ports in Bangladesh is growing by 12% per year. Due to the growth of international trade container traffic must continue. Major problem of container movement is the inefficient hinterland connectivity. Due to inherent weaknesses and limitations of road and rail transport , river transport is given importance by all concerned. Significantly, the private sector has come up in a big way in this trade. Constructions of four river side terminals are underway. The Pacific International, Japan estimated container traffic volume in the ports of Bangladesh at 3.33 million TEU, 8.52 million and 19.60 million respectively in 2020, 2035 and 2055 while modal split in IWT will be 38%. The number of inland container vessels will be 55 in the short term, 152 in the mid term and 305 in long term. Number of container terminal will be 5 in the short term, 10 mid term and 24 in long term. The World Bank in the KCT Pre-Feasibility Study, 2014 under the Bangladesh Trade and Transport Facilitation Program projected as follows; Table 9.3: Projection of IWT Container Traffic (000TEU) Year Setting sail The world wears Bangla 2021 1,299 1,588 2022 1,402 1,763 2023 1,514 1,958 2024 1,635 2,175 2025 1,766 2,415 2030 2,469 3,790 Source: The World Bank Study on Chittagong Port Efficiency, 2014 Setting sail assumes growth potential of inland waterway is unlocked and modal share of IWT (containers in TEU) rises from 5 to 45% over the period 2014-2018 and maintains share at that level. The World Wears Bangla allows for GDP growth to accelerate over previous trends but is below the Government of Bangladesh target of 8-10 percent. 9.6.2 Cumulative Impacts Possible impacts for dredging on environment of wild life and mitigation measures are illustrated in Table 9.4. Impacts and mitigation measures on biological resources presented in Table 9.5. Impact matrix for dredging activities is mentioned in Table 9.6 359 Final Report Table 9.4: Possible impact Impacts for dredging on wildlife and their mitigation measures. Activities Possible Impacts Impacts on Wildlife Mitigation Measures Dredging - Erosion and Positive: - Examine alternatives sedimentation to proposal especially -Opportunistic Species if the area is sensitive - Deterioration of water or a breeding area quality by disposal of Negative: -Ensure all activities liquid and solid waste -Damage, disturbance are well managed to reduce runoff and -Increased turbidity in or modification to aquatic life or stream water quality reduction water caused by habitat the discharge process -Provision of sewage -Disturbance of aquatic and waste - Nuisance from (plankton & benthos) treatment facilities, dredger organisms in the river cleaning of the bed - Noise, dust, exhaust water gas emissions from - Disturbance of fish -Continuously monitor dredging equipment and mammals in the water turbidity. river - Increased water - Likely to have turbidity. significant impact on -Degradation of aquatic life and wildlife habitat vegetation -Restrict dredging only - Loss of aquatic to the area where vegetation required - Minimize habitat loss by applying careful control of cutter head, restrict digging to specified boundaries -Dredging area should be checked every day prior to commencement of dredging work. All dredging activities should be stopped at sight of aquatic mammals Deposition of Positive: - A plan for the deposit Sediments areas of wildlife of dredged material -Reintroduction of 360 Final Report Activities Possible Impacts Impacts on Wildlife Mitigation Measures resources wildlife in some case will be implemented - Change of landscape - Opportunistic species -It is recommended to - Nuisance from avoid exceeding said stockpiling of spoils Negative: concentration in the -Soil pollution -Alteration and smallest area possible disturbance of wildlife - Properly baseline habitat environmental -Aquatic life may conditions for site adversely affected by specific proposals to deterioration of water ensure no impact on quality due to wildlife habitat deposition of sediments -Reduction of photosynthesis Processes Occupying land for -Degradation of -Clearance, - Restore native vessel shelter & ferry wildlife habitat disturbance, vegetation to terminal modification or riverbanks -Loss of scenery and destruction of landscape -Examine alternatives vegetation & natural to proposal especially -Alteration and natural habitat of wildlife if the area is sensitive habitat or a breeding area Constructional - Nuisance from -Direct or indirect -Ensure machinery is activities of vessel dredger & adverse effects on the well serviced and in shelter & ferry constructional feeding, breeding and good working order crossing equipments migration of wildlife -Have to take efficient - Noise, dust, exhaust -Hampers of efforts to mitigate the gas emissions & other photosynthesis pollution pollutants from equipments Movement of heavy -Occupying a large -Distraction of natural -Constant maintenance equipments area habitat of wildlife of dredging equipment and other machineries -Natural life of both flora & fauna - Ensure the minimum -Erosion of river bank hampered adversely impact code, and that special care is taken -Air, water & sound during bird nesting pollution periods -Ensure water vehicles reduce speed where wildlife may be present 361 Final Report Activities Possible Impacts Impacts on Wildlife Mitigation Measures -Generation of sanitary -Direct killing and -All wastes arising wastes and debris in disturbance to wildlife from the activities Longtime presence of workers & project general wastes from must be disposed of in developers dredge activities accordance with the -Introduce several current regulations challenges to the natural environment of -Provision of sewage -Temporary housing in wildlife and waste natural habitat treatment facilities, cleaning of the water -Occurrence of - Ensure human waste different type pollution is buried at least 50m from all water sources Table 9.5: Impacts and mitigation measures on biological resources. Ecosystem/ Mitigation Predicted Impacts Biodiversity –related Measures Factors During Dredging Post-Dredging Aquatic Habitat Increase in turbidity, Localized effect, Curtains placed on alteration: Water suspended materials, recovery in a short dredge, or other quality, benthic transparency hindering time mitigation measures, to trap environment, sunlight penetration and sediments and transportation of affecting phytoplanktons therefore limit the dredged materials lateral movement Benthic fauna Changes in species Changes in species of turbid water; composition composition Spoil dispersion outfall Fluctuation in population Changes in vertical characteristics to be depths evaluated by Habitat alteration due to collecting grab increase in depth May impact livelihood water samples of some people during dredging Aquatic Species Noise and disturbance- May recover over operations and operations Affected (Dolphins, changes in movement time modified turtles, etc) routes and pattern accordingly; Terrestrial Habitats: Sediment deposition Sediments may render Avoidance of Chars, Mudflats, Reeds mudflats unsuitable sensitive locations & Grasslands for migratory birds (mudflats, reedlands, etc.) for Terrestrial Species Localized disturbances Recovery over time dredge material due to presence of depositing on land labourers, other activities Keep increased 362 Final Report Cumulative impacts: Expected - turbidity and Aquatic Habitat suspended solid levels at dredging Cumulative Impact on Expected site to no more than Species 20% increase over baseline conditions during the dredging activity. In orer to do so, some methods to explore may include for example, avoiding dredging in periods of rapid water movements, for example, in the afternoon when trade winds are strong, or during the rainy season when large influxes of fresh water could move significant volumes of sediment laden waters to the Bay of Bengal; The connection of a conical reflective shield to the outlet as silt suppression and dispersion control mechanism; Preventative maintenance of equipment to mitigate negative environmental impacts such as leakages and spillages. Impact on fisheries Predicted Impacts During dredging Post dredging Mitigation measures Habitat degradation of The nursery and rearing Turbidity increases, as To avoid this Hilsa, Catfish and other ground of diverse fishes a result some fishes, scenario, the fin-fishes may be damaged due to bivalves and suction pump can controlled through the operational activities gastropods loss their pressure i.e. cutter head natural habitat due to diminishing where circulation, flat open the excess alteration efficient data is 363 Final Report scraper movement, etc. of optimum water available to trace quality. organisms like crab, catfishes and other scavenging aquatic species. Some bathymetric reports also provide these kinds of evidence. Pre and post dredging sampling of mud of the 12 dredging points can be utilized to identify its success. Habitat and feeding During this whole The dredging may Avoid starting set ground destruction of process the bottom leave them scattered up dredging and shellfishes dwelling crabs and other and misplace the additional supplementary benthic community are populations to some instruments close compelled to shift their extent. After the or near to the scavenging route and extraction of sand and habitat and feeding eventually affect their mud carrying ground of the feeding and subsequent pipelines, some species. breeding. artificial depressions may be created to inhabit some new organisms. Disruption in feeding Agitating water The new environment Raw data on pre and breeding migration throughout the dredging in the topography of dredging water period may confuse the water after dredging quality assessment of the project area fish school and interrupt may misdirect the fish should be available their migration migration which will to the dredging result in the unwanted authority and need dispersal of fish/fishes to compare them out of its/their natural with the during- navigation area. dredging to measure whether it is optimum for maximum freshwater riverine fishes or not. Physiological Elevated temperatures The physiological This impact is not deformities in fishes during dredging increase changes may lead to expected to be the metabolism, long term deformities significant due to respiration and oxygen in fish body which project activities. demand of fish and other ultimately can aquatic life, somehow affect their approximately doubling copulation, swimming the respiration for a 10° and associated 364 Final Report C. movements. Impacts & Mitigation Measures of dredging activities (both Hopper & Cutter dredging Activates Impacts Mitigation Measures Lifting Life of aquatic fauna (like, dolphin, turtle, -Suitability of lifting mollusks, crabs etc.) will hamper greatly. on the proposed spots Due to turbidity aquatic fauna have to face has to be evaluated several challenges (like, scarcity of food, carefully. hampering of respiration & breeding etc.) to survive. -Have to take proper efforts to sustain the Photosynthesis process of aquatic flora will be determination level as reduced adversely. low as possible. -restrictions on sediment suspension during dredging and dredge disposal, to be monitored on an ongoing basis by contractor and consultant. - Transportation  Pathway may be polluted and dirty due to -Carrying equipment leakage during carrying of sediments. should be well  Great disturbance may be occurred to the designed. terrestrial fauna. -Have to make  Flora of influenced areas may be damaged. appropriate plan for transportation of sediments. Follow ECoPs outlined in the EMP. -Priority should be given to the safety of wildlife during transportation. Disposal -Habitat of terrestrial flora and fauna may be -Disposal of occupied in a broad scale. sediments should be well planned and -Natural activities of fauna (both terrestrial & should follow EMP aquatic) like, movement, feeding, breeding etc. requirements. may face several adverse effects. -Activities should be -Existence of wildlife species of the affected area performed through may be threatened. maintaining the 365 Final Report natural environment of wildlife. -Proposed sites have to justified for the protection & safety of wildlife. Impact on Benthic communities Impacts Mitigation measures Depth of Overburden at Some benthic organisms such as burrowing Placement of dredged Disposal Sites polychaetes, amphipods and molluscs can colonize material in the tidal newly deposited sediments through vertical river shall not be migration, therefore, if dredged material depths made during High are limited to within the vertical migration Water and Low Water capacity of these organisms (20-30 cm), recovery slack time of a tidal rates may be quicker than if colonization is cycle when velocity is dependent upon the lateral migration of juveniles very less. Specific and adults from adjacent areas and larval restrictions on dredge settlement. material placement and management are Habitat Type Shallow benthic habitats (<20 m depth, Hall 1994) outlined in the EMP. (disturbance history) experience relatively frequent wave, wind, and Management actions current induced disturbances and thus are typically for the disposal site inhabited by low-diversity, selected benthic following assemblages that can readily re-establish unfavourable themselves under conditions of high frequency monitoring results disturbances (Dauer 1984, Clarke and Miller-Way may include, but are 1992, Ray and Clarke 1999). These communities not limited to: are naturally held in early succession stages and additional therefore, are able to recover more rapidly than confirmatory communities in deeper, more stable environments monitoring to (Newell et al. 1998, Bolam and Rees 2003). delineate the extent of Sediment Type Rapid recolonization of soft-bottom benthic the problem, capping habitats is frequently associated with either to isolate the unconsolidated fine grain sediments (Cruz-Motta sediments from and Collins 2004) or the rapid dispersion of fine- potential biological grained dredged material by currents (Van Dolah receptors, and/or et al. 1984). Newell et al. (1998) characterized closure of the site. typical recovery times at 6-8 months for mud habitats and 2-3 years for sand and gravel substrata. Spatial Scale of The spatial scale of the dredged or disposal area Disturbance may be proportional to recovery times (Zajac et al. 1998, Guerra-Garcia et al. 2003). For small-scale 366 Final Report disturbances, the edge/surface area ratio of the disturbed area is larger than for larger disturbances, therefore colonization through adult immigration from surrounding undisturbed areas may facilitate recovery. With larger disturbed areas, the central portion of the disturbed areas is reliant upon settlement from the water column for colonization, which is very dependent on seasonal recruitment patterns and local hydrodynamics. Timing and Frequency Greater monitoring efforts of dredging after of Disturbance seasonal larval recruitment periods is a common practice when possible. Deposition of sediments in several smaller units rather than one deep deposit also may be less detrimental to the benthos. In a microcosm study, sediment deposited in a single event caused more severe changes to nematode assemblages than the same amount of sediment deposited in smaller doses (Schratzberger et al. 2000). Table 9.6: Impact matrix for the dredging works System Potential positive Phase Potential neutral or negative impact affected impact During Impact on -  Disturbance of aquatic (plankton & dredging Resource benthos) organisms in the river bed. Works System  Risk of pollution of surface water from (physical, oil spills and leaks. biological and  Deterioration of water quality by ecological) disposal of liquid and solid waste.  Disturbance of fish and mammals in the river.  Increased water turbidity.  Loss of aquatic vegetation.  Risk of pollution of air, surface water and contamination of disposal site. Impact on  Employment Noise, dust, exhaust gas emission, oil User System opportunities spill from dredging equipments. (socio-  Improved navigable Obstacle to navigation traffic. economic and depth. Occupational health and safety risk. cultural  Obstruction to fishing. aspects) Post Impact on  Improved waterway Hydro-morphological adjustment. 367 Final Report System Potential positive Phase Potential neutral or negative impact affected impact Dredging Resource traffic. Erosion and sedimentation. Works System  Biodiversity. Biodiversity composition and abundance Impact on  Navigation traffic. Erosion and accretion. User System  Employment. Need maintenance dredging.  Socio-economic development.  Attraction of tourists. 9.7 Hilsha 9.7.1 Background and Trends Overview The Government has prioritized the improved development and maintenance of the Class I routes and linked Class II and III routes along the Dhaka-Chittagong Inland Waterway corridor. The main trunk route is about 300km, of which it is initially estimated that about 40km currently require dredging and channelization to maintain the advertised depth for the existing traffic. Another 110-130 km of linked routes is part of this corridor, of which about 33-50km requires constant maintenance. The objective of the current cumulative impact assessment is to evaluate the combined effects of proposed developments along the proposed IWT corridor. The most significant valued environmental components (VECs) related to the proposed developments are identified as aquatic biodiversity from river environment, spawning areas from coastal environment, and flood affected areas from floodplain environment. These VECs are considered from the national stakeholder consultation and also from survey findings described in Baseline Environment chapter of this EIA report. Significance of these VECs is described later in the Chapter. Study Boundary The study boundary of for CIIA has been considered based on the full lengths of the waterways themselves (including islands, chars and shoals within the waterways as well as riverbed and banks), the river basins/catchments upstream and downstream of the waterways, floodplain and drainage areas and patterns, areas of potential influence of existing and planned river ports, landings, terminals, vessel shelters, ferry crossings, and dredge spoil dumping locations along the waterways (including roads leading to on-land spoil dumping sites that would be used by locals to haul spoils to secondary markets), areas of ecological importance along the waterways such as any parks/reserves/forests, current and planned areas being irrigated by or otherwise using waters from the waterways, roads leading to the spoil 368 Final Report disposal sites, etc. According to GoB development plans, inland water transport, third sea port in Tentulia River in Rabnabad channel, construction of embankments and river training works along the bank of major rivers, development of a road network on the embankment, integrated river management program, economic zone and fish processing zone on the proposed corridor, mega power plants and defence training camps are considered as future major developments in next 20 years; and hence these projects are considered for CIIA study. Brief summary of these developments along the tentative locations are presented below. Inland Water Transport and Integrated River Management Program: The GoB has an m itious pl n of undert king out $100 illion ‗Perform n e B sed C pit l Dredging Proje t‘ in all major rivers including the Padma, Meghna, and Jamuna for sustainable river management. The objective of the project is control of river bed siltation and aggradation, land reclamation, and develop inland navigation through extensive dredging programs. Payra Sea Port in Tentulia River: Development of the Payra Sea Port at the Rabnabad Channel in the Patuakhali District is under active consideration of the Government of the People‘s Repu li of B ngl desh (GOB). E onomi nd so i l development would e enhanced rapidly in this zone if a sea pot is established. International sea borne trade of Bangladesh has been using two existing sea ports, with about 92% passing through Chittagong Port. The coast line of Bangladesh is about 710km and coastal area is characterized by many tidal rivers, which can be utilized in development work for enhancement of economic growth of the country and creating employment opportunity of growing population of Bangladesh. The objective of the project is to build a sea port in the central coastal zone for economic, business, industrial and social development of the country. With the increasing population, demand of development for sea port in the central coastal zone is crucial for creating employment opportunity and social development of the country. Construction of Embankments, Development of a Road Network on the Embankment and River Training Works along the Bank of Major Rivers: The future development projects under RMIP, FREMIP, and other development projects includes (i) construction of and rehabilitation of 150 km embankments and development of a two lane highway along the embankment under RMIP Project, which would subsequently be expanded to 4 lanes, (ii) construction of about 32 km of additional new riverbank protection works and rehabilitation of about 13km of existing revetments, six spurs, one hard point and one groyne under RMIP project, (iii) rehabilitation of about 40km length of BRE from downstream of Jamuna Bridge to Chandpur along with necessary river training works. Economic Zone and Fish Processing Zone: An economic zone and a fish processing zone are under implementation stage of the Government of Bangladesh near Sandwip island which is close from the project area. The objective of this development projects are to bring industrial growth of the country and will use IWT as major means of transport for both national and international purpose. Sandwip is close to Bay of Bengal and an ideal place for fish catch. Government of Bangladesh with the help of lending agencies is planning to establish a fish processing zone in Sandwip area. 369 Final Report Proposed Mega Power Plants: Supercritical Coal Based mega power plant is currently under consideration to be built in Sandwip area. The objective of this project is to import coal from overseas through water channel. Mother vessels will use Dhaka – Chittagong IWT corridor for carrying coals not only to deliver in proposed Sandwip power plant but also other coal based power plants in Ahsuganj areas. Defence Training Camps: Bangladesh Army is planning to develop the Jahizzar Char, an island in the Bay of Bengal, to use for advance defence training centre. The future development of the Charland will include (i) a number of infrastructure, (ii) cyclone shelters, (iii) power plant, (iv) polder for embankment purpose, and (v) harbour development. The objective of this exclusive project is to operate amphibian tanks and navy ships in that area mainly for security patrolling and training purpose. Impacts at Dredging Sites Although in the past decade technological developments, research activities and operational experiences, have led to an enormous expansion of knowledge about good dredging practices around the world, in Bangladesh the existing constraint is still the same; the soil management after dredging. If the soil is disposed near the dredging site, it will be of no good use rather than causing harm to the ecosystem and food chain the aquatic biodiversity. Even though sediments are natural elements in any river basin, alteration or misplacement is regarded as a threat to the existing ecosystem. If the slope is so upward, the tertiary consumer may easily reach the secondary and primary consumer which may bring about a reduction in their number as the zonation is not maintained properly. Habitat changing pattern due to this intervention may prove as a risk. Along with this, if the dredged sites are breeding ground for any unknown or unidentified species, the whole system can be collapsed as well. It will change the species composition of the water area and the fishermen depended on the fishes will not be able to catch them frequently and gradual effect on livelihood may be experienced. Due to such potential impacts, which might be unavoidable in the locations of required dredging, the project will support a biodiversity conservation program which aims to contribute towards enhancing the management of hilsha and dolphin sanctuaries and improve the aquatic ecosystem environment for key species. On the other hand, if a fish population is aware of the new way that has been created by dredging; they may use it in the consecutive years for both migration and feeding. Some dredging sites create artificial scour that can also be used as habitat and hiding place for fishes like Boal (Wallago attu) or Chital (Notopterus chitala) who prefer low temperature and lying in deep water bed for a certain period of their lifespan. Nutrient cycling is another key objective that can be taken under consideration as positive impact. Change in trench and Scour Trench and scour are shallow or narrow depression or ditches that are used by many riverine and floodplain fishes for multidimensional purposes. Destruction of these specific sites may be proved as habitat alteration and unwanted movement of fishes. It possibly will change the food and feeding behavior of fishes due to unavailability of proper nutritional elements 370 Final Report around the new living grounds. Fish catch prototype will change as well as the living of the local fish depended people will be hampered, which needs a very good insight. Change in water velocity Change in water velocity is another impact that can occur at the dredging spots leaving the biodiversity interrupted. High water velocity results in turbidity in the riverbed. Some fishes don‘t like too mu h velocity and some are very akin to the same. For example, hilsa requires high water velocity for their gonadal development and maturation while carp fishes cannot tolerate soaring water velocity. As the width of the river is not going to expand during this project implementation period (except natural river bank erosion), this possible impact can be considered negligible. On the contrary, this water velocity can carry nutrient from Upper Meghna to Lower Meghna and vice versa which allows nutrient cycling and availability spreading out to new species. Some freshwater fishes can move to the new habitat to avail the macronutrients. Impacts at Disposal Sites The dredged soil can create an artificial barrier between the movement channels of fish. Consequently, it can destroy fish passing and food intake. The dredged material produces turbidity due to the increased water velocity in adjacent areas and compels fishes to move which are not generally reared in turbid condition. While considering the Ganges floodplain fishes, it is to be kept in mind that, these fishes are not much familiar with turbid water; as a result their healthy population may be hampered in some extent. Fishes get isolated and it inhibits breeding and subsequent reproduction cycles. Other external factors Navigational vibration is sometime horrifying to brood and juveniles of surface water. This trembling also results in less catchment in artisanal and marine fish near the Meghna estuary. However, the water close to the estuary (Noakhali, Hatiya, Bhola region) is not static and sometime not that harmful to marine species. Oil spillage, causes plankton destruction and bio-safety of natural riverine water. This very situation creates obstruction in food chain mainly in primary and secondary consumer level. Recommendations 1. Proper Soil Management is a prerequisite to this project. The soil management plan should include recommendations/suggestions to ensure the proper use of the dredged soil. 2. Dykes that disconnect river and floodplain should be avoided to protect the regular fish movements. 371 Final Report 3. Although the hilsa breeding ground consist of a wide range of area, the dredging and navigation should be done as less as possible. It will save the maximum gravid fish and juveniles as well. 4. Using the concept of setback distance can be utilized. It will facilitate required amount of water flow through the corridors. 9.8 Dolphin 9.8.1 Background and Trends Ganges Dolphin and its habitat The Ganges River Dolphin (Platanista gangetica gangetica) or ‗shishu/shushuk/shush‘ (in Bangla) is found in most of the areas of the Ganges-Brahmaputra-Meghna river system in luding Nep l, Indi nd B ngl desh. This spe ies is tegorized s ‗End ngered‘ y the International Union for Conservation of Nature (IUCN) Red List (2010) with the wild populations decreasing drastically within the range countries. These dolphins share the same ranks as the tigers and great apes that are listed as a species endangered by trade on Appendix I of Convention on International Trade of Endangered Species of Flora & Fauna (CITES). The spe ies is listed s ‗fl gship spe ies‘ y World Wide Fund for N ture (WWF). Ganges River dolphins are generally concentrated in counter-current pools below channel convergences and sharp meanders (Kasuya and Haque 1972, Smith 1993, Smith et al. 1998) and above and below mid-channel islands, bridge pilings, and other engineering structures that cause scouring. Dolphins could potentially be negatively affected by dumping in the scour holes because scour holes are used as a refuge by the dolphins and other aquatic animals during dry season when water levels are low in the rivers.Their fidelity to counter- current pools is probably greatest in fast-flowing channels (Smith et al. 1998). Annual monsoon-driven floods cause great v ri ility in the dolphins‘ ess to l rge p rts of their range. Isolation in seasonal lakes sometimes occurs (especially in the Brahmaputra basin), as does "escapement" from the river channels into artificial water bodies such as canals and reservoirs. Deltaic (brackish) waters are a major component of the total range, but Ganges River dolphins are not generally known to occur in salinities greater than 10 ppt, although they have been recorded in waters as saline as 23 ppt. Water abstraction upstream decrease river depth and the appearance of sand bars during winter season cause danger to the dolphins as the river is divided into small segments, causing a segregation of populations in deeper pools, narrowing of the gene pool, increase in the intensity of fishing, river traffic, pollution due to release of untreated effluents from industries, incidental and/or intentional capturing for oil extraction for use as fish attractant, liniment and aphrodisiac, etc., have become the major threats for its survival. The significance of water depth as an important factor for determining the distribution pattern and habitat selection of marine dolphins is well documented (Ross et al. 1987, Hastie et al. 372 Final Report 2005). It is perceived that the same applies for the Ganges River dolphin. Earlier studies in the Brahmaputra in India indicated certain depth range preferences of the Ganges River dolphin between 8 and 10 meters (Mohan et al. 1997); however in a recent study Wakid (2009) showed that the preferred water depth for the dolphins is between 4.1 – 6 meters for the same river. This variation may be due to the physical changes in sedimentation that might have happened over the years and other anthropogenic reasons for reduced water flow in the Brahmaputra River. In another study in the Chambal River in India the optimum water depth for dolphins was reported as 10 meters (Hussain et al. 2009). Rashid et. al. (2015) also observed the maximum numbers of dolphins preferred areas between 6 – 10 meters deep during the dry season and between 10 – 16 meters during the wet monsoon season in the Padma and Jamuna Rivers. Seasonality, food availability and environmental conditions of the water are the main factors of the Ganges River dolphin for its habitat use/preference (Hussain et al. 2011). Depth of water and also water turbidity in the Padma, Jamuna and Meghna Rivers vary greatly due to changes of seasons, physical characteristics and other anthropogenic reasons. Water depth increases during the monsoon months and decreases during the winter and summer months in the rivers. During the winter and summer months, dolphins were found to remain concentrated in the deeper sections (kums) of both the rivers. Optimum water depth preferred by the Ganges River dolphin throughout the year is mostly available in sections where scours in the river exist. Secondly, most river fishes occur or should have occurred in the scours of the rivers during the winter and summer months (Hussain 2010). The dolphins feed on fishes hence distribution, composition and abundance of their prey may also play an important role in the distribution and abundance of dolphins and consequently habitat utilization. Current Threats Accidental killing of dolphin in the form of by-catch in net fishing is one of the main threats for dolphins in the rivers. It was reported that accidental killing of dolphins in the project and surrounding areas through getting trapped or entangled in fishing nets were higher in the past but reported less during the survey period. Other threats for dolphins in the rivers included oil spill from boats and ships, river erosion, low water depth during winter, use of harmful fishing gears (especially current net) and making cross dam of bamboos across some sections of the rivers/tributaries/distributaries for fishing. As reported by local people, the practice of intentionally trapping and/or killing of dolphins in the rivers for commercial reasons is gradually gaining momentum for oil extraction. Remains of the dolphin body, particularly the head, are used in the brush pile fishery – certain sections of the river close to the banks is fenced using bamboos and piles of tree branches are used to provide a temporary refuge for the fish during the dry season when water level gets low. During dry season the fenced area is netted and fishes are caught. By putting the remains of the dolphin body and head together with the tree branches fishes are attracted by the smell as they decompose. Very little is known about the effects of vessel traffic on river dolphins and porpoises. Ferry crossings, commercial ports, and primary fishing grounds in rivers are generally located downstream of convergent channels or sharp meanders, which are also the preferred habitat 373 Final Report of river dolphins. River dolphins are often observed swimming in areas with high vessel traffic, that includes small boats, motorized ferries, and in some locations large container ships and oil tankers, with no visible damaging effects. Mortality from propeller collisions, however, has been reported for baiji and finless porpoises, particularly in the lower reaches of the Yangtze River, where waterways contain high levels of large commercial vessel traffic (Zhou 1992). A single susu was also reported by fishermen to have been killed by the propeller of a cargo boat in the Brahmaputra river near the India/Bangladesh border (Mohan 1996). Dolphins may be more vulnerable to collisions during calving and nursing periods. The direct risks associated with the current project dolphin and dolphin habitat include: (a) generation of underwater noise levels from the dredging equipment, and (b) impacts on dolphin habitat due to disposal of dredged material in scour holes. With respect to (a): For dolphins, sound serves three main functions: (i) it provides information about their environment, (ii) it is used for communication and (iii) it enables the remote detection of prey. The sounds generated by dolphins often extend beyond the range audible to the human ear. Vocalizations of Dolphins will be in range of 125-173 (dB at 1m) for whistles and 218-228 (dB at 1m) for clicks. Underwater noise levels generated by dredging activities are expected below 175 dB. The threshold peak impulse source pressure for direct physical trauma in aquatic mammals is generally considered to be more than 200 dB and hence dolphins would not be expected to experience permanent hearing impairment from sound pressures generated by the dredging. However, effects on behavior are more likely. Behavioural studies conducted elsewhere on the impact of similar activities like pile driving on dolphin indicated a temporary displacement from the area where pile drivers are operating and they returned close to normal once pile driving had ceased. Whilst for fish, adverse behavioural aspects occur at a noise level of 150 dB and physical injury may occur at 206 dB19. The indirect impacts on the dolphin from dredging activities would be impact on its prey, the fish. With respect to (b), this impact can be effectively minimized by prohibiting deposition of dredged material in deep scour holes (greater than 5m depth), which are the preferred habitat for dolphins. Only shallower scour holes will be permitted for use by contractors for depositing dredged material in river. The cumulative impacts associated with various activities in the watershed include risk of water pollution from accidental spillage of fuels, hazardous material and bilge water from the various types of vessels used in the river for various purposes, and risk of collision of dolphins with vessels. Motor boats will be extensively used for transport of personnel, material and fuel. There is a risk of water pollution from these activities through accidental spillage of fuels, hazardous material and bilge water. Any such pollution events will seriously impact the downstream dolphin and fish habitat. Further, there is a risk collision between dolphins and motor boats. 19 National Oceanic and Atmosphere Administration, USA Criteria for Pile Driving and its Impact on Fish 374 Final Report The impacts on the dolphin from the project activities can be minimized the contractor by taking utmost care to prevent such risks and will prepare an emergency preparedness plan to address these risks. The contractor will make booms, absorbents and skimmers available on site along with trained personnel to recover spilled oils from water surface. The contractor shall include training in the use of this equipment within his training plan and carryout regular drills in the deployment of this equipment. All waterborne plant shall be regularly servi ed s per the m nuf turer‘s guidelines nd e inspe ted d ily prior to oper tion. Dredging work will dopt ‗soft st rt‘; using low energy st rt to the piling oper tions to give dolphins an opportunity to leave the area, gradually ramp up the sound levels to scare the dolphins and other cetaceans away before dredging commences. Contractor will also se pingers to chase away dolphins from the construction areas. Given that monsoon period oin ides with in the dolphins‘ main calving period, which is July to August, the impacts on dolphins during this critical period will naturally be minimized, since little dredging is expected to be required during monsoon months. In addition, Pingers, set at 145dB at 70kHz, may be used to drive away the dolphins, if necessary. Under component 2 of the project, the facilities will be established at the river ports to collect the bilge water from the various transport vessels. During the dredging activities under the current component, the contractor shall be prohibited from bailing or pumping this water into the river, but instead shall be required to collect the bilge water, treat it by separation and dispose of the separated oil and fuel as hazardous waste. Refuelling of dredgers and boats will be properly carried out to avoid any spills. 375 Final Report 10 ENVIRONMENTAL MANAGEMENT PLAN 10.1 Objective This section aims to provide methodology used to prepare the environmental management plan (EMP) for the Project to mitigate any potential negative environmental and social impacts which may occur as a result of Project activities. This chapter also specifies the Contr tor‘s environmental obligations in performing the works to be carried out under the project. The methodology followed for preparing the EMP consists of the following steps:  Deriving mitigation/protection measures for identified impacts for each of the project activity and environmental component,  Recommend mitigation, compensation and enhancement measures for each identified impacts and risks,  Developing a mechanism for monitoring the proposed mitigation measures  Estimating budget requirements for implementation mitigation and monitoring measures, and  Identifying responsibilities of various agencies involved in the Project for implementation and  Monitoring of mitigation measures. 10.2 Components of EMP The key compoenents of EMP are summarized below and each of this component is explained in detail in the following subsections:  Mitigation Measures  Monitoring Measures  Institutinoal Arrangement  EMP Budget  Reporting Requirements 10.3 Mitigation Measures 10.3.1 Key Impacts from the project activities and mitigation measures The dredging and dredged material placement activities are expected to cause several negative impacts on the aquatic habitat and fauna due to generation of high sediment flows, disturbance of benthic habitat, noise and emissions from construction machinery, and accidental spillage of fuels. Various stages of the dredging and potential impacts from each of these stages is summarized below: 376 Final Report  Excavation: Excavation is the process of physical removal of the material from its in situ location on the bed of a water body. This will be done either hydraulically or mechanically by dredger heads. The physical changes that can take place during excavation are the generation of suspended sediments (causing an increase in turbidity), mixing of soil layers, and noise and air pollution from the equipment. Major potential impacts of these changes on the human and natural environment include but are not limited to: impacts to aquatic and benthic flora and fauna; changes to bioavailability of contaminants in the sediment due to its re-suspension; temporary impacts to navigation, fishing and other river uses; disturbances to local communities and riverine species; among others. The changes to river morphology resulting from excavation can also impact riverbank erosion patterns.  Lifting: Lifting is the vertical transportation of the excavated material from the bed. Similar to excavation, this will also be done either hydraulically or mechanically. The physical changes that occur during lifting are the release of suspended sediments, for example as overflow losses during loading. Sediment re-suspended in the water column in high concentrations can directly lead to physical abrasion of, for example, filter-feeding organs or gill membranes of fish and shellfish. If the sediments are rich in nutrients and metals; the resuspension of sediments may release nutrients, organic matter and toxic chemicals in to the water. Other impacts noted above related to excavation are also applicable to the lifting process.  Transportation: Transportation is the process of transferring the excavated material to the placement location. In most cases , this will be done hydraulically through a pipeline. The potential impacts during transportation are spillage and safety in relation to other transport users of the river.  Placement: Placement is the final stage, where the excavated material will be placed at designated sites in the rivers or in on the land. Potential impacts during this stage are dispersion of deposited material and release of sediment laden runoff. A detailed summary of these impacts and the mirigation measures for each of this impacts are given in Table 10.1. In addition, general construction related impacts and best management address practices to address these impacts are given in Enviornmental Code of Practices, The contractor shall comply with the mitigation measures proposed in Table 10.1 and in ECoPs. Contractor will be required to prepare the dredging plan with the help of Table 10.1 and ECoPs obtain approval from the Project Director of BIWTA to ensure that no critical habitat (Dolpin, turtles) exists at/near such dredging location.The Contractor should select the dredging methods to minimize suspension of sediments, minimize destruction of benthic habitat, and increase the accuracy of the operation.Inspection and monitoring of dredging activities should be conducted to evaluate the effectiveness of impact prevention strategies, and re-adjusted where necessary. 10.3.2 Location of Environmentally Sensitive Areas Locations of known environmentally sensitive areas, including reed lands, mud flats, mangrove forests, migratory bird habitat, and hilsa sancturies and spawaning grounds are 377 Final Report shown in Figure 10.1. The locations of expected dredging locations (based on 2015 hydrographic surveys undertaken by BIWTA) and pre-identified appropriate dredge material placement locations are also shown in Figure 10.1. In addition, the river banks and chars also act as breeding areas for several aquatic species including fish and turtles, as well as birds. The Contractor shall take utmost care to prevent any harm to these enviornmentally senstivive areas. The contractor shall not carry out any dredging activities within 100 m from the river banks and char lands. The contractor shall aslo maintain a minimum of 100 m distance from all reedlands, mudflats, mangroves and migratory bird habitats. The dredging can be carried out during all seasons in the hilsa sanctuaries and spawning areas, but the contractor is required to undertake intense monitoring and reporting on all activities in these areas, particularly during the months of October to November, and March to April, to ensure that there are minimum impacts on the water quality and hilsa habitat in these areas. On the floodplains, the contractor shall also maintain a minimum 100 m distance in establishing offices or workers camps from the environmentally sensitive areas shown in Figure 10.1. 378 Final Report Figure 10.1: Locations of Environmentally Sensitive Areas, Dredging and Dredge Material Placement Locations 379 Final Report Table 10.1 : Environmental Management Plan: Mitigation Measures Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority Pre-Dredging:Navigation Routes and Ferry Crossings Engagement of Without adequate technical staff, it Contractors and BIWTA should hire all Included in Environmental would be difficult to implement EMP technical staff as described in institutional Table 10.13 and other as prescribed. arrangement Section for as Technical staff effectiveimplementation of the EMP. ontr tor‘s Contr tor‘s st ff: Aqu ti Biologist budget Occupational Health and Safety Specialists, Contractors PIU/ BIWTA Environmental Technicians, and Community Liaison Officers, BIWTA staff : Environment Management Specialist, DSC, Resettlement specialist, GRM officer, Environment Monitoring Specialist. Preparation of Without proper guidelines for Prior to the mobilization of Contractors, BIWTA BIWTA/ Included in guidelines for management of dredged materials, will ensure that for selection of sites for PIU/ DSC Table 10.13 effective there will be social and temporary storage of dredged materials before as handling of environmental problems. subsequent beneficial use or permanent on land ontr tors‘ dredged disposal, arrangement is made for such sites in budget materials consultation with local public representatives and concerned land owners. DSC / DOE Site-specific Dredged Material Management Contractors Plan with proper containment compartment and drainage provision Refer Table 10.4 and Figure 10.3 for the dredging and disposal sites. Plan for Sediment may be contaminated Toxicity levels should be tested before dredging PIU/ DSC Included in sediment posing threat at disposal sites and and verification to be carried out according to Table 10.13 sampling to be community. section 102.3 of EMP. as carried out DOE ontr tors‘ Contaminated/ Toxic Dredged Material Contractors budget Management Plan. Verification of The projected dredge volume to be A bathymetry survey and analysis should be Contractors and PIU and DSC Included in dredging area re-assessed through verification prior conducted jointly by Contractor and BIWTA or the independent Table 10.13 380 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority to commencement of dredging. by independent monitoring agency for monitoring and as verification of dredging alignment in the Evaluation ontr tors‘ selected routes. Consultants budget Land acquisition The dredging operation will involve All affected people of private land and structures BIWTA /PIU Included in land acquisition/requisition and should be compensated according to national DC office Table 10.13 structure losses for the temporary and World Bank guidelines. RPF to be fully storage and disposal of dredged implemented prior to initiation of project materials on land. activities. Safety of river Dredging location and activities in Notification to communities and river users prior Contractors BIWTA / PIU Included in traffic the waterways may result in traffic to initiation of dredging. Erection of buoys in the Ministry of Table 10.13 congestion or accidents or area to alert river vessels passing the dredging Shipping disturbance to fishermen and water site. vessels. Inclusion of Compliance by the Contractor to Specific environmental and biodiversity BIWTA / PIU BIWTA / PIU environmental requirements defined in the ESIA, conservation clauses will be added to contract - Clauses in EMP and BMP. specifications and a separate environmental bill- Construction of-quantities section will be prepared. Contracts Affects on Changes in aquatic/benthic species Specific clauses to mitigate the impacts and BIWTA PIU and Department Included in biological composition; hindrances in monitoring and reporting on a regular basis NGOs or BDM of Fisheries/, Table 10.13 resources, movements of aquatic animals, (weekly / monthly, as the case may be) will be Consultants DoE / FD endangered increase in turbidity, etc. added to the contract specifications. species BIWTA Collect / document relevant/detailed information on the key threatened species within the project influence area Contractor Make the field staffs/labourers aware of the biodiversity conservation issues Pre Construction Phase: Vessel Shelters Survey and May cause temporary disturbance to Adopt proper planning and take adequate Design PIU /DSC - design of Vessel traffic and businessmen during precaution to carryout the survey with minimal Consultant Shelter sites survey and investigation works by disturbance to traffic and people. design Consultants Land acquisition Potential impacts on aquaculture Preparation of Resettlement Plan in accordance PIU PIU, DSC, Included in 381 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority and resettlement farmers at locations of Shatnal, with the national and World Bank policies. DSC Table 10.13 Chandpur, Char Bhairabi, Mehendiganj, Nolchira and Sarikait. Camp and Construction of camp and stockyards Follow standard code of .construction practice Contractor PIU, DSC Included in storage facilities for materials can cause dust nuisance and watering dry earthen surface to control dust Table 10.13 and gaseous emissions from emission, maintenance of equipment in good as equipment and vehicles to local working condition and control of movement of ontr tors‘ residents and traffic. vehicle, particularly on weekly market days and budget school timings. Siting of Vessel May affect environmentally sensitive Site selection shall avoid such environmentally PIU, Contractor BIWTA, - shelters areas, i.e. mangroves, reed lands, fish sensitive areas and social institutions. sanctuary, religious institutions Water and Inadequate provision of drinking Ensure potable drinking water supply by Contractor PIU, DSC Included in Sanitation water supply, toilet facilities installing tubewells and constructing sanitary Table 10.13 facilities including solid and liquid waste latrineat camp sites. Provision of facility to put as atCamps management may cause poor health solid waste and adequate drainage provision for ontr tors‘ to workers and nuisance to public. safe disposal of liquid and solid wastes. Also budget arrangement of first aid kit at camp sites to be ensured. 382 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority DredgingPhase:Navigation Routes and Ferry Crossings Locations of Impacts on river morphology and Restrict dredging to design section only where Contractor PIU, DSC dredging sites bathymetric changes. required by avoiding sensitive areas (dolphin Included in and bird habitats, reeds and char lands) ontr tors‘ Impact on habitats of sensitive identified in the ESIA (Refer Fig. 10.2). Regular costs species such as dolphins, migratory monitorin will be ensures during dredging birds, and fish habitats operation. The impacts from dredging can be minimized by DSC avoiding the sensitive habitats of fish and other important species during their breeding and Contractor spawning period. DSC During dry season no dumping of dredged materials in the scour holes in the Upper Contractor Meghna (Refer to Fig. 10.1 for location of scour holes). Scour holes are used as a refuge by some large fishes, dolphins and aquatic animals during dry season/winter. DSC Dredging in Lower Meghna River and estuary should be avoided in the hilsa sanctuaries during Contractor the months of March and April, and during 11 days in the hilsa spawning season in the month of October and November (see Table 10.2, Fig. 10.1). Hilsa usually take the deeper channels (preferably >10m) for migration. While dredging the contractor should maintain reasonable dist n e (≥100m) from the deeper h nnels. Dredging: Impacts of river morphology and Select dredging equipment with low risk of Contractor PIU, DSC Excavation bathymetric changes. sediment dispersal. The Contractor should select Included in the dredging methods to minimize suspension of ontr tors‘ Increased turbidity, loss of sediments, minimize destruction of benthic costs transparency and increased habitat, and increase the accuracy of the suspended sediment concentrations. operation. Suspended sediment concentrations 383 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority Impact on benthic habitats, due to dredging activities should not exceed 4,000 mg/l near the dredger (a threshold value being followed in other projects in Bangladesh) Monitor the dredging operation and, if DSC necessary, change the dredge location to Contractor minimise the amount of material being dredged (or the number of dredgers allowed to operate) at any one time. In ecologically sensitive locations – scours, DSC reedlands, IBAs, fish sanctuaries - (see Fig. Contractor 10.1), the Contractor will additionally keep TSS levels below 20% over baseline levels. DSC Inspection and monitoring of dredging activities should be conducted to evaluate the Contractor effectiveness of impact prevention strategies, and re-adjusted where necessary. DSC An ongoing ecological monitoring will be in place to evaluate the impacts of the dredging and BDM Consultant develop additional mitigation measures as required. Dredging: Lifting The release of suspended sediments Select dredging equipment with low risk of Contractor PIU, DSC Included in during lifting can cause mortality to sediment releases from lifting. contractors‘ fish..Increase in turbidity, due to costs sediment re-suspension, also reduces light penetration in to the water thus resulting in to reduction in primary productivity for phytoplankton. River Traffic The presence of barges and Provide proper navigational lighting and Contractor DSC Included in associated vessels and discharge navigation aids for the barges and associated ontr tors‘ pipelines will pose a risk to local vessels costs river traffic. There is also risk of 384 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority collision of construction boats with Provide appropriate lighting to all floating dolphins. pipelines and buoys Check all navigational lights routinely to ensure that they are working properly. Limit the motor o t speed to ≤15 km/h in accordance with the best international practices and to avoid any collision with dolphins. Pingers set at 145dB at 70kHz(maximum) to be used to chase away dolphins from the construction and dredging areas thus minimizing the chances of any collision with dolphins. Pingers should be operated intermittently under supervision of experienced operators and if operated continuously for longer periods may harm or drive away other aquatic fauna, particularly fishes. Noise from Noise and vibration under water: Reduce the dredger noise at source by isolation Contractor DSC Included in dredging Disruption to fish migration and of exhaust systems, by keeping engine room ontr tors‘ activities disturbance to dolphins doors shut and by additional measures such as costs Noise and vibration above water: shielding. Nuisance to local community, disturbance to birds Limit the noisy dredging to daylight hours, where possible, rather than at sunrise or sunset (significant for wildlife) or during night time hours.Where unavoidable, the contractor should ramp up the levels of engines or other noise producing sources, so that the noise slowly increases. This will encourage riverine and terrestrial fauna to move away from the source area prior to significant noise emissions. Inspect and maintain equipment in good working condition. 385 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority Exhaust Air pollution and release of Inspect and maintain equipment in good working Contractor DSC Included in emissions greenhouse gases from construction condition. Proper maintenance of engines ontr tors‘ equipment ensures full combustion with low soot emissions. costs Use low-sulphur heavy fuels to reduce noxious emissions. Provide exhaust filtering. Gaseous emissions to be monitotred daily and emissions should be within limits as prescribed in the DOE air quality standards Oil spills Oil spill will cover large area from a Refuel of barges and boats with a proper care to Contractor DSC Included in specific point location through tidal avoid any spills. ontr tors‘ and wave action at Meghna estuary costs and lower Meghna river. Make available spill kits and other absorbent material at refuelling points on the barges Bilge water Waste water disposal from the barges Properly collect, treat and dispose on land the Contractor DSC Included in and associated vessels bilge water from the barge and boats. ontr tors‘ costs Empty barge or hopper from rest load by washing or mechanical cleaning before moving between different dredging areas, particularly between the ecologically sensitive areas (fish sanctuaries, important bird areas – Fig. 10.1) to prevent distribution of contaminated material through residual loads. Increased suspended sediment Select dredging equipment and methodology Contractor DSC Included in concentrations with low risk of sediment dispersal. ontr tors‘ costs Monitor local suspended sediment concentration River Water by sediment sampling and laboratory analysis Quality and sedimentation at the proposed dredge channel and adjacent area including disposal site and prepare a monitoring response plan to modify dredging and placement operations 386 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority should threshold levels be exceeded under the prevailing hydrodynamic and wave conditions. Regularly inspect and maintain equipment in order to prevent leaks. Should a pipeline leak occur, the pipe or joint should be repaired or replacedimmediately. Develop and implement a Spill Prevention Plan to prevent and contain accidental spills, monitor sediment spill. Monitor the dredging operation and, if necessary, change the dredge location to minimise finesediment. Select placement methodology for bulk filling to ensure limited spread of sediments. Suspended sediment concentrations due to dredging activities should not exceed 4,000 mg/l near the dredger (a threshold value being followed in other projects in Bangladesh) Increased turbidity and reduced Dredge cuts and lifts should be designed so as to Contractor DSC Included in transparency prevent undercutting of material and hence a ontr tors‘ collapse of material locally at the cutter head, costs leading to an increase in the sediment being disturbed by dredging. If water quality standards are not met, modify operations, e.g. restrict the amount of material being dredged (or the number of dredgers allowed to operate) at any one time. Quality Control system shall be developed by the dredging contractor before commencement of work and get approval from DSC/EMS. 387 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority Suspended sediment concentrations due to dredging activities should not exceed 4,000 mg/l near the dredger (a threshold value being followed in other projects in Bangladesh). Spillage of oils and fuels Develop and implement spill contingency plans Contractor DSC Included in for pipeline and hull leakages. ontr tors‘ costs Ensure that emergency response equipment, e.g. floating booms, are serviceable and available to deal with any oil spills or leakages. If water quality standards are not met, modify operations, e.g. restrict the amount of material being dredged (or the number of dredgers allowed to operate) at any one time. Site runoff Control the discharge of site runoff, including Contractor DSC Included in excess dredge water, by the installation and ontr tors‘ correct use of containment walls, bunds and costs weirs. Monitor the quality of water (e.g. sediment content) in site runoff to confirm that the design and operation of the bunds and weirs, and the retention time for dredge waters which facilitates the settlement out of fine sediments prior to discharge off site, is adequate. If not, take appropriate remedial action. Water quality monitoring/laboratory test results should be shared every two weeks. Water quality parameters should not exceed DOE standards Also refer to suspended sediment concentration 388 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority section above. Waste from ships Oil containing wastewater, solid Enforcement of national and international Contractor, DSC DSC, DOE Included in waste from ships, if discharged into regulations e.g. Management Regulations on ontr tors‘ water, will cause adverse impact on Preventing Vessels from Polluting Marine costs aquatic ecology and water quality. Environment. Wastewater and solid waste are forbidden to be discharged into the rivers, and must be unloaded to the nearby waste treatment facilities for treatment. Protocol to be developed by the contractor and approved by the BIWTA and DOE for waste management including oil. Benthic biota Loss of aquatic communities Restrict dredging only to the areas where Contractor DSC Included in especially benthic biota. required. contr tors‘ costs Changes in habitat characteristics, Minimize habitat loss by applying careful species composition and biomass control of cutter head, restrict digging to production. specified boundaries. Disposing dredged material in fast flowing and deep river sections. Aquatic Fauna Disturbance to aquatic mammals Dredging area should be checked every day Contractor DSC Included in prior to commencement of dredging work. ontr tors‘ Dolphin pingers to be activated to drive away costs any dolphins or other aquatic animals prior to commencement of dredging. Fisheries Disturbance of fish and damage of Contractor DSC Included in aquatic vegetation. See biodiversity management plan (in Annex) ontr tors‘ for biodiversity enhancement activities costs 389 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority Geo-morphology Erosion and accretion of the river bed Ensure adequate measure through proper design Contractor. PIU DSC Included in and Bathymetry and bank. and construction of training works. ontr tors‘ costs Transportation of Leakages and spillage from the Ensure regular inspection and maintanance of Contractor DSC Included in dredged hydraulic pipeline, dust emission delivery pipes and accessories to prevent leaks. ontr tors‘ materials affectingair quality during costs transportation by trucks. Develop emergencyor contingency plan to prevent and contain accidental spills, fire or any other natural or man-made incident. The transportation of the dredged materials (dredged sediment and bulk refuse materials) using watertight dump trucks should not exceed the truck capacity to avoid spillage on the road and to be carried out night (e.g. 21.00hrs to 05.00hrs) to prevent road traffic congestion. Provide notification about the dredging activities at the dredging locations to minimize risks. Assigning a traffic officer at each dredging location. Appropriate placement and maintenance of heavy equipment. Maintain cleanliness of trucks for transporting dredged materials. Provide adequate training to staff at dredging site to operate heavy equipment. 390 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority Carry out dredging and transportation of the dredged materials during evening and night.. Coordination with relevant stakeholders, including district and upazilla levels, throughout the dredging period. Placement of Dispersion of sediments and release For directplacement of sediment on land the area Contractor, DSC Included in dredged of high sediment laden runoff from will be subdivided into compartments by ontr tors‘ materials the placement sites. dredged materials. Filling will be achieved by costs progressively pumping slurry of sand andwater into the bunded areas, allowing the surplus water to drain away to artificia and natural waterways in a controlled manner through the pipeline, without affecting floodplains. Control the discharge of site runoff, including excess dredge water, by the installation and correct use of containment walls, bunds and weirs. Monitor the quality of water (e.g., sediment content) in site runoff following the dredged management plan and relevant Environmental code of Practice. No agricultural land will be used for permanent or temporary filling. If temporary filling is required, only government owned khas lands will be used or will be directly sold to the willing-sand buyers. Waste Generation of dredged materials that Minimize waste arising through the effective use Contractor DSC Included in Management are unsuitable for use as fill / do not of quality control system and waste management ontr tors‘ 391 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority meet specification . plan. costs Adopt appropriate waste confinement and storage arrangements. Waste management contractors to have the relevant approvals and permits from appropriate authority. Drainage Drainage can be blocked in case of Deploy silt screens in front of drainage pipes to Contractor DSC Included in Congestion land disposalin the Upper Meghna prevent sedimentation on surrounding lands of ontr tors‘ basin. the disposal areas. costs Ensure proper monitoring so that natural drainage is not blocked. Apply measures to minimize sediment dispersion. Worker‘s He lth Health impact from the exposure to OHS plan will be prepared,followed and Contractor DSC Included in and Safety hazardous and chemical materials implemented by contractors on the basis of the ontr tors‘ and casualty from drowning or WBG EHS Guidelines (2007), ECoPs, and other costs criminal attack. relevant standards including fuels and hazardous substances management plan, drinking water management plan, spill control arrangements for fuels, firefighting equipment availability at the work station and safety precautions will be taken to transport, handle and store hazardous substances, such as fuel. Public Health Workers mobilization,heavy Observance of ECoPs, OHS Plan and relevant Contractor DSC Included in equipment handling, dredging, dredged materials management plan by the ontr tors‘ transporting dredgedmaterials and Contractor. costs placement of dredged materials can ffe t lo l people‘s he lth Continue liaison and provide information to relevant community leaders, stakeholders and potentially affected communities throughout the 392 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority dredging period in order to maintain community support. Provide adequate training to staff to operate equipment, to carry out dredging, and to transport dredged material. . Institutional Identification of institutiaonal Contractor should take the responsibility to Contractor BIWTA Included in Responsibilities responsibilities for spoil construct dyke and contaminated facilities ontr tors‘ for spoil management, ownership of the (contained) using internationally approved costs management dredge disposal facilities, method for construction of these facilities. contaminated spoil handling and re- use of the spoil will be critical issue After construction of these facilities, contractor DSC with out proper institutional should use them for spoil disposal and will also Contractor arrangement. ensure their proper functioning and maintenance until PBC is over. According to the information of spoil demand, BIWTA most of the clean spoil may be re-used for BIWTA construction of rural roads, improvement of yards of community facilities, commercial use, etc. However, BIWTA will ensure long-term safety of the end users. After completion of the project, these facilities will be under the custody of Office of Chief Engineer – Dredging, BIWTA. Construction Phase: Vessel Shelters Locations of Impacts of river morphology and Avoid sensitive areas (dolphin, otter and bird Contractor PIU, DSC Included in dredging bathymetric changes. habitats incl. mudflats, reed lands, and ontr tors‘ charlands) identified in the ESIA. No dredging costs Impact on habitats of sensitive will be carried out within one hundred meter species suchasdolphin and from these sensitive areas (see Table 10.2, Fig. migratory birds and fish habitats 10.1). 393 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority Select the shallow sand bars along the river banks for dredging. Obtain approval from DSC (dredging supervision consultant) before starting dredging from any location. Dredging - Impacts of river morphology and Select dredging equipmenthaving low risk of Contractor DSC Included in Excavation bathymetric changes. sediment dispersal. Monitor the dredging ontr tors‘ operation and, if necessary, change the dredging costs Increased turbidity, loss of alignment to minimise fines. transparency and increased suspended sediment concentrations. Maintain record of all (quantities, location Impact on benthic habitats. shown on map, timing, any sighting of key species) The physical changes that can take place during excavation are the generation of suspended sediments (causing an increase in turbidity, destruction of benthic environment, and changes to river morphology), mixing of soil layers and noise and air pollution from the equipment Lifting dredged The release of suspended sediments Select dredging equipmentwith a low risk of Contractor DSC Included in materials during lifting can cause mortality to sediment released from lifting. ontr tors‘ fish. costs Reduce the suspended material released into the There- water column by adjusting the ratio of cutter suspensionofsedimentscanalsorelease revolutions to pump velocity.Monitor the lifting toxicchemicalsornutrientssuchas operations. phosphates and nitrates, which may increase the eutrophic status of the Use of pingers to drive away aquatic animals, system. including fishes prior to dredging and lifting of dredged materials 394 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority Release of anaerobic sediment and organic matter in high concentrations may in some cases deplete the dissolved oxygen. Soil erosion, and Impacts of river morphology and Efficient waste management and monitoring Contractor DSC Included in ,soil and water bathymetric changes. protocols. ontr tors‘ contamination costs Increase turbidity and discharge of Reporting and changing plans, if necessary. contamination from dredging activities River Traffic The presence of barges and Provide proper navigational lighting for the Contractor DSC Included in associated vessels and discharge barges and associated vessels. ontr tors‘ pipelines will pose a risk to local Provide appropriate lighting to all floating costs river traffic. pipelines and buoys. There is also risk of collision of Check all navigational lights routinely to ensure construction boats with dolphins. that they are working properly. Limit the motor boat speed to 15 km/h to avoid any collision with dolphins. Pingers will be used to chase away dolphins. Noise from Noise and vibration under water: Reduce the dredger noise at source by isolation Contractor DSC Included in dredging Disruption to fish migration and of exhaust systems, by keeping engine room ontr tors‘ activities disturbance to dolphins. doors shut and by additional measures such as costs shielding. Noise and vibration above water: Nuisance to local community, Limit the noisy dredging to daylight hours, disturbance to birds. where possible, rather than at dawn or dusk(significant for wildlife) or during night time hours. Where unavoidable, the contractor should ramp up the levels of engines or other noise producing 395 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority sources, so that the noise slowly increases. Inspect and maintain equipment in good working condition. Exhaust Air pollution and release of Inspect and maintain equipment in good working Contractor DSC Included in emissions greenhouse gases from construction condition. ontr tors‘ equipment costs Proper maintenance of engines ensures full combustion with low soot emissions. Use low-sulphur heavy fuels to reduce noxious emissions. Provide Exhaust filtering. Oil spills Oil spill will cover large area from a Refuel of barges and boats with a proper care to Contractor DSC Included in specific point location through tidal avoid any spills. ontr tors‘ and wave action. costs Make available spill kits and other absorbent material at refueling points on the barges Report immediately in case of any accident related to oil spill and measures taken. River Water Increased suspended sediment Select dredging equipment and methodology, Contractor DSC Included in Quality concentrations which are known to have a low risk of sediment ontr tors‘ dispersal. costs Monitor local suspended sediment concentration and prepare a monitoring response plan to modify dredging and placement operations should threshold levels be exceeded under the prevailing hydrodynamic and wave conditions. Regularly inspect and maintain equipment in order to prevent leaks. 396 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority Develop and implement a Spill Prevention Plan. With Cutter Suction Dredgers, the level of resuspended material released into the water column can be reduced by adjusting the ratio of cutter revolutions to pump velocity Prior to dredging, sample and analyse sediment to ensure th t only ‗ le n‘ m teri l (i.e. m teri l with low fine sediment content) should be used. Increased turbidity and reduced Dredge cuts and lifts should be designed so as to Contractor DSC Included in transparency prevent undercutting of material and hence a ontr tors‘ collapse of material locally at the cutter head, costs leading to an increase in the sediment being disturbed by dredging. If water quality as per DOE standards are not met, modify operations. Quality Control system shall be developed by the dredging contractor before commencement of work and get approved by DSC/CSC. Spillage of oils and fuels Develop and implement spill contingency plans Contractor DSC Included in for pipeline and hull leakages. ontr tors‘ costs Ensure that emergency response equipment, e.g. floating booms, are serviceable and available to deal with any oil spills or leakages. Site runoff Control the discharge of site runoff, including Contractor DSC excess dredge water, by the installation and correct use of containment walls, bunds and weirs. 397 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority Monitor the quality of water and take appropriate remedial action. Drainage Drainage will be blocked if vessel Provision of proper drainage at the vessel shelter Contractor DSC Included in Congestion shelter is constructed construction sites. ontr tors‘ using dredged material costs Apply measures to minimize sediment dispersion. Noise from Noise and vibration under water: Reduce the dredger noise at source by isolation Contractor DSC Included in dredging and Disruption to fish migration and of exhaust systems, by keeping engine room ontr tors‘ construction disturbance to dolphins. doors shut and by additional measures such as costs activities shielding. Noise and vibration above water: Nuisance to local community, Limit the noisy dredging to daylight hours, disturbance to birds. where possible, rather than at dawn or dusk (significant for wildlife) or during night time hours. Where unavoidable, the contractor should ramp up the levels of engines or other noise producing sources, so that the noise slowly increases. Inspect and maintain equipment in good working condition. Exhaust Air pollution and release of Inspect and maintain equipment in good working Contractor DSC Included in emissions greenhouse gases from construction condition. Proper maintenance of engines ontr tors‘ equipment ensures full combustion with low soot emissions. costs Use low-sulphur heavy fuels to reduce noxious emissions. Provide Exhaust filtering. Worker‘s He lth Health impact from the exposure to l OHS plan will be prepared and implemented. Contractor DSC Included in and Safety hazardous and chemical materials, Implement fuels and hazardous substances ontr tors‘ 398 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority dust, gaseous emissions and management plan, costs accidental cause during operation of equipment, construction of anchorage Drinking water management plan, facilities (pontoons, break walls). Spill control arrangements andFirefighting equipment Public Health Workers Observance of ECoPs, OHS Plan and relevant Contractor DSC Included in mobilization,heavyequipmentmobiliz dredged materials management plan by the ontr tors‘ ation, dredging, transporting Contractor. costs. dredgedmaterials and placement of dredged materials, construction of Continue liaison and provide information to pontoons with anchorage facilities relevant h community leaders, stakeholders and will cause deterioration of local potentially affected communities throughout the people‘s he lth. dredging period in order to maintain community support. Provide adequate training for staff to operate equipment, to carry out dredging, and to transport dredged material. Aquatic Flora Disturbance to riverbed and benthos. Restrict dredging only to the area where Contractor DSC Included in including required. ontr tors‘ Benthos Loss of aquatic communities Minimize habitat loss by applying careful costs especially benthic biota control of cutter head, restrict digging to specified boundaries. Aquatic Fauna Disturbance to aquatic mammals Dredging area should be checked every day Contractor DSC Included in and permanent impairment prior to commencement of dredging work. If any ontr tors‘ aquatic mammals sighted use pingers to drive costs them away prior to dredging It is lsore ommended th t doption of ‗soft st rt‘; using low energy st rt to theoper tions would give dolphins an opportunity to leave the area. 399 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority Fisheries Disturbance of fish and damage of No mitigation is required as operation will not Contractor DSC Included in aquatic vegetation. be long lasting and due to dynamic nature of ontr tors‘ riverbed the system will regain soon. costs Restrict dredging during known breeding period and migration routes (see Fig. 10.1 &Table 10.2). Geo-morphology Erosion and accretion of the river Ensure adequate measures through proper design Contractor DSC and Bathymetry bank. and construction of training works. Post Dredging Phase:Navigation Routes and Ferry Crossings IWT Massive improvement on inland Employment and livelihood generation with BIWTA BIWTA - water transport in the selected routes socio-economic development through and ferry crossings transportation of cargo and passengers in the project influence area as well as with India and Nepal. Air pollution Increased gaseous emission due to To limit gaseous emission vessel engines shall Vessel owner, BIWTA,Indep To be operation of more riverine traffics be maintained in good working condition by BIWTA, endent M&E included in (passenger and Cargo vessels). following m nuf turer‘s st nd rds. Consultant, the DoE ADB/O&M Fuel storage facilities and transfer Good quality fuel (i.e. no/less sulfur content, budget of may also release volatile organic lead free) to be used to ensure complete burning. BIWTA compounds. Strict observance of relevant national and international rules. Valid fitness certificate mandatory for plying in the route, Water pollution River water will be subject to Observance of EMP and relevant ECoP. Strict Vessel owners, BIWTA,Indep To be increased pollution from disposal of BIWTA, endent M&E included in compliance with relevant national and raw sewage from ships as well as Consultant, the O&M dumping of solid wastes from international rules to manage wastes from ships. DoE budgets of passenger vessels. Ensure facilities (thrash cans, etc.) at designated BIWTA 400 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority locations to put solid wastes and subsequent on Spillage, leakage and accidents are land disposal in sanitary manner. significant potential sources of contamination, arising either directly Treatment of raw sewage water must be ensured. from vessels, e.g. fuel oil and lubricants, or from their cargoes. To develop strategy and implement pilot programson greening the vessel fleet (including research, outreach, and incentive programs on developing and adopting cleaner technologies such as improvements in vessel engine and propeller design, fuel quality, port operational practices, cargo handling equipment, etc.). To address the potential issues associated with waste effluents generated by O&M activities, the HSE Plan to be prepared and implemented by the BIWTA will include disposal mechanism for waste effluents as well. Water from ships The wastes generated from ships Presently there are no facilities at the vessel Vessel owner, BIWTA,Indep To be mainly include inert materials such shelter/terminals for collection of liquid waste BIWTA, endent M&E included in as food packaging, and food waste. from the ships. Consultant, the O&M DoE budget of The ships usually dispose these wastes in the Solid waste is being collected by the BIWTA river. During detailed design of terminals, ships and are being dumped in to the adequate reception facilities will be provided at municipal dust bins located near the the terminals for receiving ship generated waste. terminals. The reception facilities can be fixed, floating or Liquid effluents associated with ships mobile and should be adapted to collect the are sewage, bilge water (e.g. from oil different types of ship generated waste and cargo tankers), and vessel cleaning residues. wastewater from ships. Ship sewage and wastewater contains high levels of BOD and coliform The wastes should be adequately disposed or 401 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority bacteria, with trace concentrations of treated, based on the type of waste, in constituents such as pharmaceuticals, cooperation with the local municipal authorities. and typically low pH levels. No wastes (solid or liquid) to be dumped at or Wash water may contain residues near the ecologically sensitive and biologically such as oil. rich areas like fish sanctuaries, important bird areas, etc. (see Fig 10.1) Pollutants in bilge water contain elevated levels of BOD, COD, dissolved solids, oil, and other chemicals that accumulate as the result of routine operations. Occupational Potential issues associated with OHS During the O&M phase, the BIWTA will Vessel owner, BIWTA,Indep To be Health and are physical hazards, chemical implement HSE procedures and its own BIWTA, endent M&E included in Safety hazards, dust and noise. The main Consultant, the O&M sources of physical hazards at cargo Emergency Response Plan. DoE budget of and passenger vessels as well as BIWTA vessel shelters and landing stations are associated with cargo handling and use of associated machinery and vehicles. Workers may be exposed to chemical hazards especially if their work entails direct contact with fuels or chemicals, or depending on the nature of bulk and packaged products. Work with fuels may present a risk of exposure to volatile organic compounds via inhalation or skin contact during normal use or in the case of spills. 402 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority Fuels, flammable liquid cargo, and flammable dust may also present a risk of fire and explosions. Noise sources may include generators, engines of vessels, and vehicular traffic. Community Community Health and Safety: During the O&M phase, the BIWTA will be Vessel owner, BIWTA,Indep To be Health and During operation of navigation required to implement HSE procedures and BIWTA, endent M&E included in Safety routes, the vessel shelter cargo prepare its own Emergency Response Plan. Consultant, the O&M terminals, the potential community DoE budget of health and safety issues are risk of BIWTA accidents with activities associated with cargo handling visual impacts from the illumination of the vessels, and traffic activities. Other visual concerns from cargo operations are uncontrolled dumping, floating debris, derelict warehouses and broken machinery. Navjgational Rules dealing with ship safety are Regular information and guidance is to be Vessel owner, BIWTA,Indep To be Safety and Risk generally preventive, designed to provided by mariners to improve the shipping BIWTA, endent M&E included in improve ship safety standards by safety. Consultant, the reducing the risk of probability of DoE ADB/O&M accidents throughout the life cycle of Use of radiotelephony, especially VHF, should budget of a ship. Though there may be some be introduced to maintain a listening watch on BIWTA. casualties caused by weather, general or distress frequencies. and under structural, mechanical or equipment Component failure, most shipping casualties in All vessels should be equipped with fog horns 3. Bangladesh, are caused by and powerful searchlights. substandard operation. A series of measures will be taken up under This is more often poor stowage and Component 3 of the Project, which include (i) overloading (especially in the peak the development of River Information Systems 403 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority holiday periods) - the main causes of to improve navigational safety, and provision of capsize and loss. a Traffic Monitoring System for passengers and cargo; and (ii) commissioning of a study to This situation can also be propose an institutional structure and reforms compounded in a price-regulated needed to develop an effective Search and market where tariffs set by the Rescue organization. Government are insufficient to generate reasonable profits. Lack of information and guidance to mariners also impacts negatively on shipping safety Change in river Due to high variation of seasonal For smooth navigability routine maintenance BIWTA, BIWTA, To be geometry due to flow and peculiar nature of the river dredging shall be in place through bathymetric included in erosion and system carrying huge quantity of silt survey during post monsoon and carrying out the O&M accretion. annually, the navigability may be river training works as pilot programme to budget of hampered due to erosion and reduce dredging along the navigation route. BIWTA and siltation. under Component 3 Operation and Maintenance Phase: Vessel Shelters Air pollution Increased gaseous emission due to To limit gaseous emission vessel engines shall Vessel owner, BIWTA,Indep To be operation of more riverine traffics be maintained in good working condition by BIWTA, endent M&E included in (passenger and Cargo vessels). following m nuf turer‘s st nd rds. Consultant, the DoE ADB/O&M Fuel storage facilities and transfer Good quality fuel (i.e. no/less sulfur content, budget of may also release volatile organic lead free) to be used and ensure complete BIWTA compounds. burning. Strict observance of relevant national and international rules. Valid fitness certificate mandatory for plying in the route, 404 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority Water pollution River water will be subject to Observance of EMP and relevant ECoP. Vessel owner, BIWTA,Indep To be increased pollution from disposal of BIWTA, endent M&E included in Strict compliance with relevant national and raw sewage from ships as well as Consultant, the international rules to manage wastes from ships. dumping of solid wastes from DoE ADB/O&M passenger vessels. Ensure disposal facilities at designated locations budget of to put solid wastes and subsequent on land BIWTA Spillage, leakage and accidents are disposal in sanitary manner. significant potential sources of contamination, arising either directly Treatment of raw sewage water must be ensured. from vessels, e.g. fuel oil and To develop strategy and implement pilot lubricants, programson greening the vessel fleet (including research, outreach, and incentive programs on developing and adopting cleaner technologies such as improvements in vessel engine and propeller design, fuel quality, port operational practices, cargo handling equipment, etc.). To address the potential issues associated with waste effluents generated by O&M activities, The HSE Plan to be prepared and implemented by the BIWTA will include disposal mechanism for waste effluents as well. Water from ships The waste generated from ships Presently there are no facilities at the Vessel owner, BIWTA,Indep To be mainly include inert materials such vesselshelter/terminals for collection of liquid BIWTA, endent M&E included in as food packaging, and food waste. waste from the ships. The ships usually dispose Consultant, the O&M Solid waste is being collected by the these wastes in the river. DoE budget of ships and are being dumped in to the BIWTA During detailed design of terminals, adequate municipal dust bins located near the reception facilities will be provided at the terminals.Liquid effluents associated terminals for receiving ship generated waste. with ships are sewage, bilge water (e.g. from oil tankers), and vessel The reception facilities can be fixed, floating or cleaning wastewater from ships. mobile and should be adapted to collect the Wash water may contain residues different types of ship generated waste and cargo such as oil. Pollutants in bilge water residues. 405 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority contain elevated levels of BOD, The wastes should be adequately disposed or COD, dissolved solids, oil, and other treated, based on the type of waste, in chemicals that accumulate as the cooperation with the local municipal authorities. result of routine operations. Occupational Community Health and Safety: During the O&M phase, the BIWTA will be Vessel owner, BIWTA,Indep To be Health and required to implement HSE procedures and BIWTA, endent M&E included in During operation of navigation Safety prepare its own Emergency Response Plan. Consultant, the O&M routes, the vessel shelter cargo DoE budget of terminals, the potential community BIWTA health and safety issues are risk of accidents with activities associated with cargo handling visual impacts from the illumination of the vessels, and traffic activities.Other visual concerns from cargo operations are uncontrolled dumping, floating debris, derelict warehouses and broken machinery. Induced and Cumulative Effects Aquatic Detailed ecological baseline studies are BIWTA through DSC, Biodiversity Dredging and land reclamation will recommended for the entire study area to be Consultants M&E Included in impact negatively on water quality as carried out prior to commencement of the Consultant Table 10.13 well as the aquatic lives. dredging and to identify suitable areas of enhancement measures sanctuaries and spawning areas. (see Biodiversity Management Plan as Annex) Industrialization The potential negative impacts are The negative impacts may reduce or eliminate BIWTA through DSC, M & E Included loss of seasonal floodplain, through proper planning at the beginning of the Consultants Consultant inTable deterioration in water quality, soil Project by conducting relevant baseline studies 10.13 quality, waste generation, including irrigation, water resources, institutional, social, environment and floodplain 406 Final Report Responsible Parties Activity/Issues Proposed Mitigation and Enhancement Implementation Supervision/ Budget Potential Impacts Measures Approval (USD)* Authority Land acquisition and resettlement, ecology. loss of agricultural lands and change in landuse. The studies will also identify potential ecosystem areas of conservation significance and Major positive impacts are ensure that any development activities will not employment generation and gender. impact the quality of these ecosystems. The positive impacts should be accelerating through recruiting local people in the new industries and factories with equal gender opportunities. 407 Final Report 10.3.3 Criteria for Placement of Drdged Material in River or on Land Various options have been considered for dredged material management (See Figure 10.2). These options can be primiarly grouped in to two categories: (i) placement in the river in the deep scourholes and along eroding river banks; and (ii) placement on the land for beneficial use where there is a demand and material is suitable or in river disposal is not feasible. The options for land required for on land disposal include existing stack yards of the sand traders, encumbrance free government owned land, or leasing land from private people or community. Placement of the material in the deep scour holes in the river or in the estuary is considered as a preferred option in this project since removal of sediment, by dredging, from its natural path or cycle, may have damaging environmental consequences (in the estuaries, the balance between erosion and accretion will be disturbed by dredging). Therefore, it can be beneficial to return the material into the originating system, rather than removing it to a separated site.. The placement of dredged material on the land has not been considered as the preferred option since all the land along the river are either densely populated or intensively cultivated. However, along some parts of the narrow river routes (in the branch/loop rivers in Upper Meghna where the river widths are less than 100 m), placement of dredged material on the land is considered as the preferred option. 10.3.4 Dredge Material Placement on Land Based on 2015 bathymetric analysis of dredging requirements and river morphology, it is expected that the dredged material from the dredging locations in the narrow rivers of Upper Meghna will need to be placed on the land, given the lack of sufficient suitable in-river disposal locations. Several potential dredged material placement sites on land have been identified. Their locations, along with the respective dredging locations are given in Figure 10.3. Details of these potential placement locations and their approximate distances from the dredging locations and amount of dredged material that would potentially be accommodated at these locations are given in Table 10.2. It is important to note that these locations are not finalized, as detailed land acquisition or lease negotiations and resettlement planning (if required) has not yet been undertaken. This is in light of the ever-changing nature of the river system and the likelihood that there will be some updates to volumes and specific locations of required dredging on these routes by the time activities get underway under the PBC contract. However, stakeholder consultations as part of the ESIA process have indicated that there is general interest/willingness and community demand for dredged material in these locations. During mobilization and as part of the ongoing monthly dredging planning process, the contractor will confirm the need and dredge material volumes for on-land disposal, and specific locations will be identified, acquired or leased as necessary, and provided by the BIWTA to the contractor. 408 Final Report Criteria for selection of dredge material disposal location (Non- contaminated dredge material) Option-1: in Option-2 Option-3 Option-4 river 1. Scour hole Existing stack yard Government Lease land from with depth <5m of the sand traders. Land/waste land private/ 2. Erosion (encumbrance- community vulnerable area free) i. The area would be close to the river bank. Not ecologically ii. Close to the dredging location (2 km includes sensitive area, mud flat, reed lands, the river bank) important bird ii. Encumbrance-free land area, along chars iv. No adverse impact on income and livelihood or confluences of individual or community v. Non-agricultural fallow land vi. No beels/ marshy /reed land/mud flat/IBA Figure 10.2: Criteria for selection of dredge material disposal location 409 Final Report Figure 10.3: Locations of Land Based Dredged Material Placment Locations 410 Final Report Table 10.2 : Details of Dredging in the Loop Rivers and Dredged Material Placement Locations on the Land Minimum Position of the Disposal Maximum Distance Part of Base Potential Dredging location Volume that Channel from Name of Upper Line Annual Volume Distance to be can be Route Width, Dredging Dredging Area, Route No. the Meghna Priority Dredge with 50% Re- Maintained Disposed at Class m (no Depth, m Easting Northing to m2 River or Lower Volume, Sedimentation from the slope) (BUTM_X) (BUTM_Y) Placement Meghna m3 Rate, m3 Banks/Chars, Placement Site, km m Location, m3 Upper 1&2 Upper A 1 76 -4.3 37,500 56,250 100 m 560116 2582960 1 190,000 570,000 Meghna Upper 601533 2658403 5 146,330 438,990 5 Upper A 1 76 -4.3 236,000 354,000 100 m Meghna 589324 2643917 1.3 500,000 1,500,000 Upper 7&8 Upper B 2 76 -2.8 370,000 555,000 100 m 583069 2641001 1.2 290,000 870,000 Meghna 584135 2630914 1 34,500 103,500 Upper 9 Meghna Upper C 3 30 -2.1 126,800 190,200 100 m 581828 2627380 1 33,500 100,500 (Branch) 579518 2623529 1 34,000 102,000 Total 1,155,450 3,684,990 411 Final Report Table 10.3 :Details of Dredging and Dredged Material Placement Locations in the River Position of the Material 50% Re-Sedimentation Rate, m3 Part of Upper Meghna or Lower Minimum Dredging Distance to Area of the placement location, Base Line Dredge Volume, m3 Placement location during Dry Potential Annual Volume with Maximum Volume that can be Placement location (central Potential Contractor Split (By Location of Dredged Material Channel Width, m (no slope) Distance from Dredging to Disposed at the Placement Placement, See Figure 1 location) Available Depth at the be Maintained from Geographical Area) Dredging Depth, m Placement Site, km Type of Sensitivity Banks/Chars, m Location, m3 Route Class (Reed Lands, IBA, Season, m Name of the Meghna Priority Route No. Hilsa Sanctuaries, m2 River Hilsa Spawning Easting Northing Grounds) (BUTM_X) (BUTM_Y) 1 560769 2580981 1.8 6 340,030 2,040,180 Buriganga, 2 562796 2576859 1 7 231,220 1,618,540 Dhaleshwari 1&2 Upper A 1 76 -4.3 37,500 56,250 PBC-1 None 100 m and Upper 39 568018 2571594 5 12 2,875,000 34,500,000 Mehhna 40 565135 2567969 2 28 1,232,143 34,500,000 Sanctuary 41 584304 2517511 3.5 15 1,500,000 22,500,000 Sanctuary, Spawning 42 594951 2492108 3.5 9 1,002,778 9,025,000 Spawning 43 612123 2487402 6.5 12 1,375,000 16,500,000 2 Lower Lower A 1 76 -4.3 597,400 896,100 PBC-2 Spawning 100 m 44 618031 2473586 2.3 14 2,500,000 35,000,000 (South of Meghna Chandpur) Spawning in stream-1 631,845 2,463,566 - - - - Spawning in stream-2 643,806 2,465,101 - - - - Spawning in stream-3 656,297 2,459,491 - - - - 3 550968 2623171 0.5 6 31,543 189,258 3&4 Shitalakshya Upper A 1 76 -4.3 22,600 33,900 PBC-1 None 100 m 4 553099 2616694 0.5 9 20,100 180,900 6 597438 2653674 0.8 8 50,000 400,000 7 594,389 2,652,1 0.8 9 56,889 512,000 Upper 5 Upper A 1 76 -4.3 236,000 354,000 PBC-1 None 100 m Meghna 8 587397 2651114 0.5 6 147,333 884,000 10 588573 2643457 2 13 98,000 1,274,000 Upper 6 Upper A 1 76 -4.3 - - PBC-1 None 100 m - - - - - - - Meghna Lower Meghna, 14 Lower A 1 76 -4.3 432,900 649,350 PBC-2 None 100 m 46 543066 2514951 1 15 115,000 1,725,000 Nayabhanga and Bishkhali 18 Bishkhali Lower A 2 76 -2.8 1,000 1,500 PBC-2 None 100 m 49 538750 2510244 0.5 18 88,000 1,584,000 Lower 19 Lower A 2 76 -2.8 25,100 37,650 PBC-1 Spawning 100 m 51 560012 2563276 1.2 9 9,000 81,000 Meghna 412 Final Report Type of Sensitivity Position of the Material Name of the Priority Season, Locatio Locatio n of Distanc Distanc Channe Sedime Dredge Geogra Dredge Annual Placem Placem Placem Placem placem Maxim Potenti Potenti Mainta Meghn Meghn Dredgi Volum Volum ntation Dredgi Dredgi Volum Width, Dispos Contra Banks/ locatio locatio Minim Part of e to be e from Depth, Availa Materi Figure during Lower can be Chars, e with Upper phical Depth slope) Route m (no Area) the that Class n, m2 n, m3 Rate, e, m3 to from Route No. Base (Reed Lands, IBA, Placement location (central ed at Split Line 50% Site, ined n of Dry ctor a or (By ent, See Re- um km um ble the the ent ent ent ent m3 ng ng Area m m m al al al River d 1 a l ng Hilsa Sanctuaries, location) at e Hilsa Spawning Lower Grounds) 20 Lower A 2 76 -2.8 387,000 580,500 PBC-2 Spawning 100 m 52 580589 2524731 4 8 125,000 1,000,000 Meghna Spawning 53 552667 2509530 2.5 11 84,000 924,000 21 Tentulia Lower A 2 76 -2.8 392,300 588,450 PBC-2 100 m Reed lands 61 554598 2511478 1.5 15 16,500 247,500 Lower 22 Lower A 2 76 -2.8 396,500 594,750 PBC-2 Spawning 100 m 54 585316 2508183 1.5 17 170,000 2,890,000 Meghna 18 586607 2640862 2 25 200,000 5,000,000 Upper 7&8 Upper B 2 76 -2.8 370,000 555,000 PBC-1 None 100 m 19 577918 2641797 1 9 24,000 216,000 Meghna 20 575660 2644883 0.9 14 21,000 294,000 Reed lands 55 568851 2565929 1.5 12 19,000 228,000 12 Chandpur Lower B 2 76 -2.8 152,800 229,200 PBC-1 100 m Reed lands 56 567998 2566413 2.5 8 15,000 120,000 Lower 13 Meghna and Lower B 2 76 -2.8 76,400 114,600 PBC-2 None 100 m 58 537042 2538395 3 14 62,000 868,000 Arial Khan Lower 13a Lower B 2 76 -2.8 1,000 1,500 PBC-2 Reed lands 100 m 59 552641 2537734 2 9 16,000 144,000 Meghna 34 578,206 2,621,320 0.5 5 32,500 162,500 Upper 9 Upper C 3 30 -2.1 126,800 190,200 PBC-1 None 100 m Meghna 35 575,282 2,617,447 1 15 100,000 1,500,000 Upper 10 Upper C 3 30 -2.1 33,274 49,911 PBC-1 None 100 m 37 576430 2615653 4 6 40,000 240,000 Meghna Lower 15 & 16 Meghna and Lower C 3 30 -2.1 607,500 911,250 PBC-2 None 100 m 60 558967 2523114 5 13 136,000 1,768,000 Tentulia 17 Tentulia Lower C 3 30 -2.1 500 750 PBC-2 None 100 m 62 550858 2511917 3 19 53,500 1,016,500 Total 5,844,861 179,132,378 413 Final Report For on-land disposal sites, the contractor will construct and maintain disposal facilities. The facilities shall meet the following minimum criteria for design and operation: Sites shall be bunded/ closed, with a water outlet weir box at its downstream end. Bunding is undertaken with hydraulic excavators using nearby surface material, or may be constructed from previously dredged material. Bund heights can be raised as necessary using dredged material. The weir box can be used to control the water level in the disposal area. Adjusting the weir allows control of the setting process in the disposal area. The outflow from the disposal area can either be directed to the surrounding waters by a ditch, or be pumped back from a small collecting basin at the weir box. Depending on the physical makeup of the dredged material, the disposal area can be split into two or more bunded areas: sand (disposal) area and the silt (disposal) area/pond, placed in tandem in the downstream direction. The dredged material would be pumped first to the sand area where segregation would ensure only fines would pass into the silt pond, from which virtually clean water would flow. below gives an example of a sand (disposal) area with silt (disposal) area/pond below. Figure 10.4: Disposal Area with Silt Pond The contractor shall directly place the sediments for filling the proposed disposal areas. Filling will be achieved by progressively pumping a slurry of sand and water into the bunded areas, allowing the surplus water to drain away to artificial and natural waterways in a controlled manner through the pipeline, without affecting floodplains. Leaching from the sediments as well as other site runoff shall be contained, either to seep into the subsoil, or to be discharged in a controlled manner so as to minimize release of 414 Final Report sediment laden water in excess of 200mg/l of suspended materials into adjacent lands or waterways. The contractor shall regularly monitor water quality of site runoff. If necessary, additional siltation ponds shall be constructed and utilized by the contractor to settle out excess suspended materials prior to discharge into the environment. In most cases, it is expected that dewatered sands and sediments will be removed from the site over time by local communities for land-filling or other projects. All dredged materials are the property of BIWTA (not the contractor), and authorizations for local communities or others to avail of the material will be given by BIWTA. BIWTA will inform the contractor when such permissions have been granted. In cases where there is no local demand for the dredged materials, the contractor shall properly compact them and, when the site has reached capacity, shall restore the area. Top layer shall be the 0.5 m thick clay on the surface and boundary slopes along with grass. Side Slope of Filled Land of 1:3 for river side and other sites 1:2 shall be constructed by suitable soils with proper compaction as per design. Slope surface shall be covered by top soils/ cladding materials (0.5m thick) and grass turfing with suitable grass. 10.3.5 Criteria for Selection of Additional Sites for Dredged Material Placement on Land Locations of dredging may change in future due to dynamic nature of the rivers. Additional placement sites may be required if there are more dredging volumes or the proposed placement sites are more than 5 km from the dredging sites. BIWTA will identify the additional land based placement sites using the following criteria and handed over them to the contractor. (i) The dredged material placement sites on the land are not located in any sensitive environmental areas (as shown in Figure 10.3) or in any wet lands (ii) The government owned waste lands will be given priority if available (iii)Use of agriculture lands will be minimized to the extent possible The following table provides an overview of the overall criteria for selection of dredged material disposal location, and order of preference. : Options for disposal Description/ Intervention Additional applicable of dredged material criteria (in order of preference) Option-1: in-river  In the river bed Exceptions: ecologically disposal  Scour hole of depth sensitive areas, mud flat, reed <5m lands, important bird areas, or along chars or confluences  Erosion vulnerable area Option-2: on-land Existing stake yard of the sand i. Close to the river disposal traders (if identified near the bank. dredging site) ii. Close to the dredging 415 Final Report Option-3 - on-land Government Land/waste land location (within 2 km, disposal includes the river bank) iii. Encumbrance-free Option-4 - on-land  Lease land from the private land disposal  Lease Land from the Community iv. No adverse impact on income and livelihood of individual or community v. Non-agricultural fallow land vi. No impacts to cultural heritage vi. Not within 100m of beels/ marshy areas /reed land/mud flat/IBA 10.3.6 Dredge Material Placement in River Dredged material from all the dredging locations except for some sections of the routes 1,2,5, 7, 8 and 9 will be placed in the deep scour holes in the river. Details of the dredged material placement locations, their distances from the dredging locations, and approximate quantities of material can be placed at these locations are given in Table 10.3. The Contractor shall place all the dredged material in these designated disposal locations. The contractor shall use submerged discharges for hydraulic disposal of dredged material. To minimize the extent of impact from the disposal activities, the contractor is recommended to use diffusers at the outlets of the hydraulic pipes (to reduce exist velocity of the sediments to minimize sediment dispersion). Numerous scour holes were identified in the rivers using the bathymetry data (numbered in Fig. 10.1). Scour holes are important for the aquatic biodiversity and used as a refuge by some large fishes, turtles, dolphins and other aquatic animals during dry season/winter. During dry season no dumping of dredged materials in the scour holes in the Upper Meghna (refer to Fig. 10.1 for location of scour holes) has been suggested. However, for practical reasons the selection of scour holes where in-river disposal of non-contaminated/non-toxic dredged materials is to be carried out, the following criteria in Table 10.4 may be used. 416 Final Report Table 10.4 . Criteria for selectionof scour holes for in-river dredged spoil disposal Scour hole exclusion Criteria Scour hole inclusion Criteria Located along the chars  Vicinity of eroding river banks Located at the river confluences and  River sections with high velocity/ river bends current Low current (velocity) areas  Areas with continuous river bank erosion Shallow areas  Areas with minimum river depths of Deeper sections of the river during dry 10m season and with low velocity Similarly, the following criteria may be used for exclusion of inland disposal sites.  Freshwater wetlands, including ponds, ditches, beels, haors.  Agricultural land.  Public places like school fields, eidgahs, etc., (unless demanded by the local people). 417 Final Report 10.3.7 Mangement of Contaminated Materials . The Contractor shall carry out the sampling and testing of the river bed material at the starting of the dry season every year. The locations of sampling, frequency of sampling and parameters to be tested are given in Table 10.1. The river bed sediments in the Buriganga (Route 1) and Shitalakhya (Route 3 and 4) are contaminated. Based on the historic and bathymetric charts of 2015, no dredging is expected in Buriganga; while dredging may be required in some sections of Shitalakhya. The Contractor shall minimize the dredging in Shitalakhya River by properly selecting the navigation alignment (this seems possible as per bathymetric chart of 2015). The same practice will apply to any other river section where contamination is identified during the course of project implementation. If the dredged material is found to be contaminated, the dredged material is placed back in to the same rivers and shall not be brought on to the land. The Department of Environment of Government of Bangladesh has a long term plan to clean up the rivers around Dhaka, including Buriganga and Shitalakhya, and hence requested to BIWTA to dispose the contaminated sediments back into the same rivers. In the unlikely case that (a) the presence of contaminated or hazardous substances are encountered within riverbed materials in an area where dredging cannot be avoided by adjusting the navigation channel, AND (b) in-river disposal locations are not available, the contractor will be required to carry out one of the following: Utilize an existing hazardous substance disposal facility that is designed, legally permitted, and operated in a manner which is in compliance with applicable laws and regulations, and which appropriately minimizes risks to the public and the natural environment associated with the hazardous or contaminated material; or Construct and maintain, through the life of the contract, a special disposal facility at an approved location near the dredging site, which appropriately minimizes risks to the public and the natural environment associated with the hazardous or contaminated material. If either option needs to be utilized, the Contractor shall propose a detailed site-specific hazardous materials management plan to the Engineer, as part of the CEAP (or as part of the monthly update to the CEAP, if such need arises during the course of project implementation), to be approved by the Engineer prior to initiating dredging at the location where contamination is present. In case of option #1, the detailed plan shall include all necessary control and management measures associated wtih removal and transportation of the contaminated materials to the approved existing facility, as well as evidence satisfactory to the Engineer of the legal and safe operation of the existing facility. In case of option #2, the detailed plan shall include a detailed site plan, construction and management specifications, for the facility to be constructed and operated by the contractor. The design shall conform to the general specifications and requirements for all on-land disposal facilities, as well as the following additional minimum specifications: 418 Final Report Scope of Additional Routes: There is a possibility that additional routes may be included to the scope of the ontr tor‘s work during proje t implement tion. In su h ses, following steps have to be followed: i. BIWTA may be required to undertake a separate, stand-alone ESIA of the additional routes / geographic scope, including an EMP (either validating that the current EMP is appropriate, or proposing additional specific measures as required), in accordance with both national and World Bank standards. This will be determined in consultation with DOE and the World Bank. ii. This additional ESIA/EMP needs to be submitted to the World Bank and to DOE for approval and issuance of environmental clearance prior to initiation of any dredging or other activities on the added routes/geographic area. iii.The DSC nd Independent Third P rty Monitor‘s ontr ts would then lso need to e revised as required to ensure full coverage of monitoring arrangements for the additional geographic area. 10.3.8 The Environmental Codes of Practice (ECoPs) The environmental codes of practice (ECoPs) are generic, non-site-specific guidelines. The ECoPs consist of environmental management guidelines and practices to be followed by the contractors for sustainable management of all environmental issues.Thecontractor will be required to follow them and also use them to prepare site-specific management plans. The ECoPs are listed below and attached in Annex K of EMF. These ECoPs will be annexed to the bid documents to all construction works to be carried out under the Project.The contractor is expected to interpret these requirements in a site-specific manner as part of the detailed, site specific Environmental Management Action Plan which shall be presented as part of the detailed dredging plan on an annual basis for DSC and BIWTA approval prior to initiation of dredging. Contractor has to make monthly work plan as an essential part of ECAP. ECoP 1: Dredging Management ECoP 2: Waste Management ECoP3: Fuels and Hazardous Goods Management ECoP4: Water Resources Management ECoP 5: Drainage Management ECoP 6: Soil Quality Management ECoP7: Erosion and Sediment Control ECoP 8: Top Soil Management ECoP 9: Topography and Landscaping ECoP10: Borrow Areas Management ECoP11: Air Quality Management ECoP 12: Noise and Vibration Management ECoP 13: Protection of Flora ECoP 14: Protection of Fauna ECoP 15: Protection of Fisheries 419 Final Report ECoP 16: Road Transport and Road Traffic Management ECop 17: River Transport Management ECoP 18: Construction Camp Management ECoP 19: Cultural and Religious Issues ECoP20: Workers Health and Safety 10.3.9 Biodiversity Management Plan (BMP) A biodiversity management plan is prepared as part of ESIA to manage impacts on biodiversity from project related interventions. Additional studies will be carried out during early stages of project implementation (a) to collect baseline data on biodiversity at sensitive locations; and (b) to develop and implement biodiversity management programs including habitat enhancement and protection for key species. BMP has been prepared and detaids are presented in Annex E. . 10.3.10 Site-specific management plans The following site-specific plans will be prepared by the contractors as part of their bid package, and implemented throughout the life of the contract, to manage and mitigate/reverse potential adverse environmental impacts.All these plans will be prepared on the basis of this EMP document (including the mitigation measures items presented below in Table 10.1, ECoPs presented in AnnexK and all applicable national and World Bank requirements including WBG EHS Guidelines (2007). They will besubmitted to BIWTA as part of the bid package, and then during the mobilization period and prior to starting any physical works, will be validated, updated as needed, and re-submitted the DSC for review and approval. Each plan shall provide site-specific details for each route, and shall indicate requirements, milestones for implementation, indicators for verification and monitoring, skills and equipment required to implement, and training requirements / training plan, among any other relevant aspects: Contractor’s dredge management and disposal plan for each dredging location : The plan shall specify: (a) the control measures to be put in place at each location in order to comply with EMP thresholds and requirements to minimize benthic and aquatic disturbances, as well as noise, air pollution, and other impacts during the dredging process – based on ecological sensitivity and presence of contamination; (b) all exact locations and management provisions for dredged material placement and disposal, in accordance with this EMP, based on the actual anticipated dredge volumes and locations as per updated the most recent survey data. The locations shall include the pre- specified locations from Figure 10.1 and Table 10.2 and Table 10.3 above, where applicable. For any additional/new areas requiring dredging for which the pre-identified locations are not feasible, additional sites shall be proposed following the criteria specified in this EMP. (c) Contaminated/ Toxic Dredged Material Management Plan: This has been discussed under section 10.3.6. Documentation to be maintained and provided to the DSC on environmental management for the dredging activity. 420 Final Report  Pollution Prevention and control Plan will be prepared and implemented by the contractors on the basis of the ECoPs and WBG EHS Guidelines (2007) that will be part of the bidding documents.  Waste Disposal and Effluent Management Plan will be prepared and implemented by the Contractor on the basis of the EMP, ECoP, and WBG EHS Guidelines (2007), which will be part of the bidding documents.  Drinking Water Supply and Sanitation Plan: Separate water supply and sanitation provisions will be needed for the temporary facilities including offices, labor camps and workshops in order not to cause shortages and/or contamination of existing drinking water sources. A Plan will be prepared by the contractors on basis of the EMP and ECoPs, which are part of the bidding documents.  Occupational Health and Safety (OHS) Plan will be prepared and implemented by the contractor on the basis of the WBG EHS Guidelines (2007), ECoPs, and other relevant standards.  Traffic Management Plan will be prepared by thedredgingcontractor after discussion with BIWTA and authorities responsible for roads and traffic. The Plan will be submitted to the DSC for their review and approval before contractor mobilization. The Plan will identify the routes to be used by the contractors for all on- shore activities (including for example, movement of equipment, laying of sluice pipes for deposition of on-shore dredge material as applicable, worker camps and facilities, construction and maintenance of vessel shelters, etc.), procedures for the safety of the local community particularly pedestrians, and monitoring mechanism to avoid traffic congestion. Also plan for river traffic is to be prepared by the contractor in consultation with the vessel owner and taking adequate safety measure at disposal site. This also includes engaging watch man to warn the navigation traffic.  Construction Camp Management Planwillbe prepared by thecontractor. The Plan will include the camp layout, details of various facilities including supplies, storage, and disposal. The Plan will be submitted to the DSC for their review and approval before camp establishment.  Fuel and Hazardous Substances Management Plan will be prepared by thecontractor in accordance with the standard operating procedures, relevant guidelines, and where applicable, material safety data sheets (MSDS). The Plan will include the procedures for handling and storage of alloils, fuels, and hazardous substances. The plan will also outline requirements and procedures to safeguard worker and community health and safety as well as the environment in case ofaany accidental spills. Suitable equipment and materials for the clean up of small oil spill should be available for use at all time. Close attention should be paid to the location and design of fuel storage, and dispensing facilities..  An Emergency Preparedness and Response Plan will be prepared by thecontractor after assessing potential risks and hazards that could be encountered during construction. During implementation of the project, the contractor will carry out continuous surveying and will prepare a monthly work plan projecting the specific activities, dredge locations and volumes to be carried out in the coming month, based on the updated survey data. As part of 421 Final Report this monthly pl n, the ontr tor will in lude Det iled Upd ted Contr tor‘s EMP, whi h shall specify any relevant updates or modifications to the above-mentioned site-specific plans, to account for changes in location, scope or methodology of river channel / ferry crossing / vessel shelter maintenance activities. For example, if new geographic areas need to be dredged or if dredging volumes exceed available capacity for disposal in the pre-specified disposal areas as shown in Figure 10.1, the monthly plan shall propose new locations and all relevant mitigation and management requirements, in accordance with the criteria specified in this EMP and the detailed plans outlined above. The monthly work planwill be submitted to the DSC for approval prior to the contractor initiating activities that month.As part of this review, the DSC‘s Environment l Expert sh ll review nd pprove the Det iled Upd ted Contr tor‘s EMP omponent of the monthly work pl n. 10.4 Environmental Monitoring Plan 10.4.1 General The Contractor shall perform environmental monitoring for the duration of this contract and submit results to the Engineer. Monitoring activities shall include  Surface water quality (including spot measurements for suspended solids, turbidity, dissolved oxygen, and pH)  River bed sediments quality  Noise; spot measurements for noise and under water noise levels The monitoring shall be conducted only by qualified persons or accredited laboratories approved by the Engineer in compliance with the relevant laws, regulations and/or international standards. If any of the monitored results including laboratory test results showed excessive or long- term deterioration of water and sediment in qualities in comparison with the environmental baseline, the Contractor shall take immediate counter- measures necessary to recover the acceptable environmental conditions. If the Contr tor‘s ounterme sures re not s tisf tory in the opinion of the Engineer, the Engineer may order suspension of the work until the newly monitored results become satisfactory. No additional payment or time extension will be granted for the work delay caused by this work suspension. Should the Contractor fail to comply with the requirements of the listed statutes as well as effect and maintain monitoring operations, the Employer may directly undertake required countermeasures and/or monitoring activities. The costs which the Employer incurs shall be deducted from the payment to the Contractor. Any deduction shall be subject to the Engineer‘s determin tion. A monitoring plan has been prepared to be carried during implementation of the project to ensure ontr tors‘ ompli n e with the mitig tion me sures is given in T le 10.5 long with the monitoring indicators and frequencyto record the response of the project on the natural system. DSC will be responsible for supervision of implementation of the plan. 422 Final Report Table 10.5 : Environmental Monitoring Plan Responsible Budget Monitorin Organization (USD) Activity/P Means of Sl. Location g Implement Super- arameter Monitoring Frequency -ed by vised by During Dredging andConstruction Phase (Navigation routesand Ferry crossings: 1 Aquatic Sensitive Study of 1 week BIWTA DSC, Included Flora and habitats at bathymetric before through M&E in Table Fauna the potential Charts. dredging, biodiversit Consult 10.19 including dredging Inspection, Quarterly y ant, Plankton location sampling, after consultant, BIWTA and analyses and dredging Contractor Benthos comparison for 7 year , with baseline outsourcin condition. g to NGO having relevant survey experience 2 Aquatic Sensitive Study of 3 months BIWTA DSC, Included Fauna habitats in bathymetric before through M&E in Table (fish, the area charts to dreding, biodiversit Consult 10.19 dolphin) wheredredgi identify monthly y ant, ngwillbe potential after consultant, BIWTA required dredging dredging Contractor , ES locations. , Inspection of outsourcin aquatic g to NGO habitats, and having monitoring of relevant faunal species wildlife (fish, dolphin) survey experience 3 Sediment Atthe Inspection of Weekly Contractor DSC Included Dispersion dredging dredging in Table locations activities, 10.19 check sediment concentration and extent. 4 River Locations Visual Monthly Contractor DSC Included 423 Final Report Responsible Budget Monitorin Organization (USD) Activity/P Means of Sl. Location g Implement Super- arameter Monitoring Frequency -ed by vised by bank near inspection of in Table erosion dredging the river banks 10.19 and for erosion, placement and formation locations of sand bards 5 Hydro- At the Inspection of Weekly Contractor DSC Included logicalcon dredging river , in Table dition site. flow,water 10.19 level and current speed 6 DrainageC At the on Inspection of Daily Contractor DSC Included ongestion land the drainage , in Table disposal site outlets in 10.19 in the Upper the disposal Meghna area are River. functional, and adequate to discharge water 7 River At the Watch boat, Daily Contractor DSC Included transport dredging watchman, in Table location of sign boards, 10.19 the project etc. influence area 8 Spills Material Visual Monthly Contractor DSC Included from storage sites Inspection for in Table Hydrocarb and leaks and spills 10.19 on and dredging chemical sites storage 9 Sediment Along the Visual Monthly Contractor DSC Included leakages dredged inspection in Table from pipes material 10.19 carrying pipes to the placement locations 424 Final Report Responsible Budget Monitorin Organization (USD) Activity/P Means of Sl. Location g Implement Super- arameter Monitoring Frequency -ed by vised by 10 Sediment At the Inspection of Daily Contractor DSC Included disposal dredgingand the sediment in Table disposal disposal sites 10.19 sites of the project influence area 11 Surface At 100 m Spot Monthly Contractor DSC Included Water downstream measurements in Table Quality of all the using portable 10.19 (spot dredging equipment (in measurem locations presence of ents) Engineer) for suspended solids, turbidity, dissolved oxygen, and pH. Visual inspection on presence of petroleum products. 12 Surface At 25 Sampling and Quarterly Contractor DSC Included water locations analysis of through a in Table (October, quality covering all river water nationally 10.19 January, (detailed proposed 22 quality and recognized April) analysis) river routes. waste water laboratory The discharges for locations pH, will be Temperature, determined Turbidity, by the TSS, TDS, Engineerat EC, DO, the BOD, TOC, beginning of Ca, Mg, Na, each K, F,Cl, Br, sampling. SO4, NO3, PO4 425 Final Report Responsible Budget Monitorin Organization (USD) Activity/P Means of Sl. Location g Implement Super- arameter Monitoring Frequency -ed by vised by 13 Waste Waste water Sampling and Quarterly Contractor DSC Included Water releases analysis as per through a in Table from the the nationally 10.19 land based requirements recognized dredged of ECR 1997 laboratory material for waste placement water sites discharges 14 Soil Atvessel Visual Beginning Contractor DSC Included pollution shelter inspection that of earth in Table construction filling is filling 10.19 sites through works several compartments Construction Ensure no Weekly Contractor DSC and material contaminated storage sites effluent is leaving from the filling area to the nearby agricultural lands 15 Waste At the Visual Monthly Contractor DSC Included Managem dredging inspection that in Table ent work sites proper 10.19 and collection and construction disposal of camps solid and liquid wastes approved by the Engineer 16 Drinking Camps, Ensure the Weekly Contractor DSC, Include in water and offices construction Table sanitation workers are 10.19 provided with safe water and sanitation facilities at the site and that 426 Final Report Responsible Budget Monitorin Organization (USD) Activity/P Means of Sl. Location g Implement Super- arameter Monitoring Frequency -ed by vised by the camp site is kept clean and hygenic Air Vessel Visual Daily Contractor DSC Included Quality Shelter inspection to in Table 17 (dust, Construction ensure good 10.19 smoke) sites standard equipment is in use and dust suppression measures (e.g., spraying of waters) are in place. 18 Dredged Visual Daily Contractor DSC Included Materialdum inspection to in Table ping /storage ensure dust 10.19 sites suppression work plan is being implemented 18 Emissions Motor Emissions as Annually Contractor DSC Included from vehicles and specified in in Table vehicles mechanical ECR 1997 10.19 and vessels used vessels by the contractor 19 Air Construction Spot Monthly Contractor DSC Included Quality sites and measurements in Table (dust, camps of particulate 10.19 smoke) Matter in presence of Engineer Visual inspection to ensure good standard equipment is in use and dust 427 Final Report Responsible Budget Monitorin Organization (USD) Activity/P Means of Sl. Location g Implement Super- arameter Monitoring Frequency -ed by vised by suppression measures (spraying of waters) are in place. Land based Spot Monthly Contractor DSC Included dredged measurements in Table material of particulate 10.19 placement matter in sites presence of Engineer Visual inspection to ensure dust suppression measures are in place 20 Noise and At 10 24 hour noise Quarterly Contractor DSC Included vibration locations; monitoring in Table near the 10.19 sensitive sites and settlements at the close to the dredging works and placement sites. The locations of sampling will be recommende d by the Engineer 21 Under At the Spot Monthly Contractor DSC, Included water dredging measurements ES in Table noise locations at 100 m away 10.19 levels from dredging 428 Final Report Responsible Budget Monitorin Organization (USD) Activity/P Means of Sl. Location g Implement Super- arameter Monitoring Frequency -ed by vised by locations 22 River bed At 25 Sampling and Quarterly Contractor DSC Included sediments locations analysis of in Table (October, through a covering all river bed 10.19 January, proposed 22 sediments for nationally April) river routes. Pb, Cd, Cr, recognized The Cu, Zn, Mn, locations As, Se, Hg, laboratory, will be PCBs, POPs, determined and by the hydrocarbons Engineerat the beginning of each sampling. 23 Drinking At the Sampling and Annually Contractor Externa Included Water drinking analysis for trough a lMonito in Table Quality water wells parameters nationally r 10.19 established specified in recognized for ECR 1997: laboratory construction Drinking workers Water Standards Water wells Laboratory After Contractor DSC to be used analysis of all develop- trough a by drinking water ment of nationally contractors parameters wells recognized for drinking specified in laboratory national standards 24 Safety of At work Usage of Monthly Contractor DSC Included workers sites Personal M&E in Table Protective Consult 10.19 equipment ant, BIWTA 25 Cultural At all work Visual Daily Contractor DSC Included and observation for M&E in Table 429 Final Report Responsible Budget Monitorin Organization (USD) Activity/P Means of Sl. Location g Implement Super- arameter Monitoring Frequency -ed by vised by archeologi sties chance finds Consult 10.19 cal Sites ant, BIWTA 26 Reinstate All Work Visual After Contractor /DSC Included ment of Sites Inspection to completion M&E in Table Work ensure of all Consult 10.19 Sites removal of all works ant, buildings and BIWTA equipment from the site. The site is clean and was restored to original condition 27 Grievance In the Number of Monthly PIU DSC/, Included s project area grievances M&E in Table registered and Consult 10.19 addressed ant, BIWTA 28 Sound Motor Sound Annually from the vehicles and emissions as vehicles mechanical specified in and vessels used ECR 1997 vessels by the contractor During Post Dredging (O&M) Phase: 1 River At the Inspection of Monthlyd BIWTA BIWTA O & M erosion project reo- uring Budget and influence morphology of Monsoon accresion area the rivers and postmons oon 2 Aquatic At the Inspection of Six NGO with BIWTA O & M Flora and sensitive aquatic Monthly relevant Budget Fauna locaton of habitats, river background project morphology experience 430 Final Report Responsible Budget Monitorin Organization (USD) Activity/P Means of Sl. Location g Implement Super- arameter Monitoring Frequency -ed by vised by influence and (outsourcin area monitoring of g) faunal species (fish, dolphin) 3 Surface At the Collection of Dry BIWTAat BIWTA O & M water potential water sample season recognized Budget quality dredging at dredging laboratory Temperatu sites . sites or relevant re, NGO Turbidity, TSS, TDS,TSS, EC,DO, BOD, TOC, Ca, Mg, Na, K, F, Cl, Br, SO4, NO3, PO4 4 Groundwa Monitoring pH, Once a BIWTAor BIWTA O & M ter quality in Temperature,T year relevant Budget accordance DS, EC,Ca, NGO with Mg, Na, K, F, groundwater Cl, Fe, Br, SO4, As, Mn monitoring program Number of related complaints 5 Air Number of PM10,PM2.5, Dry BIWTA / BIWTA O & M Quality air quality season External Budget CO, SO2, O3, related NOx Monitor complaints, Air quality monitoring data, Ambient air quality 431 Final Report Responsible Budget Monitorin Organization (USD) Activity/P Means of Sl. Location g Implement Super- arameter Monitoring Frequency -ed by vised by found beyond the national standards (EQS) 6 Number of Leq in dBA Once a BIWTA BIWTA O & M non- year Budget (External) compliances , Noise Level Noise Measurem monitoring ent data Number of community complaints 7 Agricultur Number of Compare the e non- production compliances with the , baseline BIWTA O & M Yearly BIWTA (External) Budget Number of community complaints 8 Cleanlines At all Vessel Visual Monthly Terminal BIWTA O & M s Shelters and Inspection Administrat Budget Ferry ion Offices rossings‘ landing sites 9 Waste Vessel Visual Six- BIWTA BIWTA O & M effluents Shelters and inspection that monthly Budget Ferry solid and rossings‘ liquid waste landing sites effluents are properly managed during maintenance works 432 Final Report Responsible Budget Monitorin Organization (USD) Activity/P Means of Sl. Location g Implement Super- arameter Monitoring Frequency -ed by vised by 10 Waste Vessel Visual Six- Terminal BIWTA O & M reception Shelters and inspection that monthly Administrat Budget facilities Ferry waste ion Offices rossings‘ collection landing sites facilities are in use 11 Workers Vessel Visual Six- Terminal BIWTA O & M and Shelters and inspection on monthly Administrat Budget communit Ferry health and ion Offices y health rossings‘ safety issues and safety landing sites 12 Water Vessel Sampling and Six- BIWTA BIWTA O & M Quality Shelters and analysis monthly through a Budget Ferry nationally rossings‘ recognised landing sites laboratory (External) 13 Accidents Vessel Visual As and BIWTA BIWTA SpecialE Shelters and assessment when Administrat mergency Ferry and Interviews happened ion Offices Budget crossings, with involved landing sites people Note: There is no contaminated dredgedmaterial within the study area of the project (Bangladesh Regional Waterway Transport Project 1 10.4.2 Standards and Thresholds St nd rs for DOE‘s Environment l Conserv tion Rule 1997 re presented s Annex -L. Relevant standrs for water, air, noise, etc. are also presented in this section for easy reference. The relevant standards to be followed during the implementation of the Project include Government of Bangladesh Environmental Conservation Rules and international standards provided in the ESIA for assessing the contamination of dredged material. Wherever the standards are not available for some parameters, for example suspended solids and underwater noise levels during, the threshold limits for those parameters are 20 percent of the baseline concentrations. The threshold limits will be apply from a minimum distance of 100 m from the downstream of the dredging locations. The baseline concentrations and threshold limits will be established by the Engineer based on the water quality data during the beginning of each dry season (dredging season). Standards and Thresholds for water quality 433 Final Report The physical and chemical parameters recommended for analysis of surface water quality relevant to the proposed project are pH, temperature, turbidity, DO, BOD5, EC, TOC, TDS, TSS, Ca, Mg, Na, K, Cl, F, Br, SO4, NO3, PO4. The monitoring should be carried out in accordance to the DOE surface water standard for irrigation and fisheries, given below in 10.6. Table 10.6 : Bangladesh Surface Water Quality Standards Parameters Sl Best Practices Based No. Classification Temperature BOD5 pH DO (mg/l) (°C) (mg/l) 1 Water usable for 25 - 30 6.5- 8.5 5 or more 6 or less fisheries 2 Water usable for 25 - 30 6.5- 8.5 5 or more 10 or less irrigation Sour e: Environment l Conserv tion Rule (ECR)‘97 Notes:  In water used for pisiculture, maximum limit of presence of ammonia as Nitrogen is 1.2 mg/l  Electrical conductivity for irrigation water– 2250 mhos/cm (at a temperature of 25°C); Sodium less than 26 percent; boron less than 0.2 percent The parameters recommended for analysis of groundwater quality relevant to the proposed project are pH, temperature, EC, TDS, Ca, Mg, Na, K, Cl, F, Br, SO4, As, Fe, Mn. The monitoring should be carried out in accordance to the DOE standard for drinking water, given below in 10.7 Table 10.7 : Bangladesh Drinking Water Quality Standards Parameter Unit DOE Standard for Drinking Water pH - 6.5 – 8.5 Temperature ºC 20 - 30 Electric Conductivity (EC) µS/cm - Total Dissolved Solids (TDS) mg/L 1000 Calcium (Ca) mg/L 75 Magnesium (Mg) mg/L 30 – 35 Sodium (Na) mg/L 200 Potassium (K) mg/L 12 434 Final Report Parameter Unit DOE Standard for Drinking Water Chloride (Cl) mg/L 150 – 600 Fluoride (F) mg/L 1 Bromine (Br) mg/L - Sulphate (SO4,) mg/L 400 Arsenic (As) mg/L 0.05 Iron (Fe) mg/L 0.3 – 1.0 Manganese (Mn) mg/L 0.1 10.5 Institutional Arrangements An appropriate institutional arrangement is vital for the successful implementation of the EMP for the project. BIWTA is responsible forensuringthat dredging and construction and m inten n e period mitig tive nd monitoring t sks defined the ESIA‘s EMP arecompletedontimeandinatechnically soundmanner.Monitoring of EMP by BIWTA will require field surveys, analyses and technical reporting to DoEin addition to receiving environmental reports from the contractor as well as theSupervisionand Monitoring Consultants. At present, BIWTA lacks such capability, and therefore, will require a project implementation Unit (PIU) to address EMP and RPF implementation as shown in Figure 10.5. PIUwould be responsible for all aspects of project implementation including technical, operational and financial management, and overseeing the implementation of EMP. The PIU will be headed by the Project Director (PD). The PIU will include an Environment and Social (E&S) Cell with qualified staff (Table 10.14). This E&S Cell will assist the PD on issues related to environmental and social management and oversee the Dredging Supervision Consultant (DSC) for IWT route maintenance and Construction Supervision Consultants (CSC) for terminals and landing stations for environmental and social management, ESIA consultants (for terminals and landings), and the environmental and social aspects of various activities, studies and future project preparation to be carried out under the project.S& E Cell will oversee contractors and will compile quarterly monitoring reports and annual monitoring reports on EMP compliance, to be sent to the Project Director and also shared with the World Bank, throughout the construction period.The E&S Cell will also provide trainings to the BIWTA field personnel responsible for monitoring of environmental compliance during both construction and O&M phases of the project.In addition, BIWTA will establish a permanent Environmental, Social and Climate Change Unit in its institutional structure, which will ensure the long term sustainability, climate resilience and climate sensitivity of project investments as well as other activities across the organization. 435 Final Report Table 10.8: Description of PIU Staffand Consultants for E & S Cell Sl. No. Position Number Periods/Duration (Person months) 1 Project Director (PD), 1 84 (7 years) BIWTA Staff 2 Deputy Project Director 1 84 Environment, BIWTA Staff 3 Deputy Project Director 1 84 Environment, BIWTA Staff 4 Senior Environmental 1 84 Consultant 5 Senior Social Consultant 1 84 6` GRM officer 1 84 The PD shallbe of the rank of Deputy Director and have a minimumdegree related to environmental science/engineering and have experiences of more than 15 years in dredging The DPDs have a minimumdegree related to environmental science/engineering and Social scienceEach of the DPDs shall have experiences of more than 10 years in dredging Operation and Dredge material management work. The environmental and Social Consultants shall have relev nt m sters‘ degrees with minimum 10 ye rs of experien e in their relev nt fields. The GRM officer shall have relev nt m sters‘ degree with minimum 10 ye rs of experien e in the relevant field. Dredging Supervision Consultants will be responsible for supervising the contractors for the implementation of EMP.For this purpose, the DSC will appoint international and national environmental and social specialists, to ensure the EMP implementation during the project period. They will supervise the contractor for the EMP implementation, particularly the mitigation measures. They will also be responsible for implementing the monitoring of effects of these measures. Proposed staff with number and duration is presented in Table 10.9. The DSC shall have a minimum Master degree related to environmental science/engineering and have experiences of more than 10 years in dredging OperationandDredge materialmanagement work. The environmental and Social Specialists shall have relevant m sters‘ degrees with minimum 10 ye rs of experien e in their relev nt fields. Table 10.9 : Description of Dredgding Supervision Consultants Sl. No. Position Number Periods/Duration (Person months) 1 Environmental specialist 1 42 (International) 2 River ecologist ( National) 1 84 436 Final Report 3 Environmental Specialist 1 84 (National) 4 Social and community 1 84 specialist Contractors are also required to appoint one environmental health and safety officer (EHS), oneAquatic Ecologistand one Social and community liaison officers for the implementation of EMP in the field (Table 10.10). The contractor will also be responsible for communicating with and training of its staff in the environmental/social aspects. The EHSshallhave a minimumbachelor degree related to environmental science/engineering and have experiences of more than 10 years in environmentalandOHSmanagement work in onstru tion. The Aqu ti E ologist nd So i l Offi ers sh ll h ve relev nt m sters‘ degrees with minimum 5 years of experience in their relevant fields. In addition to the above personnel, the contractor shall designate one his crew member as Environmental Site Manager for each dredging equipment. During implementation of the project, the contractor will carry out continuous surveying and will prepare a monthly work plan projecting the specific activities, dredge locations and volumes to be carried out in the coming month, based on the updated survey data. As part of this monthly pl n, the ontr tor will in lude Det iled Upd ted Contr tor‘s EMP, whi h shall specify any relevant updates or modifications to the above-mentioned site-specific plans, to account for changes in location, scope or methodology of river channel / ferry crossing / vessel shelter maintenance activities. For example, if new geographic areas need to be dredged or if dredging volumes exceed available capacity for disposal in the pre-specified disposal areas as shown in Figure 10.1, the monthly plan shall propose new locations and all relevant mitigation and management requirements, in accordance with the criteria specified in this EMP and the detailed plans outlined above. The monthly work planwill be submitted to the DSC for approval prior to the contractor initiating activities that month.As part of this review, the DSC‘s Environment l Expert sh ll review nd pprove the Det iled Upd ted Contr tor‘s EMP omponent of the monthly work plan. if in the future the geographic area of the contract is modified by BIWTA through a contract variance, the contractor will be responsible for preparing a site-specific Contractor’s Environmental Management Plan (CEAP) and following all applicable ECoPs and any other measures as specified in the additional EMP to be carried out for this added geographic scope. Table 10.10: Des ription of Contr tor‘s St ff Sl. No. Position Number Periods/Duration (Person months) 1 Environmental Health 1 84 and Safety Specialist 2 Aquatic Ecologist 1 84 3 Social and Community 1 84 Liaison Officer 437 Final Report External Monitoring and Evaluation Consultants will be engaged by the PIU to conduct external and independent monitoring and evaluation of the EMP and RAP implementation. The main purpose of the external monitoring will be to ensure that all the key entities including E&S Cell and contractors are effectively and adequately fulfilling their designated role for EMP and RAP implementation and that all the EMP and RAP requirements are being implemented in a timely and effective manner (Table 10.11). The Monitoring and Evaluation Consultantsshallhave a minimum Master degree related to environmental / Social sciences and have experiences of more than 10 years in relevant fields. Table 10.11 : Description of M & EConsultants Sl. No. Position Number Periods/Duration (Person months) 1 EMP Implementation 1 20 Specialist 2. Environmental 1 20 Specialist 2 Monitoring and 1 7 Evaluation Consultants (Social) 3 Ecological Monitoring 1 20 Specialist Other study consultants: The Project will also hire several other consultants to carry out studies such as ESIA studies for future proposed investment activities; collection of baseline data on biodiversity at sensitive locations and implementation of a biodiversity conservation program; sustainable long-term maintenance of river terminals, landings and other BIWTA assets; techniques to minimize dredging and other maintenance needs through application of river training schemes. 438 Final Report Project Director (PIU) Dredging Supervision Consultant E&S Cell Deputy Director (Component 1) – Environmental and Social Specialists (from permanent BIWTA staff) Independent EIA Consultant for Preparation of EIA Reports for Component 2 (Terminals and Social Specialist Environment Specialist Landing Stations) (from permanent BIWTA (from permanent BIWTA staff) staff) Construction Supervision Consultant for Component 2 – Environmental and Social Specialists Social and Environmental Contractors Resettlement Specialist Specialist Environmental and Social (consultant) (consultant) Specialists RAP Implementation Communications and Consultants, M&E Consultants Grievance and Third Party Monitoring Management Officer Consultants Consultants for preparation PIU Environmental and Social cell and implementation of various sustainability studies Figure 10.5: Institutional Structure for Environmental and Social Management of the Project Grievance Redress Mechanism (GRM): The Project will establish a Grievance Redress Mechanism (GRM). GRM will receive and act upon complaints from citizens or organizations in relation to any occurrences for which the Project is directly responsible. The GRM will be managed by PIU at Bangladesh Inland Water Transport Authority. A three-tier bottom up GRC will be established in this Project. First, there will be GRCs at the local level, hereafter called Local GRC (union/municipality level); and second, GRC at the District level and thirdly at project unit level to ensure transparent and accountable process of reviewing, resolving, and responding to grievances. These GRCs will be established through gazette notifications from the Ministry of Inland Water transport Authority. The APs will be informed through public consultation that they have a right to have their grievances redressed by the local committees as well as by the project management. The local GRCs (at the union/municipal level) will hear the grievances first. Only unresolved cases will be forwarded to the next tier – District Level GRC. Cases with all proceedings are placed with the District level GRC. BIWTA District level senior official (selected by the PD), with assistance from other officials review them. If found necessary, field investigation is carried out and the resolutions are given within 4 weeks of receiving the 439 Final Report complaints. Unsolved cases will be forwarded to the project level GRC for further review and resolution. 10.6 Reports 10.6.1 Reports by Contractor The Contractor shall prepare the following site specific reports Site Specific Environmental Management Plans; Construction Environmental Action Plans (CEAPs); Advance monthly plan for dredging and disposal , and Monthly progress report with location of dredging and disposal sites; 10.7 Site Specific Environmental Management Plans The Contractor as per EMP guide lines will prepare site specific EMP and get it approved by the Environmental Consultantof E&S Cell within forty-five (45) calendar days after the date of the Letter of Acceptance. Any dredging operation shall not begin until the site specific EMP has been approved. 10.8 Construction Environmental Action Plan (CEAP) The Contr tor sh ll prep re ‗Constru tion Environment l A tion Pl n‘ (CEAP) demonstrating the manner in which he will comply with the requirements. The Contractor shall submit the CEAP to the Engineer for his approval within forty-five (45) calendar days after the date of the Letter of Acceptance. Any construction operation shall not begin until the CEAP has been approved by the Engineer. The plan will include a series of management plans:  Site specific dredging management plan. The plan shall include (i) the control measures to be put in place at each location in order to comply with EMP thresholds and requirements to minimize benthic and aquatic disturbances, as well as noise, air pollution, and other impacts during the dredging process – based on ecological sensitivity and presence of contamination; (b) all exact locations and management provisions for dredged material placement, for both on land and in river placement, based on the actual anticipated dredge volumes and locations as per updated the most recent survey data. The locations shall include the pre-specified locations from Figure 10.1 and Table 10.2 and Table 10.3, where applicable. For any additional/new areas requiring dredging for which the pre-identified locations are not feasible, additional sites shall be proposed following the criteria specified in this EMP; and (c) Documentation to be maintained and provided to the Engineer on environmental management for the dredging activity  Site specific pollution prevention and control (water, air, noise) plan for each construction and disposal area;  Site specific waste disposal and effluent management plan for each work site and workers camp;  Site specific drinking water supply and sanitation plan for each work site and workers camp;  Occupational health and safety plan and training programs; 440 Final Report  Site specifictraffic management plan, for both river and on land, for each work site;  Emergency Response Plan and Early Warning System;  HIV-AIDS Preventive Management Plan and training programs;  Complaints logging system and response plan, and  Standard Operating Procedures for pollution spills, and management of fuels and hazardous goods. The payment towards the preparation and implementation of CEAP will made in instalments in a proportion equal to the percentage of the overall work completed by the contractor during that particular period. In case that the Contractor fails to comply with the requirements of the EMP and approved CEAP, and the monitoring results suggest contamination beyond standards and thresholds, the Employer may take any of the following the following actions. (i) Stop the Contr tor‘s work until the ontr tors re tify or remedi te any environmental damages caused by noncompliance in a time frame agreed by the Engineer; and/or newly monitored results became satisfactory. No additional payment or time extension will be granted for the work delay caused by this work suspension. (ii) Stop the Contr tor‘s over ll p yment (not limited to mount tow rds CEAP) until the remediation works are completed, and/or newly monitored results became satisfactory. (iii) Directly undertake required counter measures and/or monitoring activities. The costs which the Employer incurs shall be deducted from the payment to the Contractor. Any deduction shall be subject to the Engineer‘s determin tion. 10.9 Advance Monthly Work Plan for Dredging and Dipsoal During implementation of the project, the contractor will carry out continuous surveying and will prepare a monthly work plan projecting the specific activities, dredge locations and volumes to be carried out in the coming month, based on the updated survey data. As part of this monthly plan, the contractor shall specify any relevant updates or modifications to the site-specific plans given in CEAP, to account for changes in the locations of dredging and dredged material placement. The monthly work plan will be submitted to the Engineer for approval prior to the contractor initiating activities that month. As part of this review, the Engineer‘s Environment l Expert sh ll review nd pprove the Det iled Upd ted Contr tor‘s EMP omponent of the monthly work plan. Monthly progress reports with location of dredging and disposal sites The Contractor will submit monthly repor including progress achieved in respect dedging and disposal of dredge spoil. The Contractor Shall Submit sample copy of the monthly progress report 30 d ys in dv n e to the Engineer‘s Environmental Expert for review and approval. 441 Final Report The Contractor shall submit the monthly progress report in 10 copies with in the first week of every month starting from the month of commencement date until issuance of Hand-Over Certifi te of the ssignment. The report fter the DSC‘s omments nd Contr tor‘s correction, shall be submitted to the Environmental Consultant in both hard and soft copy. Quarterly monitoring report The M&E Consutant will prepare quarterly monitoring reports and submit to the Environmental Consultant of E&S Cell. Annual Audit Report To ensure tranferecy and EMP compliance, Annual adit report will be prepared by an independent third party consultant of the project. Report by M & E Consultant The M & E consultant will prepare Quarterly and Annual Report to ensure EMP compliance. For effective environmental compliance to EMP obligations M & E Consultantswill also ensure the following obligations.  Timely reporting of documents (as defined in EMP and monitoring plan)  Number of non-compliances observed by supervision consultant  Availability of environmental specialists with contractors, supervision consultant and BIWTA  Number of inspections carried out by supervision consultant per month  Number of trainings imparted to stakeholders/other capacity building initiatives  Number of accidents related to Project  Number of grievances received  Number of grievances resolved. 10.10 Budgets 10.10.1 BOQ of Contractor No separate payment shall be made for fulfilling the requirements of EMP except as specified Table 10.12. For items not specified here, all costs shall be deemed to be included in the unit rates and/or lump sum prices of the various other items in the Bill of Quantities. 442 Final Report Table 10.12 : Bills of Quantities for EMP Item Items of Work Unit Quantity No. 1 Preparation and implementation Lump sum of Construction Environmental Action Plan 2 Provision of EHS Officer, Years 7 Aquatic Ecologist and Social Officer 3 Providing and maintenance of Lump sum survey equipment for spot measurements 4 River bed sediments quality: Nos. 500 sampling and analysis of river bed sediments quality(see Section 6.3 of EMP) 6 Surface water quality: sampling Nos. 500 and analysis of river water and waste water discharges quality (see Section 6.3 of EMP) 10.10.2 Overall EMP Implementation Cost The total cost for the environmental and social management and monitoring activities has been estimated to be USD 14.9 million (Error! Reference source not found..Of this amount, USD 5.6 million has been included under Component 3 of the project; the remaining amount of USD 9.3 million is included in other project components, as shown in Table 10.13. The total administrative budget for RPF/RAP/ARAP implementation under this project has been worked out as US$. 3.8Million. 443 Final Report Table 10.13: BudgetCost Estimates for Environmental Management and Monitoring of the Project Project Amount, Description Component million USD (See Table 5) Contr tor‘s Budget (for development nd implement tion of 1.0 Component 1: management plans, staff, training, etc. IWT Sediment, water, soil, air and noise quality monitoring during 0.5 construction (quarterly for 6 years) DSC Environmental and Social Staff 1.0 CSC Environmental and Social Staff 1.0 Component 2: Terminals Contr tor‘s Budget (for development nd implement tion of 1.5 management plans, staff, training, etc.) Sediment, water, soil, air and noise quality monitoring during 0.5 construction (quarterly for 6 years) Administrative budget for RPF activities 3.8 Study, development of action plan, and capacity building of BIWTA Component 3: to ensure effective and sustainable long-term maintenance of river 0.5 Institutional terminals, landings, other BIWTA assets Capacity Development Origin destination survey of inland waterways along Dhaka- and Chittagong corridor, including understanding which supply chains to 0.35 Sustainability promote, and logistics gaps for development Social NGO to support BIWTA on implementation of Social 0.2 Management Plans / RAPs for specific investments Third party M&E consultant for social safeguards (including 0.25 midterm and ex-post evaluations of RAP implementation) Third party M&E consultant for environmental safeguards 0.25 Environmental NGO/firm to: (a) carry out additional baseline data collection on biodiversity at sensitive locations; and (b) develop and 0.5 implement biodiversity management programs including habitat enhancement and protection for key species Implementation of additional EMP programs (such as management of dredge spoils, biodiversity conservation, capacity building support 2.0 to establish the permanent Environmental, Social and Climate Change Cell, etc.) PIU Environmental staff 1.5 TOTAL 14.9 444 Final Report 11 SOCIAL MANAGEMENT PLAN 11.1 General This chapter reflects on Environmental and Social Management Issues including institutional capacity development of the executing agency and other line agencies institutional arrangement, grievance redress mechanism etc. 11.2 Resettlement Policy Framework (brief summary) Most of the terminals are on GoB land, but proposed launch terminal facilities will require approximately 2.093 ha land acquisition. The proposed 06 vessel shelters are planned to be constructed on public land to avoid any negative impacts on the population near project sites. At most of the project locations, land belongs to BIWTA. This land is used for common purposes such as Ghats for boats, by the nearby communities. There are Persons without title to the land on the BIWTA land with shop and residences. Places of worship are built on BIWTA Land. BIWTA has built shops and leased them to shop keepers. This will lead to loss of livelihoods. At some locations access to common property resources such as Burial grounds will get restricted due to the present interventions. At some locations access granted to cultural practices such as immersion of ashes of the dead in rivers at certain ghats, will be impacted. Further access infrastructure such as roads will cause impacts as the present roads are narrow and they need to be widened for optimizing the capacity of the facilities built. As per the ESIA, there are no small ethnic communities; indigenous people, at the project locations. The key social impacts due to project interventions are Land acquisition and subsequent resettlement, Loss of Livelihoods, Inconvenience and nuisance during construction, Loss of access to CPRs and Likely increase in transport costs For each of these sub-projects an RAP will be prepared, where required during the planning and design stage. The following social management measures are proposed in the Resettlement Policy Framework (available under separate cover, and summarized briefly here) for:  Development and adopting a Resettlement Policy Framework (RPF) to be used for all sub-projects under this project. This RPF should serve as a guide for further SIA studies and for preparation of RAPs under this project.  Integrate the rehabilitation of livelihoods into design of terminals and other infrastructure facilities. Designs are to consider the following:  Livelihoods: such as integrating shops and vendors  Facilities for women such as: separate counters, waiting areas, sanitation, seating arrangements  Facilities for disabled 445 Final Report  Arrangements to continue cultural practices  Design and general arrangement to be ready for impact identification and resettlement plan preparation  Alternate temporary transit arrangements before resettlement  Resettlement Policy Framework with clear entitlements  Grievance Redressal Mechanism  Community Engagement in planning and implementation  Gender Mainstreaming Plan  Disclosure: disclosure of resettlement plans The primary objective of this RPF is to improve the standard of living of the affected population. The other objectives of this RPF are to; a) Ensure the principles of Social Justice is adhered to at all times, b) Avoid or minimize any negative impacts on the communities, c) If land is required for project facilities, then same may be purchased under Willing Buyer- Willing Seller norm, d) Assist affected population in improving their living standards, income earning capacity, and production levels, etc., e) Encourage and enable community participation in planning and implementing project components and f) Provide assistance to affected communities in redressing their grievances. This RPF addresses social issues such as Land Procurement, Community Engagement, Special Attention to Women and Other Vulnerable Groups and Grievance Redressal. This RPF specifies procedures for a) Buying Land under Willing Buyer and Willing Seller concept and registration and mutation of records and b) for land Acquisition. When land needs to be acquired as per the Land Acquisition Act 1894, the RPF has set the procedures to be followed by project. Compensation norms are set ensuring that the properties (land, structure, and non-structured assets) to be affected by the project will be compensated at their full replacement cost determined by a legally constituted Resettlement Sub-committee (RSC) as per structure and mandated outlined in the RAP. The payment of compensation and other assistance, target replacement of productive assets and restoration of loss of income and workdays by the relocated households, especially the vulnerable households will be ensured by this committee. Compensation and other cash assistance will be paid through bank bills (cheques) payable to Bank accounts opened by the affected persons eligible for compensation and assistance under RAP. The Bank account will be in the joint name of husband and wife as the case may be. Compensation under law (CUL) will be paid through two different channels as per provision of RAP. CUL will be paid by Deputy Commissioner mandated for acquisition of land for the PMU while PMU will directly pay the remaining as per requirement of the RAPs directly to the project affected persons. PMU with the help of the project consultants will advise, assist, and monitor the affected persons receiving compensation and other cash assistance for better use of the money. Regardless of their tenure status to the lands used for project component, the project affected persons/ households will be eligible for compensation and assistance. All PAPs irrespective 446 Final Report of their title will be entitled to compensation and assistance based on loss and impact categories identified through census survey in respect of the policy guidelines adopted for the project. Nevertheless, eligibility to receive compensation and other assistance will be limited by the cut-off date. The absence of legal title will not bar PAPs from compensation and assistance, as specified in the entitlement matrices. An Entitlement Matrix has been prepared for the project on the basis of field study and consultation with government officials as a part of preparing the resettlement policy framework. A person could be eligible for compensation/entitlement in more than one category of losses and in more than one mouza. DCs will pay CCL for each mauza separately for one person whose lands/assets have been acquired in more than one mauza. A resettlement policy framework has been prepared as a standalone document. 11.3 Dredge Material Disposal Plan Composition of the dredged material is dominated by sand followed by silt and clay. The following table provides options for disposal of non-contaminated dredged material. On-land disposal of the dredged material will be last option provided there are no additional adverse imp ts on the dj ent l nd nd on the ommunity‘s livelihood. A ording to the dredged material disposal plan there are four options to deposit dredged material preferably in the river particularly scour hole. Options for disposal Description/ Intervention Additional applicable criteria of dredged material (in order of preference) Option-1: in-river  In the river bed Exceptions: ecologically disposal  Scour hole of depth sensitive areas, mud flat, reed <5m lands, important bird areas, or along chars or confluences  Erosion vulnerable area Option-2: on-land Existing stake yard of the sand vii. Close to the river disposal traders (if identified near the bank. dredging site) viii. Close to the dredging location (within 2 km, Option-3 - on-land Government Land/waste land includes the river bank) disposal ix. Encumbrance-free Option-4 - on-land  Lease land from the private land disposal  Lease Land from the x. No adverse impact on Community income and livelihood of individual or community xi. Non-agricultural fallow land 447 Final Report xii. No impacts to cultural heritage vi. Not within 100m of beels/ marshy areas /reed land/mud flat/IBA 448 Final Report Criteria for selection of dredge material disposal location (Non- contaminated dredge material) Option-1: in Option-2 Option-3 Option-4 river 1. Scour hole Existing stack yard Government Lease land from with depth <5m of the sand traders. Land/waste land private/ 2. Erosion (encumbrance- community vulnerable area free) i. The area would be close to the river bank. Not ecologically ii. Close to the dredging location (2 km includes sensitive area, mud flat, reed lands, the river bank) important bird ii. Encumbrance-free land area, along chars iv. No adverse impact on income and livelihood or confluences of individual or community v. Non-agricultural fallow land vi. No beels/ marshy /reed land/mud flat/IBA Figure 11.1 : Criteria for selection of dredge material disposal location A comprehensive dredged material disposal plan is prepared and annexed with ESIA (Annex-K) 449 Final Report . 11.4 BIWTA requirements to oversee dredging and dredge disposal activities BIWTA will have the following core responsibilities with respect to environmental m n gement of dredging nd dredge dispos l tivities under the proje t. The ontr tor‘s responsibilities are detailed under the separate chapter which is chapter 12: Contr tor‘s EMP.  Overall accountability for implementation of all aspects of the EMP  Ensuring all necessary legal and regulatory requirements are met, including renewal of environmental clearance certificate and any other applicable requirements  Hiring and overseeing the work of the Dredging Supervision Consultant (DSC) on environmental and social management and monitoring ,including: reviewing monthly monitoring reports, following up proactively with the DSC to clarify issues raised and to discuss and agree on penalties or remedial actions where required, etc.  Monitoring nd supervising the ontr tor‘s oper tions s required, to supplement and verify the work of the DSC  Provide final approval to site-specific Contractor Environmental Action Plans (under advice of DSC)  Hire and oversee the work of the third party independent environmental monitor  Enforce penalties on the contractor and oversee remedial measures in cases of non-compliance  Carry out ongoing stakeholder consultations and grievance management  Quarterly reporting to the World Bank on environmental management  Establish a permanent E,S and Climate Change Cell within the permanent organizational structure  Implement the biodiversity conservation program, including finalizing TORs and hiring consultants, overseeing their work to develop a comprehensive program proposal, and facilitating the implementation of that program as required, including through liaison with other relevant line ministries and forming partnerships with external stakeholders. The TORs for the biodiversity conservation program are presented in Annex L  Additional activities as required to ensure full compliance with all requirements of the ESIA, EMP, and RPF 11.5 Capacity Assessment of BIWTA for Environmental and Social Management Capacity building for effective implementation of the environmental and social safeguard requirements is a key element of the EMP as well as RPF. Capacity building for environmental and social safeguard management will need to be carried out at all tiers of the project, including BIWTA, PIU, supervision consultants, and contractors. At the dredging/construction site, supervision consultant will take the lead in implementing the capacity building plan, though the contractors will also be responsible to conduct trainings for their own staff and workers. The various aspects that are covered under the capacity building will include general environmental and social awareness, key environmental and social sensitivities of the area, key environmental and social impacts of the project, EMP requirements, OHS aspects, and waste disposal. PIU may revise the plan during the 450 Final Report Project implementation as required. During the maintenance phase of the Project, these trainings will continue to be conducted by BIWTA for all relevant maintenance personnel and community. The existing organizational structure of BIWTA was approved by the Government in 1982. With few changes at different times, BIWTA has been performing responsibilities with this 33 years old structure. But significant and qualitative changes have taken place in the meantime: river morphology, transport demand, transport pattern, technology, challenges etc. Most important is that the existing structure does not include environment, climate change and information technology in its regular work flow. Since approval of the existing organizational structure in 1982 following changes have taken place:  Conditions of rivers deteriorated so the navigability.  Annual volume of dredging was 350,000 cum atv that time as against 5 million now.  Presently 21 inland ports and almost 400 landing stations as against 7 ports and about 100 landing stations.  Presently 21 dredgers, only 8 during early 1980s.  About 3,000 inland vessels used to operate at that time as against more than 10,000 vessels as in December 2013.  Dimensions and capacity of vessels increased significantly.  Private sector has become more participative than it was in that time. A total number of 3,978 employees were approved for BIWTA in 1982. With few changes this number was increased to 4,288. With the increased participation of private sector in port operation toll collector, toll guard, pontoon lascar etc have become redundant. On the contrary Planning Department, Dredging Department, Civil Engineering Department and Traffic Department have not been organized according to required number of personnel. Most important aspect is that at present there exist no unit or cell in BIWTA for EIA or SIA and BIWTA is yet to introduce e-tendering or e- governance. Poor conditions prevail in Planning Department and Dredging Department. Most recently BIWTA initiated an effort to reorganize. During consultation, it has been gathered that only additional requirement of departments was considered. Redundancy was not identified. Planning Department put forward proposal for strengthening department with additional employees with a section responsible for SIA / EIA. Similarly Dredging Department estimated capacity in accordance with future dredging program. So far BIWTA paid no attention to develop professional efficiency and skill of its employees. There exist no target nor any defined area for undertaking training programs. In 2012 BIWTA appointed a Consultant with the objective of determining strategy for preparation of a Training Calendar as well as to assess actual training need and prepare / develop a training module for human resource development for the officials. The Final Report was submitted in May, 2012 451 Final Report with an annual training calendar of 40 weeks of different disciplines along with module. But this was not implemented. Environmental Impact Assessment was included in the calendar but not focused according to actual requirement. Proposed Institutional Arrangements For the purpose of managing the necessary Environmental and Social safeguards compliance issues associated with Project activities, the PIU shall have an Environmental and Social Cell headed by a Deputy Director, an Environment Specialist and a Social Specialist, and individual consultants employed under the Project for environmental, social and communications support. The Environmental and Social Cell shall be fully responsible to coordinate with Project activities and ensure the compliance of inclusion, safeguards and communications requirements in planning and implementation of Project interventions following the legal and policy framework of the GoB and the Bank. The Environmental and Social Cell shall also coordinate the launching of the grievance management system for the project, and will also oversee implementation of value-added sustainability activities under Component 3 of the Project which go beyond risk management. In addition, to ensure the long term sustainability of project investments and to mainstream climate resilience and climate sensitivity across the organization, the Project will support the establishment and initial capacity building of a permanent Environmental, Social, and Climate Ch nge Unit (ESCCU) within BIWTA‘s perm nent org nigr m. The Environment l nd Social Cell within the PIU will provide training to the permanent unit, and will integrate permanent unit staff once appointed into the ongoing management of the Project. In particular, preparatory studies for a potential follow on investment project, as well as diagnostic, modeling and planning studies on climate change in the IWT sector, will be closely overseen by the new perm nent Unit, with in oordin tion with the PIU‘s Environment l nd So i l Cell. 452 Final Report Institutional Structure for Environmental and Social Management of the Project: Institutional Structure for Environmental and Social Management of the Project is represented in below the Figure 11.2 Project Director (PIU) Dredging Supervision Consultant E&S Cell Deputy Director (from (Component 1) – Environmental permanent BIWTA staff) and Social Specialists Independent EIA Consultant for Preparation of EIA Reports for Component 2 (Terminals and Environmental Specialist Social Specialist(from Landing Stations) (from permanent BIWTA permanent BIWTA staff) staff) Construction Supervision Consultant for Component 2 – Environmental and Social Specialists Social and Environmental Contractors Resettlement Specialist Specialist Environmental and Social (consultant) (consultant) Specialists RAP Implementation Communications and Consultants, M&E Consultants Grievance and Third Party Monitoring Management Officer Consultants Consultants for preparation PIU Environmental and Social cell and implementation of various sustainability studies Figure 11.2 Institutional Structure for Environmental and Social Management of the Project Institutional Strengthening Program Following institutional strengthening and capacity building programs are proposed for PIU of BIWTA for strengthening their capacity in EMP implementation. Step A: Creation of Environmental and Social Safeguard Unit within BIWTA The detail of this is presented in section 10.5 (institutional arrangements) 453 Final Report Step B: Capacity building initiatives involving oriented trainings for the staff Table 11.1: A tentative summary of the training requirements are presented below Contents Participants Responsibility Schedule General environmental andsocio Selected staff of BIWTA with Before awareness; BIWTA, DSC, support from commencement and Contractor DSC of the project Environmental and social sensitivity of the project influence area; Key findings of the EIA; Mitigation measures; EMP; Social and cultural values of the area; Community issues; Awareness of transmissible diseases Social and cultural values. EMP; BIWTA Project Contractor, Before team; all with support commencement Waste disposal; OHS contractor staff / from DSC of the project laborers at site Road/waterway safety; Drivers, boat Contractor, Before crew with support commencement Defensive driving/sailing; from DSC of the project Waste disposal; Cultural values and social sensitivity. Camp operation; Camp staff Contractor, Before with support commencement Waste disposal; from DSC of the project OHS; Natural resource conservation; Housekeeping. Restoration requirements; Restoration teams Contractor Before commencement Waste disposal. of the project Step C: Engagement of External Monitor for Independent reviews BIWTA will engage External Monitors during dredging and construction period to measure the effectiveness and outcome/impact of EMP, as stated earlier. The External Monitors will submit the quarterly reports throughout the contract time, impact evaluation report at the end of each year and finally a completion Report at the end of contract period. 454 Final Report Step D: Formation of Grievance Redress Committee The detail of this is presented in 9.8 (Grievance) Step E: Establishment of an Environmental Management System in BIWTA BIWTA is committed to ensure that its operations will not create adverse environmental impacts. In this regard, the BIWTA will need to establish and effectively operate an appropriate Environmental Management System (EMS). It is intended to serve as a basis for discussion between the lending agencies and the BIWTA to work out an appropriate EMS acceptable to both parties. 11.5.1 Documentation The PIU with assistance from supervision consultants and contractors will produce the following environmental reporting documentation on a quarterly basis:  Environmental Monitoring Reports: The environmental monitoring reports will include environmental mitigation measures undertaken, environmental monitoring activities undertaken, details of monitoring data collected, analysis of monitoring results particularly the non-compliances, recommended mitigation and corrective measures, environmental training conducted, and environmental regulatory violations observed. The environmental monitoring reports will be submitted quarterly throughout the life of the performance based contract for route maintenance.  Project Completion Environmental Monitoring Report: One year after completion of dredging, the PIU will submit a Project Completion Environmental Monitoring Report which will summarize the overall environmental impacts from the Project to all the co- financiers. 11.5.2 Engagement of External Monitors BIWTA will engage External Monitors during dredging and construction period to measure the effectiveness and outcome/impact of EMP, as stated earlier. The External Monitors will submit the quarterly reports throughout the contract time, impact evaluation report at the end of each year and finally a completion Report at the end of contract period. 11.5.3 Institutional Capacity Development and Sustainability Measures Institutional Capacity Development and sustainability programs have planned as part of the Component 3 of overall Project. The total budgeted costs of these measures are US$50 million. A series of tivities re proposed under this omponent th t will support BIWTA‘s over ll enhancement of its management systems and human resources capacity for modern, efficient, and high quality management of the IWT sector in line with international standards. This in turn is critical for the long-term sustainability of the investments supported through the project, as well s the se tor‘s ongoing ttr tiveness to users, its potenti l for green innov tions in support of national climate mitigation targets, and its resilience to changing conditions including those posed by climate change. Activities to be supported include: (i) the development of River Information Systems to help BIWTA improve data collection for the planning, maintenance and development of IWT, as well as enhance climate resiliency of the IWT sector in Bangladesh by creating a more systematized baseline understanding of river hydrology and navigational 455 Final Report implications, and provision of a Traffic Monitoring System for passengers and cargo; (ii) improvement of Human Resources capacity for better management of the IWT sector through upgrading and modernizing the IWT Deck and Engine Personnel Training Centre (DEPTC)) into a regional IWT Training Center with open access to all users in the Region and the world; (iii) commissioning of a study to propose an institutional structure and reforms needed to develop an effective Search and Rescue organization; (iv) support for environmental and social sustain ility, lim te h nge resilien y, nd ―greening‖ of IWT; (v) proje t prep r tion facility to finance feasibility, surveys, design and safeguards studies for continuous sector development; and, (vi) support for the Project Management Unit including the hiring of key staff and procurement of selected systems needed for implementation of the Project. 11.6 Grievance redresses mechanism (GRM) Objective of the GRM The Project will establish a project level Grievance Redress Mechanism (GRM) which will be implemented by Project Implementation Unit (PIU) at BIWTA with an aim to respond to queries or clarifications about the project, resolve problems with implementation and addressing complaints and grievances. The GRM will focus on corrective actions that can be implemented quickly and at a relatively low cost to resolve identified implementation concerns before they escalate to the point of harm or conflict. GRM will serve as a channel for early warning, helping to target supervision to where it is most needed and identify systemic issues. The GRM will directly focus on and seek to resolve complaints (and requests for information or clarification) that pertain to outputs, activities and processes undertaken by the Project, i.e., those which (i) are described in the Project Implementation Manual; (ii) are funded through the Project (including counterpart funds); and (iii) are carried out by staff or consultants of the organization, or by their partners and sub-contractors, directly or indirectly supporting the project. It is envisaged that such cases would fall under (but are not limited to) the following categories:  request for information, comment or suggestion, e.g., request for clarification as to the delay in reimbursing expenses of participants in a given training event;  violation of rights or non-performance of obligations, e.g., complaint by consultant or firm whose contract is suspended as a result of presumed poor performance or non- delivery of agreed-upon outputs;  grievances or offenses involving a violation of law, e.g., allegations of corruption; and  complaints against project staff, members of project committees, consultants, and sub- contractors involved in project implementation GRM will be implemented in two phases: 1) Phase 1 to support safeguards implementation, 2) Phase two of GRM will cover all components and overall project implementation. A formal griev n e redress pro ess for ph se two will e outlined in the proje t‘s oper tion l m nu l nd a protocol will be set up and distributed to project staff and implementers. The project level protocol will build on experience of the initial GRM protocol which supports implementation of the safeguards explained below. 456 Final Report It is envisage that the Project Implementing Unit (PIU) will have a dedicated person who can oversee the preparation of the guidelines and rollout of the project GRM. At lower levels of the project, existing project staff can be assigned for grievance redress functions. Communities can also be trained to undertake grievance redress activities, through complementary mechanisms such as Grievance Handling Committees. Scope of GRM In the first phase the project will focus on establishing protocol and procedures for GRM related to safeguards as required per Bank policies. Bank-financed projects that trigger the OP 4.12 on Involuntary Resettlement require projects to establish a GRM in order to collect grievances related to the resettlement process which applies to this project. The scope of such GRM is relatively narrow, as it only solicits complaints from project beneficiaries that are affected by project activities and covered by dedicated Resettlement Action Plans (RAPs) thus the project protocol will be extended and expanded later to cover all project related grievances throughout project cycle. In phase two, the project-level GRM will not only aim to address social but also environmental, financial management, procurement and other issues and will build on grievance system practices set up to meet requirements of OP 4.12. It will also build on existing informal and traditional structures of grievance redress—such as village committees and local user groups involved in delivery of the project and may be a cost-effective and a more accessible approach to grievance redress. However, its impartiality would need to be carefully examined before relying on traditional systems. Given that poor and marginalized communities often face the most obstacles in accessing and using GRMs, throughout the design process special attention must be given to integrating design features that make GRMs participatory and socially inclusive. Phase one of the GRM under Safeguard Issues and Establishment Grievance Redress Committee (GRC) In the first phase of the GRM, the proposed GRM will be supported by establishment of Grievance Redress Committees which are expected to be effective in resolving grievances related to compensation and relocation aspects. If aggrieved, it is expected that affected people will first approach the local grievance mechanism before taking the issue to other forum. All affected persons will have full and free access to GRCs. The Grievance Redress Committee will be established at: the local level, hereafter called Local GRC (union/municipality level); and second, GRC at the District level and thirdly at project level to give room for grievances to be fairly reviewed and resolved. These GRCs will be established through gazette notifications from the Ministry of Shipping (MoS). The APs will be informed through public consultation that they have a right to have their grievances redressed by the local committees as well as by the project management. The APs can also call upon the support of the implementing NGO (INGO) engaged to implement the RAP to assist them in presenting their grievances or queries to the GRC. Other than disputes relating to ownership right under the court of law, the GRC will review grievances involving all resettlement assistance, relocation and other support. The local GRCs (at the union/municipal level) will hear 457 Final Report the grievances first. Only unresolved cases will be forwarded to the next tier – District Level GRC. Cases with all proceedings are placed with the District level GRC. BIWTA District level senior official (selected by the PD), with assistance from GRM dedicated staff will review them. If found necessary, field investigation will be carried out and the resolutions will be given within four weeks of receiving the complaints. Unsolved cases will be forwarded to the project level GRC for further review and resolution. Grievances will be redressed within a specified date of lodging the complaints. GRC decisions will be on a majority basis and will be disclosed and available for review by the stakeholders. If any disputant is unhappy or dissatisfied with the decision of the GRC at any level, he/she may file cases in the court. The GRC will record the details of the complaints and their resolution in a register, including intake details, resolution process, and the closing procedures. PMU designated consultant / staff will maintain the following three GRM Books: Opening Book: (1) Case no., (2) Date and channel of receipt, (3) Name of complainant, (4) Gender, (5) Father or husband, (6) Complete address, (7) Main objection (loss of land/property or entitlements), (8) Compl in nts‘ story nd expectation with evidence, and (8) Previous records of similar grievances. Resolution Book: (1) Seri l no., (2) C se no.,(3) N me of ompl in nt, (4) Compl in nt‘s story and expectation, (5) Date of hearing, (6) Date of field investigation (if any), (7) Results of hearing and field investigation, (8) Decision of GRC, (9) Progress (pending, solved), and (10) Agreements or commitments, (11) Number of days to resolve the grievance Closing Book: (1) Serial no. (2) Case no., (3) Name of complainant, (4) Decisions and response to complainants, (5) Mode and medium of communication, (6) Date of closing, (7) Confirmation of ompl in nts‘ s tisf tion, nd (8) M n gement tions to void re urren e. Report: Summary of number and type of complains, resolution time and level. Grievance resolution will be a continuous process during subproject implementation and overall project implementation. The GRC and PMU will keep records of all resolved and unresolved complaints and grievances (one file for each case record) and make them available for review. The GRC will also prepare periodic reports on the grievance resolution process and publish these on their websites. PMU will consolidate reports from the GRCs on GRM and post in their website. A grievance Redress flowchart is presented in Error! Reference source not found. 458 Final Report Figure 11.3: Grievance redress flow chart Step 1 The RAP Implementing Agency (IA) on behalf of BIWTA informs PAPs and counsels them on land acquisition and resettlement policy, compensation and entitlement modalities, entitlement packages, and eligibility and process to obtain the entitlements. PAPs with clear understanding approach DC and EA for compensation under law and assistance under RAPs as applicable. PAPs with confusion and valid complaints on land acquisition and resettlement 459 Final Report process and entitlements approach GRC for resolution. Step 2 The implementing agency assists the aggrieved PAPs to produce a written complaint to the convener of GRC with stories, expectations and any parties. The agency counsels the aggrieved persons on the mandate and procedure of grievance resolution. GRC scrutinize the case records and sort out cases to be referred to the DC or the court of law and those to be resolved in GRC. Hearing is organized on cases with merit at the GRC secretariat or at Union Parishad Offices at local level and resolution is given by the GRC in 4 weeks of receiving the complaints. Aggrieved PAPs satisfied with the resolution approach the Executing Agency (EA) for resettlement assistance under the provision of the RAPs. The agreed resolution is forwarded to PMU for approval by the PD before processing entitlements for the entitled person. In case the resolution is not acceptable to the aggrieved person, he/she approaches the District level GRC through the local level GRC convener with assistance from the implementing agency for further review. Step 3 Cases with all proceedings are placed with the District level GRC. BIWTA District level senior official (selected by the PD), with assistance from other officials review them. If found necessary, field investigation is carried out and the resolutions are given within 4 weeks of receiving the complaints. Aggrieved PAPs satisfied with the resolution approach the EA for resettlement assistance under the provision of the RAPs. The resolution will be sent to the Convener‘s office at local level GRC to communicate to the aggrieved persons for acceptance. The resolution accepted by the aggrieved person is then approved by the PD. In case the resolution is not acceptable to the aggrieved person, he/she approaches the District level GRC to produce it before the PMU (Project level GRC) for further review. Step 4 Cases with all proceedings from local level and District level GRC are placed with the Project Director, where the Project Director with assistance from the Deputy Project Director/Senior Level Officials review to resolve the grievance in view of the merits and redirect the case records to the District Level GRC with written resolutions within 4 weeks of receiving the complaints. Aggrieved PAPs satisfied with the resolution approach the EA for resettlement assistance under the provision of the RAPs. The resolution will be sent to the Conveners‘ office of the local level GRC to communicate to the aggrieved persons for acceptance. The resolution accepted by the aggrieved person is then approved by the PD. Aggrieved PAPs may opt to approach to the Court of Law, if the resolution at 460 Final Report project level is not acceptable to him/her. Step 5 The resolution accepted by the aggrieved persons at any level (Local GRC, District or PMU) is approved/nodded by the Project Director and forwarded back to the Conveners‘ offi e keeping re ords t his/her office. Based on the approved grievance resolution, the implementing agency processes his/her entitlements and assists EA in arranging payment. Step 6 PIU will keep track record of filed and resolved grievances and oversee response time Phase two – Establishment of Implementation Arrangements for Setting up Project Level GRM Experience from the phase one of GRM implemented to support social and environment safeguards will be used to extend the protocol and inform the design of project wide GRM. The project PIU will need to identify groups of users that are likely to use the GRM and assess the resources—human, financial, and technological—that are available (and required) for the GRM to function effectively while establishing the protocol to support all project components and implementation. PIU will need to develop standard operating procedures and flow charts to det il how the griev n e redress pro ess will unfold within the proje t‘s oper ting stru tures nd how it will be monitored and reported on. More specifically;  Assign a dedicated GRM officer at the PIU (e.g. drafting operating procedures, guidelines and manual, and stand-alone information for GRM staff and users); and assign grievance redress responsibilities and train staff at the local level to handle grievances  Raise awareness of the availability of the GRM through project-related events and by posting information about the GRM in public locations / project sites( e.g. via project boards)  The communications strategy should aim to reach out to poor and marginalized groups and communication materials should be translated into local language  Accept grievances through a variety of locally-appropriate channels (e.g., in-person, phone – set up toll free number, email);  Register all grievances (e.g., ensure that all complaints lodged through local authorities are logged and tracked, and that data on resolutions is made public)  Follow a clear and transparent procedure of complaint investigation (e.g., field visits, inspection of contractors and/or local project implementation teams, discussion with relevant service providers, etc.)  Take a remedial action within a specified amount of days  Monitor and evaluate grievance-related data 461 Final Report Budget for Environmental and Social Management The following table provides estimated costs for environmental and social management of the project, which have been allocated under the project funds. Table 11.2: costs for environmental and social management of the project, which have been allocated under the project funds Amount, Project Description million Component USD Contractor’s Budget (for development and 1.0 Component implementation of management plans, staff, training, etc. 1: IWT Sediment, water, soil, air and noise quality monitoring 0.5 during construction (quarterly for 6 years) DSC Environmental and Social Staff 1.0 CSC Environmental and Social Staff 1.0 Component 2: Terminals Contractor’s Budget (for development and 1.5 implementation of management plans, staff, training, etc.) Sediment, water, soil, air and noise quality monitoring 0.5 during construction (quarterly for 6 years) Administrative budget for RPF activities 3.8 Study, development of action plan, and capacity building Component of BIWTA to ensure effective and sustainable long-term 3: Institutional 0.5 maintenance of river terminals, landings, other BIWTA Capacity assets Development and Origin destination survey of inland waterways along Sustainability Dhaka- Chittagong corridor, including understanding 0.35 which supply chains to promote, and logistics gaps for development Social NGO to support BIWTA on implementation of Social Management Plans / RAPs for specific 0.2 investments Third party M&E consultant for social safeguards (including midterm and ex-post evaluations of RAP 0.25 implementation) Third party M&E consultant for environmental safeguards 0.25 Environmental NGO/firm to: (a) carry out additional baseline data collection on biodiversity at sensitive 0.5 locations; and (b) develop and implement biodiversity management programs including habitat enhancement 462 Final Report Amount, Project Description million Component USD and protection for key species Implementation of additional EMP programs (such as management of dredge spoils, biodiversity conservation, 2.0 capacity building support to establish the permanent Environmental, Social and Climate Change Cell, etc.) PIU Environmental staff 1.5 TOTAL 14.9 463 Final Report 12 CONSULTATION AND DISCLOSURE 12.1 Overview of consultation process Consultation with various cross sections of the people is essential for better planning and implementation process of the project. People are to be meaningfully consulted at the initial stage of the project to obtain their knowledge and experience about the baseline information, potential impacts and probable mitigation measures. The proposed project Consultation and Participation (C&P) is a process through which stakeholders influence and share control over development initiatives, and the decisions and resources that affect or benefited them. It is a two way process wherein the project owner, policy makers, beneficiaries and affected persons listen to each other and discuss their views and concerns in the project planning and implementation process. Consultation & participation increase the level of support of the stakeholders to the project activities which can speed up processing and reduce challenges during implementation. Meaningful consultation hence improves the effectiveness, relevance, and sustainability of development activities in the long run. The consultation process in this project is guided by the World B nk‘s s fegu rd poli ies OP 4.01 nd OP 4.12. The poli ies give high priority to pu li consultation and participation and encourage incorporation of ommunity‘s views in design nd implementation of a socially and environmentally compliant project. These policies stress on ensuring that the affected persons and beneficiaries have not only been consulted but that their opinion are acknowledged and accounted for in project designs. The Government of Bangladesh (GOB) also has some acts and policies in line with this requiring consultation with project affected people. Two national level stakeholders workshops were held in Dhaka. The first one, at the scoping stage of the study, was at CIRDAP auditorium, Dhaka on 14 October 2015 to disseminate project information and seeking opinion/views of the people from various cross sections including Executing Agency (BIWTA), World Bank, other line agencies, private sectors, launch owners, elite groups, etc. The second one, on the full draft safeguards package, was held on March 30 at BRAC Centre, Mohakali, Dhaka, and like the first national stakeholders workshop it was also attended by people from various sectors including Executing Agency (BIWTA), World Bank, other line agencies, private sectors, launch owners, elite groups, etc.Regional level stakeholders workshop was held at Ashuganj (Brahman Baria) at R J Tower & Resort on 17 November and Lahar hat (Barisal) on 18 November with local sand traders, Upazila Administration, Local Government Institutions, ferry ghat/terminal lease holders, water vessels owners and workers, etc. Apart from these a series of consultation meetings and focused group discussions were held at different locations along the project routes and launch/ferry terminals, proposed dredging 464 Final Report locations, and storm vessels shelters. Separate discussions were held with physically challenged/disabled people and women, small businessmen at ferry ghats, etc. about their views on existing facilities in the terminals and vessels and scope of improvement of these facilities. A total of 32 consultation meetings and 29 focused group meetings were held until up to April, 2016 along the project routes and designated sites. Date and venue of the meetings were disclosed to the community through publishing in the daily newspapers (Bengali and English version), public announcements such as miking, announcement in the mosque, etc. prior to consultation meetings and group discussions. Personal contact with the stakeholders in this regard has been effective. Local government institutions were also used to disseminate information among the people about the consultation meetings and group discussion. 12.2 Stakeholder Identification A stakeholder is a person, group or institution that has an interest in an activity, plan or program. It n e ffe ted y the org niz tion‘s tions, o je tives nd poli ies. Not ll st keholders re one and the same in every case. It also includes intended beneficiaries and intermediaries, winners and losers, and those involved or excluded from decision-making processes. Categorization of the keystakeholders of the Project mentioned in Table 12.1 Table 12.1: Categorization of the key stakeholders of the Project; Stake Responsibility Influence Proximity Dependency Represen Policy and holders tation Strategic Intent Direct Project Government, Fishermen, Fishermen, IWM, GOB, beneficiaries, Non Farmers, river users, BITWA, Donner Affected government tourists, and all Ghat population organizations river users Owners, (Lease Launch, holders, Land Ferries and owners), River other Transport Vessels workers, Passengers, fishermen, Indirect local Executive Deputy Local Non Implementin businessmen, agency (EA), Commissioners government, governm g Non- local (DCs) and their Consultants, ent Government government supporting NGOs. organizat Organization representative agencies, Local ions, (NGOs) and and other line government media, Independent 465 Final Report agencies. etc. External Monitor. 12.3 Details of consultations Disclosure, consultation and participation in the project processing are required to ensure that adequate and timely information is made available to the beneficiaries and affected people. It enables opportunities for the stakeholders to voice their opinions and concerns and participate in influencing decision making and project processes. The Bank operational policy requires meaningful consultation meetings to be carried out throughout the project cycle and timely disclosure of relevant and adequate information is processed. All relevant views of affected people and other stakeholders need to be considered in decision making, such as project design, impact assessment, mitigation measures, sharing of development benefits and opportunities, and implementation. Therefore, the ESIA team organized Two national level workshops, two regional workshops, 32 consultation meetings and 29 FGDs which were held up to April, 2016 at different locations along the project routes with various levels of occupational groups irrespective of gender including businessmen, vulnerable and disabled people, etc. The st keholders‘ onsult tions meetings were held t or ne r l un h/ferry terminals, proposed vessels shelter sites, potential location of dredging, etc. for information dissemination as well as to o t in st keholder‘s per eption nd views; their expe t tion nd on ern out the proje t interventions, possible impacts and mitigation measures. Consultation meetings were held at national, regional and local level to address various levels of stakeholders and incorporate their opinion in project planning process. First National workshop: A first (scoping stage) National workshop was held on 14 October 2015 at CIRDAP International Conference Centre, Dhaka with a view to disseminate information relating to project routes & locations, magnitude of the project interventions, social and environmental baseline & probable impacts, etc. and to obtain opinion/suggestion from the various levels of stakeholders in project planning process. The participants at workshops were invited through, invitation letters, personal contacts, emails, etc. The workshop was chaired by honorable Minister, Ministry of Shipping (MoS), Mr. Shajahan Khan, MP as the chief guest. Secretary from the MoS Mr. Shafique Alam was also present at the workshop. Representatives from World Bank, BIWTA, BIWTC, Department of Environment (DOE), development organizations, NGOs, research organizations, private sector, media and community level stakeholders participated at the national workshop. They raised their concern about the project interventions, provided suggestions in terms of selection dredging locations, development of facilities in the launch/ferry terminals and water vessels, etc. which were duly addressed and recorded by the project authority. There were power point presentations from the consultants on technical, environmental and social issues and the participants took part in the open discussion. 466 Final Report Md. Saidur Rahman, Superintend Engineer, BIWTA, Dredging department said that Char Nurul Islam is a part of the project and the area is very much unpredictable, siltation rate is too high, water velocity is very high during tide, river bed always changes, so Char Nurul Islam can be taken into account during ESIA study. Md. Alfazuddin, Deputy Director (Survey), BIWTA emphasized on Bank protection and river control plan under the study. A K M Rafiqul Islam, Deputy Director, DOE said that identification of ecologically critical areas (ECA) within project routes/locations should be done. He added that wet land and water bodies should not be filled up by dredged materials and a disclosure of the ESIA at website for comments and suggestions would be effective. Shajadur Rahman, Superintend Engineer, BIWTA said that a good co relation needs to be assessed for river-bay/estuary in terms of aquatic life during dredging interventions. Dr. Shamal Chandra Das, Executive Engineer, BWDB wanted to know the criteria of selecting project influenced area even and in case of tributaries and distributaries. It was disclosed that for tributary and distributary, 1 km influenced area in either side of the river has been considered. 467 Final Report Figure 12.1: Participants of first national workshop Regional workshop: One regional workshop was held at Ashuganj on 17 November with participation of the Upazila administration; Upazila Chairman, Union Parishad Chairmen from riverside unions, BIWTA offi i ls, represent tives from Up zil level DAE, lo l elites, o tmen‘s sso i tion, s nd business dealers and community members, workers of the water vessels as well as consultants from ESIA study team. A regional level consultation meeting was held at Laharhat, Barisal for the same purposes. People were informed about such regional level workshop and consultation meetings through notice published in the daily newspapers (One Bengali and one English), informing the local government representatives, personal contact, etc. prior to arrange workshop/consultation meetings. The key concern of the regional workshop and consultation meetings was to identify specific dredging locations, which has been incorporated in management of dredged material disposal, in a separate section of this assessment. Two sand stake yards have been identified adjacent to the river and sand business men have been ommuni ted through FGD nd the workshop. Peoples‘ opinion w s s ought in the workshop about the project interventions, potential benefits, use of dredged materials in development purposes, etc. Opinion and views of the people were noted and incorporated in the ESIA study report. Figure 12.2: Regional Stakeholder workshop at Ashuganj 468 Final Report Figure 12.3: Regional Stakeholders consultation meeting, Laharhat Ferry Ghat, Barisal A total of 233 people (219 male and 14 female) were present in three national and regional level workshop/consultation meetings. Apart from these, 813 people (766 male and 47 female) participated in the local level 25 consultation meetings. The 29 focused group discussions (FGDs) covers disabled people, women, sand traders, mobile vendors, shop owners, etc. at ferry ghats, launch terminals, etc. A total 296 people (211 male and 85 female) from various occupation groups were consulted in the FGDs. Table 12.2: Number of participants in National and regional level workshop/consultation meetings Workshops/ Venue Date Participants Consultation Male Female meetings National Workshop CIRDAP International 14 October 2015 122 05 Conference Center, Dhaka Regional Workshop R.J Tower Hotel & Resort, 17 November 67 09 (Ashuganj) Ashuganj, Brahmanbaria 2015 Regional Laharhat Ferry Terminal, 18 November 30 00 Consultation Barisal 2015 (Barisal) Total (233) 219 14 Local level consultation meetings along the project routes: The participants of the meetings were informed through personal contact, miking in the mosque, local government representatives, etc. about the venue and time of the meetings. In the meetings people were welcomed to raise their voices on issues relating to necessity of dredging, management of dredged materials, existing facilities in the terminals and water vessels, etc. All the meetings were held in participatory approach ensuring both way communications. Environmental and socio-economic aspects of the project and management of dredged material 469 Final Report disposal including specific locations were discussed at the meetings. The meetings also concentrated over dredging requirement and dredge materials management. Female, disabled and vulnerable stakeholders were encouraged to participate at the meetings and their feedbacks are duly noted and presented in the next section of this chapter. A total of 32 stakeholder consultation meetings were conducted particularly on social issues during study. Figure 12.4: Meeting at Gopinathpur, of Figure 12.5:Meeting with UP Chairman and Sreenagar Union Raipura Upazila of Narsingdi others at Sreenagar Union of Raipura Upazila, Narsingdi Figure 12.6: Meeting at Karimpur, Narsingdi Figure 12.7: Meeting at Narsingdi Jute Mill Sadar area 470 Final Report Figure 12.8: Meeting at Ashuganj Ferry Figure 12.9: Meeting at Batakandi Bazar, Terminals Comilla Figure 12.10: Meeting at Munshiganj Launch Figure 12.11: Meeting at Jinjira Battala, Dhaka Ghat Figure 12.12: Meeting ar Harina Ferry Ghat Figure 12.13: Meeting at Moju Chowdhury Ghat, Laksmipur 471 Final Report Figure 12.14: Meeting at Baro Station Tek, Figure 12.15: Meeting at Bhairab Bazaar Mul head, Chandpur Launch ghat The Table 12.3 represents the consultation venues, date and times and the numbers of male and female (total 877) participants at the meetings.. Table 12.3: Consultation schedule and participants attended in local level consultation meetings S.N. Venue Date & Time Numbers of Numbers male of Female Participants Participants 1. Location: Sadar Ghat , Ward No – 17.09.2015 31 3 37, 10 AM Thana : Kotwali, District: Dhaka. 2. Location: Aganagar 17.09.2015 48 3 Ward No - 05, Thana: Keraniganj, 12 PM District: Dhaka. 3. Location: Jinjira Bottola 17.09.2015 21 3 Union: Jinjira, Thana : Keraniganj, 2 PM District: Dhaka. 4. Location: Munshiganj Launch Ghat 18.09.2015 58 6 Ward No – 03 Thana: Munshiganj 10 AM Sadar, District: Munshiganj. 5. Location: Munshiganj Ferry Ghat , 18.09.2015 42 3 Thana : Munshiganj Sadar, 12.00 PM District: Munshiganj. 6. Location: Narin Pur 18.09.2015 19 4 Ward No - 04, Thana: Titas, 3 .00 PM District: Comilla. 7. Location: Batakandi Bazaar 18.09.2015 60 3 Ward No - 03, Thana : Titas, 5.00 PM District: Comilla. 8. Location: Bhairab Bazaar Launch 20.09.2015 39 0 472 Final Report S.N. Venue Date & Time Numbers of Numbers male of Female Participants Participants Ghat 10. 00 AM Ward No - 01, Thana: Bhairab, District: Kishorganj. 9. Location: Ashuganj Ferry Ghat 20.09.15 38 1 Ward No - 03, Ashuganj, 12 .00 PM District: Brahmanbaria. 10. Location: Shatnol Launch Ghat 01.10.2015 19 2 Ward No- 05, Thana : Matlab Uttar, 12.30 PM District: Chandpur. 11. Location: Harina Ferry Ghat, 01.10.2015 23 0 Ward No- 13, Thana: Chandpur, 4 .00 PM District: Chandpur. 12 Location: Harina Ferry Ghat 01.10.2015 47 4 (Fisherman), 5.00PM Ward No- 13, Thana: Chandpur, District: Chandpur. 13. Location: Boro Station Mul Head, 02.10.2015 15 2 Ward No- 07, Thana: Chandpur, 11.00AM District: Chandpur. 14. Location: Boro Station (Camp 02.10.2015 15 2 Office), 12.30 PM Ward No- 07, Thana : Chandpur, District: Chandpur. 15. Location: Char Bhairabi, 02.10.2015 39 2 Ward No – 06, Thana: Haimchar, 6 .00 PM District: Chandpur. 16. Location: Moju Chawdhury Ghat, 03.10.2015 20 1 Ward No- 20, Union: Chor Romoni, 12.30 PM Thana : Lakshmipur. 17. Location: Boyar Chor, Chairman 04.10.2015 17 3 Ghat (Fisherman), 10.30 AM Union: Horini, Thana: Hatia, District: Noakhali. 18. Location: Chairman Ghat, 04.10.2015 29 2 1 No Horini, Thana : Hatia, 12.30 PM District: Noakhali. 19. Location: Tojumuddin Launch Ghat, 04.10.2015 15 4 Ward No-05, Thana: Tojumuddin, 1 .00 PM District: Bhola. 20. Location: Kaliganj Launch Ghat, 06.10.2015 9 0 Ward No-04 Ulania, Thana: 12.00 PM Mehendiganj, District: Barisal. 21. Location: Sreenagar Upazila: 19.11.2015 26 0 473 Final Report S.N. Venue Date & Time Numbers of Numbers male of Female Participants Participants Raipura District: Narsingdi 12.00 PM 22. Location: Bagoir, Union: Sreenagar 19.11.2015 21 2 Upazila: Raipura District: Narsingdi 02.00 PM 23. Location: Karimpur, Upazila 19.11.2015 24 0 Narsingdi Sadar, District: Narsingdi 04.00 PM 24. Location: Gopinathpur, Upazila 19.11.2015 33 0 Raipura, District: Narsingdi 03.30 PM 25 Location: Narsingdi Jute Mill gate 20.11.2015 10 0 Narsingdi 10.00 AM 26 Location Uttar Mogdhara Launch 26.12.2015 22 0 Ghat, Sandwip, Chittagong 10.30 AM 27 Location: Kalapania Ghat, Sandwip, 26.12.2015 11 0 Chittagong 2.30 PM 28 Location : Tomurudding Launch 28.12.2015 21 0 Ghat, Hatiya, Noakhali 10.30 AM 29 Location : Tomurudding Launch 28.12.2015 18 0 Ghat Bazaar, Hatiya, Noakhali 12.30 PM 30 Location; Nolchira Steamer Ghat, 28.12.2015 21 0 Hatiya, Noakhali 3.00 PM 31 Monpura Launch Ghat, Bhola 29.12.2015 19 0 11.30 AM Total 830 47 Grand Total 877 Second national workshop, March 30 2016: A public consultation event was held on March 30th, 2016 at the BRAC Centre in Dhaka on the Environmental and Social Assessment studies for the Proposed Bangladesh Regional Waterway Transport Project. The purpose of the event was: (a) To share findings and recommendations of EMP, EMF & RPF with the stakeholders, (b) to share and seek feedback on the proposed mitigation measures, (c) to involve the stakeholders in the project planning process, as per the Government of Bangladesh and World Bank requirements and standards. Bangladesh Inland Water Transport Authority (BIWTA) and Institute of Water Modeling (IWM), consultant for the Environmental and Social Assessment study, publicized the event through popular daily newspapers and through sending invitations to the attendees by means of invitation cards, emails and phone calls during March 23-28, 2016. The event was attended by senior government officials of the Shipping Ministry and representatives from relevant government departments including BIWTA, BIWTC, DoE, WARPO, BWDB, Development Partners, NGOs, Research Organizations, Private Sector, Print Media and Electronic Media. Zikrur Reza Khanam, Additional Secretary, Ministry of Shipping 474 Final Report addressed the workshop as the chief guest while BIWTA Chairman Commodore M Mozammel Haque presided over the workshop. There were power point presentations from the consultants on technical, environmental and social issues and the participants took part in the open discussion. Figure 12.16: Participants of second national workshop Consultation meetings held along the branch of Upper Meghna River (Route-9): World Bank, BIWTA and IWM officials visited the proposed identified sites for dredge disposal. The Objective of the field visit was to assess the selection process of proposed sites for disposal of dredged material. More specifically to assess availability of land and community‘s onsent t three selected sites (1. Doribela Nagar (UP: Saifulla Kandi), 2. Selimabad (UP: Selimabad) and 3. Nala Dakkhin (UP: Nala Dakkhin) in Bancharampur and Homna Upazilla) located along 6 km stretch of Upper Meghna River (Branch) where the river is too narrow for disposal within the river bed. 475 Final Report During monsoon, the banks of Titas (Branch of Upper Meghna River) swell up to 1 kilometer at all 3 locations. The private land identified at propsed location are close to the river banks, no more than 500 meters for location 1 & 2, and up to 1 kilometer at location 3. The project carried out rapid assessment and held consultations with the local communities, including the land owners in e rly M r h‘16. The te m inter ted with identified l nd owners at location 1 and 3. The meeting with the owner at location 2 (Selimabad) could not be organised. At all the 3 locations, the proposed dredging activities seem to have a broad community support. Interaction with people, located in the nearby market areas at location 2, indicates that they seemed to be aware of the project activites and extended their support. At locations 1 and 3, the owners expressed their willingness to give their land for disposal provided they are permitted to use the dredged materials for land filling. They indicated that they would settle with a simple agreement along these lines with BIWTA and did not require financial compensation. This approach seems feasible as the entire Bancharampur and Homna upazilla is a low-laying area. Availability of land at high elevation suitable for habitat or commercial establishment is limited. Opportunity to use the dredged material free of cost will enhance the utilization of the land. However, both these locations are inaccessible from road. There may be a need to identify other locations. The current sites are small in size - 40 decimals to 70 decimals at the maximum (the largest is the one at Nala Dakkhin, about 70 decimals). These are sufficient only, at best, for 2 consecutive years for disposal of the dredge materials. Thus, in the subsequent years, other sites have to be found. There are existing private dredge disposal sites run by sand traders on the river banks and many of the operators are likely to accept the proposed modality for taking the material. It is also important to consider that the dredging sites in the river might move to other lo tions during the proje t‘s dur tion nd disposal sites will need to be identified close to the dredging sites. Another point observed was of that water in Titas (Branch of Upper Meghna River) was found much less polluted and soil sediments in the river bed seem to contain high concentration of organic materials. IWM took soil sample from the river bed in Local 3 (Nala Dakkhin) for laboratory tests and the test results are given in the Annex C. 476 Final Report Figure 12.17: View of the Location 1 Figure 12.18: Proposed dredging site at (Saifullahkandi) Location 2 (Selimabad): right in the middle of agricultural paddy field Figure 12.19: Filling up of low laying areas Figure 12.20: Low laying area at Selimabad with dredge matriels by private operators at (potential dredge materials disposal site) Location 2 (Selimabad) Figure 12.21: Proposed site at Location 3 Figure 12.22: Group discussion in the nearby (Nala Dakkhin). The road runs along the site market (The bearded person with a stick is the land owner) at Location 3 (Nala Dakkhin) 477 Final Report 12.4 Feedback on consultations During consultation meetings people were requested to give their opinion/views about the project interventions particularly requirements of dredging and management of dredged materials, existing facilities in the terminals and water vessels for the people especially old aged, women and physically challenged/vulnerable groups. Consultation meetings were conducted in a participatory approach and people expressed their views in the meetings. The concern of the consultation participants were mainly focused on improvement and extension of terminals, safety & security of passengers, impact on livelihood, dredging and environmental issues including management of dredged materials. Location-specific People are now known about project interventions and potential impacts and mitigation measures including dredged material management, probable facilities to be provided for the passengers and others ghat users. Feedback from each of the consultation meetings are presented in Table 12.4 Table 12.4: Outcomes of the local level consultation meetings SL. Venues of Outcomes of Consultation meetings No. Meeting 1. Sadar Ghat, Around 30,000 businessmen depend on this ghat. Approach road is Dhaka narrow. Water is very polluted at this point. Toilets facilities in the terminals and water vessels are not good enough for the female. But there is wheel chairs and patient bed to carry the disabled passengers into the launch. During Eid ceremony one Doctor sits in the terminal to provide emergency medical services to the passengers, if required. 2. Aganagar There is no launch terminal, water is polluted and around 1,000 Ghat, Dhaka businessmen depend on this ghat. Dredging is necessary on urgent basis. Development of this ghat can increase business opportunities. 3. Jinjira Depth of the river is not enough and water is polluted extremely. Lots of Bottola, businessmen do their business through the river. Lots of products are Dhaka supplied from this area all over the Bangladesh. A large numbers of boatman carry people from Jinjira to Sadarghat and Gudaraghat of Dhaka city. Dredging is required and development of Ghat is essential to promote business opportunities here. 4. Munshiganj There are about 300 boats and 200-250 boatmen are associated with this Launch Ghat ghat. Most of the people are involved in business and day laboring. Approximately 1,000 business institutions/shops have been found in and around the launch Ghat. About 20,000 people live along the riverside. Char has been arisen in the Shitalakhya and Dhaleshwari river estuary. Dredging is needed to maintain navigation of the river. The waste material of dredging need to move away from the ghat so that they cannot come again to the river. The dredging should be done during the winter season. 5. Munshiganj There are not so many activities seen in this ferry ghat. Around 100 Ferry Ghat businessmen depend on this ghat. Water is polluted due to the cement factories. Polluted industrial waste directly goes to river. Dredging is 478 Final Report required and take the dressed materials away from the ghat as it is mostly contaminated. 6. Naranpur, People have welcomed the project. If the ghats are maintained properly, Comilla more people will be travelling through the river routes. Toilet facilities and safety/security are necessary to improve for the river users/ passengers. 7. Batakandi There are no ghats in this area. People desired one Ghat in this area so Bazar that businessmen and local people will be benefitted. There are lots of seasonal crops in this area and it is really expensive to transport through the road. River erosion is also a major problem in this area. Dredged material may be used for improvement of river bank. 8. Bhairab . During the winter time, it is hard to transport goods to Chittagong and Bazaar Dhaka. Dredging of the river route of Shurma, Doulatkhan and Chatak is Launch Ghat urgent. Development of ghat is urgent as well. There is no signaling system here but it is very important to establish a signalling system. 9. Ashuganj Near about 1,500-2,000 laborers depend on this ghat for their livelihood. Ferry Ghat They have a good communication with India through this ghat to carry their goods. The ghat is well known for the transportation of different goods and products, Many mills & factories have been built around the Ghat, as a result all the chemical impurities of the factories directly go to the river. It is basically the cargo port. Dredging is necessary and Businessmen want to buy dredged materials. It is also discussed in the regional workshop here that the dredged materials may be used to develop a 6 km connecting road from Ashuganj to Nabinagar. There were also options to improve river bank and deposit dredged materials in a suitable location so that people can take it for raising play ground, yards of community properties, etc. 10. Shatnall Constructing the vessel shelter will change the livelihood of the people Vessel shelter living in the adjacent villages/ communities if it is used all the year round. People welcomed this project. Present launch ghat is really small and there is no jetty and passengers waiting room. River erosion in this area is also a major problem. 11. Harina Ferry There are about 8,000-10,000 people living on this river embankment. Ghat Ferry moves to Harina and Alur bazaar from this ghat. A lot of raw (Common materials are transported regularly through this ghat. Dredging is people urgently necessary here. Due to massive river erosion, ghat has been including changed 7 to 8 times. There is no jetty also. Project should a plan to passengers) develop the ferry terminals and necessary facilities in this ghat for the passengers. 12. Harina Ferry Around 700 people are depending on fishing in this area. If the river Ghat (with transport and security are improved, their livelihood will be changed in businessmen positive way. Ghats and connecting routes are needed to develop. & Fishermen) Dredging is also required. Dredged materials may be used for rural road development and dyke improvement. 13. Chandpur This is one of the most important ghats in Bangladesh. People can move 479 Final Report launch Ghat to Dhaka, Barisal or Chittagong from Chandpur by water transport. Everyday about 120-150 launches move through this ghat. There are approximately 1,000-1,200 business units/shops around this ghat. Every day about 20,000-25,000 people passes through this ghat. The depth of river is well enough. Facilities for women and disabled people in the launch ghat and water vessels needed to be improved. 14. Boro Station If the vessels shelter is constructed here, business activities and tourism Mul Head , will be increased. Regular maintenance of the vessels shelter is Dakatiya important. It can also be used as terminal all the year round. 15. Sreenagar, The participants welcomed the project and stated that dredging is an Raipura, urgent requirement in the area. There are some sand businessmen in the Narsingdi area, who will be involved during dredge material disposal during implementation of the project according to project requirement. 16. Char There is no government land at the river bank to deposit the dredged Bhairabi materials. There is no passenger shade and electricity supply in this area. A vessel shelter at the opposite side of the ghat will lead to change the livelihood of the community people. 17. Moju There are about 500-700 permanent shops and 300 temporary shops Chowdhury depends on this ghat. Hilsha fish is available here. Development of this Ghat ghat is really important. Dredging is necessary and businessmen love to buy the dredged materials. 18. Boyar Char, There are 1,500 fishermen live here and they are dependent on the river. Chairman A lot of fishes are supplies from here to the entire Bangladesh by water Ghat ways. River sand quality is much better in this region. The land is (Fisherman cultivated as double crops in this area. Such as paddy, wheat, maize, Community) sugarcane, vegetables etc. River transport cannot move without high tide so, dredging is essential. 19. Chairman Approximately 15,000-20,000 fishermen live in this area. There are Ghat (Owner about 600 business units around this place. About 2,000-2,500 Association) homestead surrounding the Ghat. There is abundance of Hilsha fish. Now this Ghat is remained as unused for 20 hours. Dredging is necessary to maintain navigation. Improvement of the ghat is also necessary. 20. Bagoir, The locals welcomed the project as dredging is an urgent requirement in Sreenagar the area. There are wet lands (20-30 acres) and fellow lands under union, private ownership. The owners will happily comply if the project wants Raipura to use sand filling from dredged material to increase heights of their low upozila, lands. Narsingdi 21. Tajumuddin Everyday 400-500 people use this route. Most of the passengers go to the launch Ghat Dhaka and Chittagong. The people move from here to Char Jahir Uddin, Char Mozammel, Kolatoli, Monpura and other s ghats in the region.People even come from 15 km away to use this Ghat. In this area there are no other means of communications without water ways. Dredging is essential nearer to this ghat to maintain navigability of the river. River erosion threat is a common issue here. Navigability of the 480 Final Report river is too low. 22. Karimpur, The respondents of this consultation meeting welcomed the project as Narsingdi dredging is a unique requirement for river navigation in the area. But Sadar, there are no large stake yards to be designated for drdged materials in the Narsingdi area. Most of the free space are private property with the size of 10-20 decimals. 23. Gopinathpur, They stated that there are free land areas in Sreenagar mouja, but the land Raipura, belongs to private owners. The owners will cooperate for their own Narsingdi benefit. 24. Kaliganj All of the ships from Chittagong to Dhaka and Barisal use this route. Launch Ghat There is no jetty in the ghat which is really essential. Dredging is Vessel urgently required in the 3 km area up to Gobindopur Char. The present Shelter condition of Ghat should be improved as early as possible. If the Ghat is improved, there must be a chance of increasing business sector. A vessel shelter n e m de in the ―Vill ge Ash ‖ dj ent to the l un h Gh t of Ulania bazaar. 25 Laharhat The participants at the Laharhat consultation meeting were concern launch about facilities in their terminal and signalling system. The local terminal religious leader, river transport workers, BIWTA staff, representatives from gypsy community and local shop owners participated at the meeting. They urgently demanded piling and approach road to the terminal. About 10,000 passengers use this terminal every day, which increases up to 50,000 during Eid and other festive seasons. But there is no signalling system; the locals urgently requested for installation of signalling system at this busy terminal. The locals also pointed out erosion problem and requested to ensure river bank protection schemes to the area from the project. 26 Location The participants of the Uttar Mogdhara Launch Ghat expressed Uttar happiness with the project interventions and they welcomed the project. Mogdhara The local passengers, BIWTA staff, river transport workers participated Launch Ghat, at the meeting. It is very important ghat for the transportation system of Sandwip, this area .But there is only two steamer/trawler(Small engine based water Chittagong transport) service in a day which is really insufficient. Because of that people depend on speed boat service which is expensive and unaffordable to the local people but they are bound to use speed boat service. This is a busy ghat but there are no any facilities for the passengers. There is a passenger waiting room but that is far away from the ghat. There is no navigation problem around the ghat. People want more water transports for their easier communication facilities. A lot of people are depending on this ghat for their daily earnings. People suffer more during the festival period due to minimum transport facilities. This is an important ghat to maintain the communication especially with the Chittagong city. River erosion is another problem of this ghat. Thousands of people use this ghat everyday. 481 Final Report 27 Location: The respondents of this consultation meeting welcomed the project as Kalapania dredging is a unique requirement for river navigation in the area. Ghat Ghat, owner, passengers, ghat workers and local businessmen participated in Sandwip, this consultation meeting. In this ghat river erosion is common problem. Chittagong In every year river erosion occurs here. It is remarkable that there is neither ny stru ture of gh t nor ny p ssengers‘ f ilities t ll. W ter transport is depending on the high and low tide, otherwise transport cannot run through the river during low tide. Only two or three water transport including a speed boat are providing the transportation service one in a day during the period of high tie.. There is no launch service. Small engine trawler and speed boat is only water transport. By this ghat people can movde to Chittagong and Char Laxmi(Noakhali). People demand the protection of the riverbank, dredging, ghat facilities and more water transportation facilities. According to their opinion it makes their life easier. Flood is common during the rainy season in every year. 28 Location : People warmly receive the project information and welcome the project Tomuruddin urgently. Tomurudin Launch ghat is an important ghat for the Hatiya Launch Ghat, especially for the economic activities. But this ghat is not fulfilling all Hatiya, required facilities. There is a ghat but they cannot use that ghat because Noakhali of the n vig tion pro lem of river. There is ‗under w ter h r‖ in front of the ghat, so heavier water transport cannot move to the ghat. There is a small good looking ghat structure but jetty is not useable. Dredging is urgently required in front of the ghat. There also a passenger witting room with the sanitation facilities but it is not close enough to the ghat. In every year accident occurred in river because of natural causes. So, they demand there to construct a vessel shelter. Only one launch move from here every day. Without this launch service there is other transportation service. People almost move to fight to use this only launch service everyday. In the period of festival people use this service dangerously. It is remarkable that People of Hatya, Monpura, Tojumuddin, Doulatkhan and many other chars/islands depend on this launch service being operated from Tomurudding Launch Ghat. So, people demand more water transport service, ghat facilities and vessel shelter at Hatiya. 29 Location : Tomuruddin launch ghat bazar was established on the based on Tomuruddin tomuruddin launch ghat. Local businessmen, traders, facilitated people Launch Ghat and ghat workers were participated at the consultation meeting. They Bazaar, demand to increase the ghat facilities. According to their opinions, the Hatiya, economy of Hatya is largely depending on this ghat. Thousands of Noakhali people are depend on this ghat for their daily earning. So, the development of this ghat can make a vital role to run the economic development of hatiya. 482 Final Report 30 Location; There is no any structure at ghat area for facilitating passengers. Water Nolchira vessels to carry people or goods are very insufficient. Only one engine Steamer Ghat,boat is available here. Using this ghat for goods and passengers Hatiya, transportation. People demand civic facilities at the Ghat including Noakhali passenger waiting room, jetty, etc. About 2000-3000 people use this ghat everyday. There is river erosion tendency in the ghat in every year. Navigation is quite okay and therefore dredging is not required. About 30 small shops are being operated here. Almost thousands of people depend on this ghat for their livelihood. 31 Monpura Local people, businessman, ghat workers have participated at meeting. Launch Ghat, This ghat is important for the economy of Monpura. There is no Bhola structure at ghat area for facilitating passengers. River erosion severely occurs here in every year. People demand the riverbank protection for stabilizing the river bank. This is only one ghat that is being used for the launch services. Other than launch service there is no any water transport facilities therefore people demand more water transport facilities for this ghat. About 2000-3000 people use this ghat everyday. About 40 small shops are located here where at least 40-50 families are getting livelihood support. Focused Group Discussions (FGDs) A total of 29 focused group discussion (FGD) meetings were conducted throughout the project routes and selected locations with passengers and various occupational groups. The groups were selected based on project impacts with special emphasis on vulnerability, disability and obstructions relevant to using water transportations and female groups and other worker groups. Among the meetings, 7 were conducted only with female respondents, 19 were conducted with male occupational groups and there were presence of both male and female respondents in 3 meetings. Among the total 29 meetings, four meetings were held with disabled people (male and female) in the launch terminals. Figure 12.23: FGD with physically disabled Figure 12.24: FGD with physically disabled people at Laharhat people at Ashuganj; 483 Final Report Figure 12.25: FGD with disabled people ate Figure 12.26: FGD with sand businessmen, Sadarghat, Dhaka Boulpara, Narsingdi Figure 12.27: FGD with Gipsy community Figure 12.28: FGD with female group at at Laharhat, Barisal Ashuganj Focused group meetings were held with various occupational groups including female groups, disabled people, gipsy, shop owners, mobile vendors, students, etc. Some physically disabled people were identified near the terminals, who mostly use the water transport to go here and there. Some of them are beggars by occupation but stay in and around the terminals. Four FGD meetings have been conducted in various locations with physically challenged/disabled people. A total of 211 male and 85 female respondents participated in the 29 FGD meetings from which 40 disabled people (27 male and 13 female). Feedback from FGDs are incorporated in the next section of this chapter. 484 Final Report Table 12.5: FGD Venue Date and Participants: Sl. Venue/ Upozila/District Date Participant Group Male Female 1 Sadar Ghat, Kotwali, Dhaka 17.09.15 Boatmen 11 0 2 Aganagar, Keraniganj, Dhaka 17.09.15 Shopkeeper 08 0 3 Jinira Bottola, Keraniganj, Dhaka 17.09.15 Shopkeeper 12 00 4 Launch Ghat, Munshiganj 18.09.15 Passenger 0 9 5 Ferri Ghat, Munshiganj Sadar, 18.09.15 Shopkeeper 08 0 Munshiganj 6 Narin Pur, Titas, Comilla 18.09.15 Housewives 0 6 7 Batakandi Bazar, Titas, Comilla 18.09.15 Shopkeeper 13 0 8 Launch Ghat, Bhairab, Kishorganj 20.09.15 Passenger 10 0 9 Ferry Ghat, Ashuganj, Brahmanbaria 20.09.15 Laborer 12 0 10 Satnol Launch Ghat, Matlab Uttar, 1.10.15 Shopkeeper 10 0 Chandpur 11 Harina Ferry Ghat, chandpur, 1.10.15 Fishermen 12 0 Chandpur 12 Harina Ferry Ghat, Chandpur, Chadpur 1.10.15 Shopkeeper 11 0 13 Boro Station Mul Head, Chandpur, 2.10.15 Housewife 0 08 Chandpur 14 Boro Station, Chandpur, Chandpur 2.10.15 Vendor 09 0 15 Char bhairabi, Haimchar, Chandpur 2.10.15 Passenger 10 0 16 Moju Chawdhury Ghat, Char Romoni, 3.10.15 Student 0 10 Lakshmipur 485 Final Report Sl. Venue/ Upozila/District Date Participant Group Male Female 17 Boyar Char, Hatia, Noakhali 3.10.15 Fishermen 11 0 18 Charman Ghat, Hatia, Noakhali 4.10.15 Launch and Ferry 9 0 Worker 19 Tojumuddin Launch Ghat, 4.10.15 Passenger 0 11 Tojumoddin,Bhola 20 Kaliganj Launch 6.10.15 Launch and Ferry 12 0 Ghat,Mehendiganj,Barisal Worker 21 Sadar Ghat , Ward No – 37, Kotwali, 13.11.15 Physically 07 06 Dhaka Disabled 22 Ashuganj Cargo Terminal 14.11.15 Boatmen 11 0 Community Ashuganj, Brahmanbaria 23 Ashuganj Rail Station, Ashuganj, 14.11.15 Physically Disable 8 0 Brahmanbaria (Male) 24 Ashuganj Rail Station, Ashuganj, 14.11.15 Physically Disable 0 7 (Female) Brahmanbaria 25 Sand Businessmen of Ashuganj 15.11.15 Sand Businessmen 08 0 Ashuganj, Brahmanbaria 26 Ashuganj Cargo Terminal 15.11.15 Physically 06 02 Ashuganj, Brahmanbaria Disabled (Passenger) 27 Sand Businessmen of Ashuganj 15.11.15 Sand Businessmen 08 0 Ashuganj, Brahmanbaria 28 Laharhat Ferry Ghat, Bondar Thana, 18.11.15 Bede community 0 19 Barisal (Gipsy) 29 Barisal Launch Ghat, Barisal Sadar, 18.11.15 Physically 05 07 Barisal disabled Total 211 85 Grand total 296 486 Final Report FGD Feedback: The FGDs concentrated on specific groups and they had specific expectations from the project. peoples from various cross sections have opined on their own ways about the project interventions, positive or negative impacts, existing facilities and their expectations form the project, etc. The sand traders at Ashuganj, Raipura and Narsingdi are welcoming the project as the project means more business to them. The locals also supported their opinions as these areas need dredging for river navigation. The shops and business owners at project sites are also looking forward to the project as it will increase passengers, which will be positive for their business. The female respondent groups complained about sanitation system at the launch terminals and ferries. They demanded better sanitation system, separate counter, waiting area and resting zones for female passengers maintaining privacy. The disabled persons mostly stated that they do not use river transport system as the entrance and exit from the vessels are not suitable to disabled passengers. In case of accidents, they are at life risk as there is no other way than swimming out of the rivers. Although some terminals have wheel chairs, they are mostly used to take sick passengers to the vessels. There is no sanitation facility specially designed for disabled people even for long distance traveling in the vessels or terminals. Table 12.6: Detail of FGD activities SL. Group Number Number of Opinion Of Participants in Focus Group of participants Discussion Group Male Female Total 1 Shopkeeper 06 62 0 62 Shopkeepers opined in favor of the project but they want to see the launch ghat improved with more facilities such as toilets, sufficient space for shops on a designated area so that they will be bound to shift their structure frequently. They expressed that the project will increase their business opportunities and new venture of business will be open after completion of the project. 2 Launch 05 37 11 48 There is no sufficient facility for the Passenger passengers particularly female, old aged disabled peoples in the terminals and water vessels. They face many difficulties when they cross the river on boat or travel by launch. They want proper safety and security in terminals and water vessels. It is mentionable that the present scenario is very 487 Final Report SL. Group Number Number of Opinion Of Participants in Focus Group of participants Discussion Group Male Female Total pitiable and not sufficient to use mass people. 3 Physically 04 27 13 40 There is no special facility for the disabled Disabled people in the launch terminals and water vessels. But they want separate place in ghat and launch terminals for their easy movement. Wheel chair and bed facilities are available only for patients and for emergency situation. There are no doctors permanently on duty. Disabled persons want proper safety and security in terminal and launch as well. Disable persons do not know the facilities about river transports. Most of the people think that road transport is easier than river transport especially for the disables persons as they cannot swim. They want separate space/seat for them in the launch/ferry and easy riding facility such as smooth way, wheel chairs, etc. If such facilities are provided for the disable people then they may comfortably use the river transport. 4 Fishermen 02 23 0 23 Fishermen communities are mostly living along the river or within one km from the river. They want modern signalling system and safety and security during fishing. Some time they are to face trouble from pirates or even some political persons/Mastans who made them bound to pay money for fishing. They welcomed the project but requested to keep in mind about fish moving routes, season and fishing areas during dredging so that their livelihoods will not be disturbed. 5 Launch and 02 21 0 21 Launch and ferry workers expressed their Ferry views in favour of the project. They are worker concern about dredging and signalling system in the river routes as there are some incidents of collision among the water vessels. Improved signalling system may decrease 488 Final Report SL. Group Number Number of Opinion Of Participants in Focus Group of participants Discussion Group Male Female Total accidents. They want sufficient personal protective equipment (PPE) for their safety in the launch and other water vessels. PPE can also be available for the passengers. 6 Housewives 02 0 14 14 Females particularly housewives of the project routes move here and there by launch along with husband or even only with children for their needs. Safety and security, separate space for them in the launch terminals and vessels, separate ticket counter, etc. are their needs. 7 Mobile 01 09 0 09 Usually mobile vendors deal in the ferry/ Vendors launch ghats as well as in water vessels. They always move from one ghat to another and sell their goods. They need safety and security in the ghats as well as in the transport. Sometime they face trouble by the policemen and guard of the ghats and vessels. 8 Day Labor/ 01 12 0 12 Day laborers of the ghat and water vessels Cooli carry luggage and goods of the passengers. They are not paid by launch owners or terminal lease holders, But they have some time association for their own interest. They want safety and security in the ghats and launch/ferry. 9 Boatmen 02 22 0 22 Boatmen are engaged to carry goods and Community passengers from distant places to the launch terminals and vessels. They have welcomed the project and suggested for dredging in some particular locations. They need a specific location to anchor their boats in the adjacent area of the launch ghats. 10 Student 01 0 10 10 Students are usually going to school/college by the launch in some areas along the routes. They want safety and security particularly for the female students in the terminals and vessels. They also demanded development of 489 Final Report SL. Group Number Number of Opinion Of Participants in Focus Group of participants Discussion Group Male Female Total the ghats and improvement of health and hygiene facilities in the terminals and water transports. 11 Sand 02 16 0 16 Sand business is very popular all along the Businessme project routes. As per dredging requirements n a huge quantity of dredged materials will be available at Narsingdi area. The sand businessmen of this area expressed their positive views to buy sand through the proper authority. They have suggested deposit dredged materials in a suitable location so that it will not go back to river and people can use it for community purposes 12 Gipsy 01 0 19 19 There are two Gipsy (Bede) communities all (Bede) along the project routes from which one Community group at Laharhat was consulted in FGD to know their views about the project. Although they will not be directly impacted by the project but they have expressed their positive views about the project. They wanted better facilities in the launch terminals and water vessels in terms of health and hygiene and safety & security. 12.5 Information disclosure, stakeholder engagement and Consultation This chapter incorporates details of information disclosure to the public consultation sessions held with different stakeholder groups through print and electronic media, official documents and websites. The focus group discussions were with stakeholders who were likely to be affected by the implementation of the proposed project whereas the organized stakeholder consultations included other stakeholders representing the government institutions, NGOs, professionals and water sector organizations. 490 Final Report 12.5.1 General The purpose of public consultation meetings was to invite comments and detailed suggestions on any environmental and social issues considered relevant by the people living in the area of the Project corridor. The public consultation programme is an essential part of the environmental and social assessment process and has been undertaken both formally and informally throughout the study to ensure that the knowledge, experience and views of stakeholders and the general public are taken into account during the EIA activity. The information shared and recorded has, where relevant, been applied to justify planning, dredging, alignment, and timing changes, in order to reduce predicted negative effects. This approach satisfies statutory consultation requirements of DOE. During the onsult tions, ommunities‘ suggestions nd on erns h ve lso een noted p rt from opinions on the proposed venture and the key associated activities. The key objectives of the consultations carried out for the Dhaka Chittagong Inland Water Transport Corridor Project include the following: i. Build up awareness among the local people and community members about the project, its nature and implementation process. ii. Facilitate the stakeholder to identify the problems and prospects of the project and conflict of interest among the groups. iii. Learn about the present socio-economic conditions of the study area iv. Le rn out people‘s p rti ip tion on the impact of proposed interventions. v. O t in people‘s suggestions on the enh n ement me sures of the positive imp t; nd vi. Identify solutions to the apparent problems related to the project and ideas on mitigating the negative impacts. 12.5.2 Consultation Methodology A total of 32 public consultations and 29 Focus Group Discussions were conducted at 60 different locations which were within the project influence area along the proposed river routes. Using a simple questionnaire format, benefits and disadvantages of the project, various environmental and social issues as impact, mitigation measures during the dredging period, were discussed. The main focus was to dig out information on how does dredging and maintenance of work of the project can impact the surrounding environment nd to get people‘s per eption out this proje t. The p rti ip nt‘s opinions nd omments were spont neous nd the f ilit tors h d the full cooperation of participants. 491 Final Report Information Provided Part of the consultation process involved disseminating factual information regarding the Project, with the aim of developing positive and constructive relationships with stakeholders and decreasing the likelihood of incorrect perceptions. Information Recording and Responsibility The Consultant assigned a dedicated secretary for each consultation, whose responsibility was to record participant comments and submit a report. The Consultant provided answers of most of the queries and concern arose by the participants and specifies actions to be taken. Each consultation had minutes recorded and attendance taken with signatures. Stakeholder Consulted Stakeholders include all those who affect and are being affected by policies, decisions or actions within a particular system. Stakeholders can be groups of people, organizations, institutions and sometimes even individuals. In case of the proposed Project, the stakeholders include the people living within the Project area particularly those who reside within and in the immediate vicinity the project area. The stakeholders identified and consulted during the present EIA include communities to be benefitted and/or affected by the Project, local leaders, community members and other local representatives. Figure 12.29: Community Consultation Meetings at different locations along the project influence area 492 Final Report 12.5.3 Summary of Comments by Participants The summary of the issues raised and suggestions forwarded by the stakeholders during the consultations have been summarized in Table 12.7 below. Also given in the table is the proposed action to address the concerns raised. Table 12.7: The issues and suggestions forwarded during Community Consultations (FGDs) Environmental and Description of Views and Concerns Action Plans Social Aspects Overall River bank erosion, water logging, Mitigation measure should be flooding and salinity intrusion are the taken up at the earliest with the main community concerns in the project active involvement of the local influence area. community. Erosion Dredging is very problematic as it will River bank protection is included induce more river bank erosion to extreme in the report extent. On varying scale river erosion destroys homestead and cultivable land Flooding Frequency increasing, more areas The proposed interventions will inundated for a long period address these issues Water logging water logging takes place due to lack of Site selection for disposal of proper drainage system and sometimes dredge materials in consultation embankment obstructs flow of water, with inhabitants. Dredge materials cultivation is hampered disposal will avoid existing drainage system. Surface water The surface water is polluted at some EMP will include measures to pollution locations due to effluent release from the minimize such impacts. nearby industries, dumping of municipal Monitoring will also be carried and domestic wastes in the river. out. Air and noise Local communities could be adversely EMP will include measures to pollution affected by such pollution. minimize such impacts. Monitoring will also be carried out. Fish availability Dredging activity will affect fish Dredging operation will be migration and reduce its cultivation conducted in such manner so that turbidity and sediment concentration do not exceed standard limit. Dredge material disposal will avoid important fish habitat, spawning ground and the operation will be restricted to required area only. 493 Final Report Environmental and Description of Views and Concerns Action Plans Social Aspects Illegal dredging Illegal dredging causes the river bank Enforcement of law by DOE and erosion to extreme extent at some places BIWTA as well as affacted people along the project area. are to identify the offenders and inform low enforcing authority for appropriate measures. Disposal of dredge Dredge materials are released in the river In stream disposal will prevent materials which is not beneficial. river erosion. Care will be taken not to avoid sensitive area. Navigation route Siltation in the main channel and Problem area will be identified and improvement submerged char land is problematic for drdged to improve navigability. navigation which needs to be dredged to improve the navigation route. Navigation Safety Navigational signs and lights are either Adequate navigation aids will be inadequate or non-functioning. inplace before commencement of dredging operation. Monitoring of Monitoring of charland is required. Char land will be monitored as per Charland monitoring plan. 12.5.4 Summary Key Informant Interview (KII) Mr. Enam al Haque, Founder, Bangladesh Bird Club Comments: The chars and mudflats of the Lower Meghna estuary are of global importance as many of the global critically endangered birds winter here. For example, the tiny Spoonbill Sandpiper that breeds in one of the most remote places on earth, in the Russian Far East along a narrow strip of coastal tundra hugging the frigid ocean travels each year nearly 5,000-mile migration to tropical mudflats in Bangladesh, and a few other sites in Southeast Asia. Only 120- 200 pairs of adult spoonbill sandpipers are known to survive. If the mudflats in the Lower Meghna estuary are impacted by the deposition of dredged materials of for dredging activities or if the birds are disturbed during their wintering here then their survival will be in question. Improving the navigation route is important for the economy of the nation but at the same time utmost care has to be taken that the habitat is not disturbed or affected. Mr. Mukit Mazumdar, Chairman, Prokriti-O-Jibon Foundation (=Nature Foundation) All habitats are important for the wildlife but the Lower Meghna is unique and has to be protected at any cost. No disturbance or any activity that puts the mudflats and the habitat altered that affects the migratory birds will be tolerated. 494 Final Report Dredging may not be done close to the chars or mudflats nor any dredged material is to be deposited on the mudflats or chars. It will be good if the Lower Meghna estuary is completely declared by the government as protected. The migratory birds utilize the mudflats and chars usually till March and if dredging is planned after March in the estuary it may not disturb the migratory birds but again that time of the year is important for the hilsa fishes, so we have to be very careful. Md. Istiak Uddin Ahmad, Country Representative, IUCN-Bangladesh Improving the navigation route for inland water transport is important and necessary for the country. However, the EMP and the BMP should look into every aspect so that the environment particularly the Lower Meghna estuary, the hilsa fishery and other critically endangered species and sensitive habitats are not affected. The DOE will definitely look into the EIA/EMP however; monitoring has to be conducted diligently and remedial measures taken immediately. Disclosure Requirements Once finalized, the EIA report and Bengali translation of its executive summary will be disclosed to the public and will also be available on the official website of the BIWTA. EIA will also be sent to the WB InfoShop. 495 Final Report 13 CONCLUSIONS AND RECOMMENDATIONS 13.1 Conclusions The ESIA reveals that there will be both negative and positive impacts due to the proposed drdging operation, construction of vessel shelters, provision of navigation aids and landing facilities at the ferry crossings. The positive environmental impacts of the Project are development of all weather navigation routes for transportation of passengers and cargo not only within the country but also to the neighbouring countries and generation of employment oppurtunities during construction operation and maintenance stages as well as induced economic growth and activities. The major negative environmental impacts of the project are loss of benthic flora and fauna, obstruction to navigation traffic, loss of land, alteration of habitat, health, hygiene and sanitation of construction workers, public nuisance, blocking of natural drainage, noise and air . An EMP has been formulated to mitigate the negative impacts during various phases (pre-dredging/construction, during dredging/ construction and Post dredging/O&M) of the Project to acceptable levels. Also public consultations, including consultation workshops at regional and national level have been organized in addition to preparation of resettlement policy framework as per World Bank guidelines to address resettlement and compensation issues. To ensure that these enhancement and compensation measures are implemented correctly and negative impacts avoided, the EMP along with adequate budget is to be included in the contract documents of the Project with a separate line item on environmental management in the BOQ. The main monitoring parameters include monitoring of dredging and dredge material disposal, biological monitoring and enhancement, environmental quality monitoring (air, noise, surface water, river bed sediment), health and safety, etc. Most of the potential impacts are short-term that can be avoided or mitigated by adopting mitigation measures and relevant ECoPs. To keep the project influence area environmentally friendly, BIWTA should ensure that the Contractor prepare site specific EMPs including Emergency response plan, Oil Spill Contingency Plan and Workers Health and Safety plan and Environmental Pollution Abatement and Mitigation Measures Plan, regular and effective monitoring of environmental quality parameters as indicated in this ESIA report. Based on the assurance of minimal disturbance to the natural environment and implementation of 496 Final Report EMP in every step of the project activities, the propoded dredging and vessel shelter activities can proceed and DOE may issue necessary environmental clearance to such a nationally important project. BIWTA should follow the guidelines illustrated in the EMP and other legal and administrative requirements to carry out the activities for improvement of navigation. Large volume of spoils will be generated due to dredging and related activities. 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Middle-East Journal of Scientific Research, 16 (11): 1452-1461. http://climatewizard.ciat.cgiar.org/wbclimateanalysistool/ 504 Final Report 15 ANNEXURES Annex A: Approval of TOR for EIA by DOE Annex B: ToRs of the ESIA Govt. of the People’s Republic of Bangladesh Ministry of Shipping Bangladesh Inland Water Transport Authority Terms of Reference for Environmental and Social Impact Assessment study for the Dhaka-Munshigonj-Gajaria-Chandpur-Chittagong River Route, Munshiganj- Demra-Ghorashal route, and connecting routes to Barisal, and Ashuganj Six proposed vessel shelters to be located along the aforementioned river routes Ferry crossing routes between: a) Chandpur and Shariatpur; b) Lakshmipor and Bhola; and c) Beduria and Laharhat August 2015 Terms of Reference for Environmental and Social Impact Assessment study for the: i) Dhaka-Munshigonj-Gajaria-Chandpur-Chittagong River Route, Munshiganj-Demra-Ghorashal route, and connecting routes to Barisal and Ashuganj20 ii) Six proposed vessel shelters to be located along the aforementioned river routes; and iii) Ferry crossing routes between: Chandpur and Shariatpur; Lakshmipor and Bhola; and Beduria and Laharhat 1. Introduction Bangladesh is a riverine country with some 700 rivers, streams and canals with a total length of about 24,000 km. Approximately 6,000 km are navigable during the monsoon (wet) period for different size vessels, shrinking to about 3,900 km in the dry periods. While the larger rivers are up to 50m depth in places and the lower Meghna (the main trafficked route on the Dhaka Chittagong Corridor) is generally 10-25m depth, navigation is hindered by very shallow depths on bars, especially in the delta area, at the confluences of the major rivers and their tributaries, river bends and mouths. Navigation routes in Bangladesh are categorized as Classes I through IV depending on their advertised depths. The Government has identified 65 main river navigation routes that are essential to passenger and freight transport within Bangladesh. Of these, 12 have been clearly identified as high priority. A study to prioritize the remaining 53 routes is underway under the World Bank-supported Bangladesh Trade and Transport Studies Recipient-Executed Trust-Funded (RETF) project. The Dhaka-Chittagong corridor is the main trafficked route for inland water transport (as for roads and railways) and carries approximately 80 percent all Inland Water Transport (IWT) traffic. Realizing the importance of this corridor and the need to fully utilize all transport modes to reduce demand on roads, the Government has prioritized the improved development and maintenance of the Class I routes and linked Class II and III routes along this corridor. The main trunk route is about 300km, of which it is initially estimated that about 40km currently require dredging and channelization to maintain the advertised depth for the existing traffic. Another 110-130km of linked routes is part of this corridor, of which about 33-50km requires constant maintenance. The proposed Bank financed project aims to pilot a new approach to (i) maintenance of the Dhaka-Chittagong corridor and two key connecting routes (described below), (ii) maintenance of three priority ferry crossings along these corridors, and (iii) construction 20 Refer to Annex 2 for detailed listing of routes. and maintenance of an estimated five vessel shelters along the corridors for use during cyclones/storms. Specifically, the proposed project will utilize a performance based contracting scheme to carry out the above activities. The contractor(s) will hold long term (proposed 6 year) maintenance contracts, and will be paid principally based on demonstrated maintenance of specified river depths. The contractors will determine the specific dredging or other river maintenance methodologies and equipment to deploy, as well as detailed dredging schedule. The contractors will also be responsible to fix the detailed alignment (and continuously adjust as required based on changing hydrographic conditions), and provide and maintain aids to navigation. BIWTA is in turn expected to be responsible primarily to: verify that performance targets are being met by the contractors (e.g., maintenance of specified depths and compliance with related technical, environmental and social requirements); specify dredge spoils disposal locations and detailed plans to the contractors (including associated environmental and social management aspects); acquire land for spoils disposal where applicable; and manage the onshore dredge spoils deposits including facilitating use of spoils for construction activities, land-filling, and other end-uses as appropriate and based on demand. The development objective of the project is to increase the capacity, reliability and safety of inland water transport along the Dhaka-Chittagong corridor. The project activities are intended to ensure more private sector involvement in IWT sector and increased number of country boats and vessels as inland transport. The proposed activities might result in significant environmental impacts, if the investment activities are not properly planned, designed, executed, and maintained. Further to that, the project will provide an opportunity to improve the institutional capacity for environmental management, social management, and safety in overall IWT sector. 2. Routes and other activities under the proposed World Bank project The specific routes to be covered are marked in the satellite maps in Annex 1, and indicated in the table in Annex 2. In addition, the project includes:  maintenance of 3 (Three) ferry crossing routes, namely i) Chandpur-Shariatpur; ii) Lakshmipur-Bhola; and iii) Beduria-Laharhat;  construction and maintenance of 6 (six) vessel shelters for protection from storms and cyclones, at the riverbanks along the IWT routes (locations are marked on the maps in Annex 1);  upgrading and/or construction of passenger and general river cargo terminals at Shosonghat (Dhaka), Pangaon (Dhaka), Narayanganj, Chandpur, Ashuganj and Bhairab, and upgrading of 14 launch ghats along the IWT routes (The engineering designs of these facilities along with the environmental and social assessment studies will be carried out by the firms separately being hired by BIWTA. However, an environmental and social framework is being developed by the individual consultants hired by the MoS).. Based on an initial assessment of BIWTA’s existing data, the main problem areas where dredging activities are expected to be concentrated are the following: i) the Haldia Channel; ii) on the approaches to Barisal; iii) on the Lower Meghna ferry crossing routes; and, iv) on the Upper Meghna towards Ashuganj. It has been agreed that the river routes along the Dhaka-Chittagong Corridor (including its main branches) will be resurveyed by BIWTA together with World Bank-provided technical assistance to more precisely determine maintenance needs. Based on an initial analysis, it is expected that the combined dredging task of the two proposed contracts shall, depending on the final boundary limits selected, be in the region of 4–6 million cubic meters annually. 4. Objectives The main objective discussed in this TOR is to carry out comprehensive EIA and SIA studies, including EMP and Social Management Framework (SMF), in accordance with World Bank and national requirements, for two proposed contract packages of dredging / route maintenance and associated dredged material management along the aforementioned priority IWT routes and three river ferry crossings included in the proposed World Bank project, as well as construction and maintenance of an estimated five vessel shelters along the routes. (Documents owned by the Implementing Agency and Requirement of GoB and World Bank). The consultant will not be responsible for full EIA and SIA of the proposed upgrading and construction of passenger and general cargo river terminals or launch ghats, as these would be developed under a separate design-build contract under the project, and as such the contractor will finalize the required EIA and SIA studies including site specific management plans for each during implementation. Nonetheless, the consultants shall provide backup support to the preparation of an Environmental Management Framework (EMF) and SMF (and Resettlement Action Plan for the first year project) covering these investments, which are the primary responsibility of the MoS’s individual environmental and social consultants supporting this project. In particular such support would include supporting field baseline data collection efforts in the proposed locations of the river terminals and launch ghats, and support to initial (screening stage) community discussions / consultations on these facilities, under guidance and direction of the MoS individual environmental and social consultants. The EIA and SIA studies covered under this TOR will also need to integrate elements of the separately prepared EMF and SMF for the river terminals and ghats. The consultant is not responsible for the core content of the EMF and SMF for river terminals and ghats, but close coordination with the MoS environmental and social consultants – and some support to them on baseline data collection and stakeholder consultations for the areas of overlapping scope -- will be required in finalizing the deliverables, since the deliverables are inter-related and need to be presented as a coherent single Environmental and Social Assessment package for World Bank approvals. Nonetheless the MoS consultants will be primarily responsible for ensuring the effective integration of river terminal and launch ghat related elements into the final deliverables. Except where otherwise mentioned, the specific studies referred to below (EIA, SIA, SMF, etc.) are the studies for the two contract packages for IWT and ferry crossing dredging/route maintenance and associated dredged material management, rather than the studies (frameworks or full assessments) associated with the river terminals and launch ghats. 5. Scope of Services Separate EIA/EMP and SIA/SMF study reports shall be prepared according to the World Bank Safeguard Operational Policies and national requirements. The consultant shall also ensure that the environmental clearance from the Department of Environment shall be obtained prior to commencement of any physical works. The major activities to be carried out will include the following. At present it is assumed that there will be two performance based contracts to carry out the river maintenance activities along the aforementioned routes, divided geographically: Contract 1 would include the northern portion of the study area (including areas depicted in Sheets 1 and 2 of Annex 1, and potentially some or all of Sheet 3).Contract 2 would focus on the southern portion of the study area (including areas shown in Sheet 4, and possibly some or all of Sheet 3). The delineation of areas to include under Contracts 1 and 2 will be determined based on the dredge volumes estimated on the basis of updated survey efforts currently underway, and might be different from that indicated above. The survey efforts will encompass all areas listed in Annex 2, starting with those marked “priority’. The EIA and SIA studies (including corresponding site specific EMP and RAP) will cover in detail all project areas which would be covered under bid packages corresponding with year-one works (assumed to be Contract 1 only). The EIA and SIA studies will also need to cover all project areas to be included in a later bid package or packages (assumed to be Contract 2) a higher level, and indicate the work remaining to be done to complete the assessment process. Survey work and preparation of bidding documents for Contract 2 will be slightly staggered. Once available, it will therefore require an updating of the EIA and SIA/SMF studies, and preparation of an addendum or second volume EMP and RAP containing site-specific measures for that area of influence. 5.1 Screening and scoping. The project is classified as category A according to World Bank OP 4.01 on Environmental Assessment. The consultants will review available information on the project and project area, and carry out an initial environmental and social screening of the project area and proposed interventions in order to facilitate defining the study area, understanding the project, scoping the full EIA and SIA assessments to be undertaken, and prepare detailed work planning. The screening and scoping task shall include collection and review of relevant laws and policies on environmental and social considerations, available secondary source information on the project area and environmental and social management aspects related to the proposed activities, as well as an initial site visit to project area and initial TOR stage consultations and discussions with stakeholders (to include local communities, as well as institutional actors, NGOs, etc.). In particular, the initial discussions/consultations with local communities and other stakeholders should discuss potential on-shore dredge disposal options and major considerations in defining specific locations, such as land acquisition issues, environmental sensitivities, and potential demand for end-uses of spoils by local communities such as for construction / land-filling, agriculture, brick making, etc. as per the physical characteristics and environmental quality of the spoils. Screening/scoping stage consultation activities shall also include a workshop to be held in Dhaka, convening institutional-level stakeholders as well as NGOs and other interested parties. This event shall be publicly announced and carefully documented. The screening and scoping process will also be guided by independent individual EA and SA consultants being contracted separately under the Bangladesh Trade and Transport Facilitation Recipient-Executed Trust Fund, being managed by Ministry of Shipping. Based on the information collected, field observations and findings of initial stakeholder discussions and consultations, prepare (1) an inception report, and (2) a Screening and Scoping report. These shall include: 1) Inception report  Initial definition of study area  Initial Identification of important environmental and social features, potential impacts, as well as potential environmental and social benefits / enhancements, including especially with respect to potential onshore uses of dredge spoils by communities, all of which to be further studied as part of the full EIA and SIA  Compilation of all available historic information on the following for all the routes in the project area (as inputs to help guide the survey efforts): o Sediment accumulation over 5-year period o old survey charts o bathymetric charts and baseline data o flow data o current profile information o shoals and locations o buoy positions (current) o water level gauges, dock stations and reference data o satellite images – georeferenced o high and low water levels o baseline charts and dates  Proposed table of contents for the full EIA and SIA studies  A proposed work plan including detailed timeline for completing the EIA and SIA, including a stakeholder engagement plan for additional consultation activities related to finalizing the studies 2) Screening and scoping report  Updated definition of study area, based on site screening and initial consultations  Updated Identification of important environmental and social features, potential impacts, as well as potential environmental and social benefits / enhancements, including especially with respect to potential onshore uses of dredge spoils by communities, all of which to be further studied as part of the full EIA and SIA  Policy, Legal and Administrative Framework  Applicable World Bank Safeguard Policies to the Project  Final outline of EIA and SIA studies to be carried out (i.e. an update to the present TORs and full outline, taking into account any adjustments deemed necessary based on the screening and scoping process)  Records of screening/scoping stage consultations (at both local and institutional levels) on the draft TOR and proposed study outline, including attendees and their affiliations, summary of what information was shared, summary of feedback provided by different stakeholder groups, and indication of how it will be taken into account in the course of the study. 5.2 Definition of Study Area. Specify the boundaries of the study area for the assessment, based on the anticipated project influence area. This would include, for example: the full lengths of the waterways themselves (including islands, chars and shoals within the waterways as well as riverbed and banks), the river basins/catchments upstream and downstream of the waterways, floodplain and drainage areas and patterns, areas of potential influence of existing and planned river ports, landings, terminals, vessel shelters, ferry crossings, and dredge spoil dumping locations along the waterways (including roads leading to on- land spoil dumping sites that would be used by locals to haul spoils to secondary markets), areas of ecological importance along the waterways such as any parks/reserves/forests, current and planned areas being irrigated by or otherwise using waters from the waterways, roads leading to the spoil disposal sites, etc. The study area description should indicate the approximate areas where dredging is likely to be required, based on available hydrographic and morphological data and information from BIWTA. High resolution images, as well as findings of the screening and scoping assessment, will be used for demarcation of the study area. 5.3 Project Description. Describe the project and provide information on the full scope of activities to be carried out under the project, including but not limited to the following (information to be obtained from BIWTA, as well as through literature review and interviews with key experts in dredging and river channelization, as required): Required minimum depths and widths to be maintained for each route and ferry crossing, estimated dredge volumes on a monthly and annual basis to maintain specified depths and dimensions, and locations of expected required dredging and/or other river maintenance activities along the IWT routes and at ferry crossings (show on map); (This will be provided by BIWTA) Description and concept design / layout of vessel shelters, as well as their proposed locations (show on map); (Concept designs and preliminary specifications, as well as general proposed locations, will be provided by BIWTA. The EIA/SIA process will feed into the process of finalizing these specifications and proposed locations based on relevant environmental and social considerations.) Description of alternative methodologies, and the equipment and material requirements, manpower requirements, etc. for each, for dredging and/or other river maintenance options available to the contractor for maintaining the specified required depths of IWT routes and ferry crossings; (List of methodologies will be provided by BIWTA. Other listed information can be easily researched and compiled by the EIA/SIA team through secondary sources.) Location, layout, extent / capacity, design specifications, manpower requirements, energy/fuel requirements, major supplies and their volumes, wastes to be generated, etc. of all temporary or permanent facilities or infrastructure required by or connected with the project (including for example: the vessel shelters and associated dikes/levees, floating platoons, and on-shore facilities for vessel passengers; dredge spoil disposal sites and associated infrastructure, any on-land worker camps, embankment and revetment works if applicable, structural control or river training measures if applicable, etc.); (This information will be provided by BIWTA to the extent available. Some specifics may not be available as they will be determined / finalized by the contractor, within the scope of the specifications set forth by BIWTA. The project description will therefore contain whatever information is available.) Description of potential dredge spoils disposal options and designs (both on-land and in-river / in-ocean), and specifications for each; (BIWTA will provide specifications and concept designs for on-land spoils disposal facilities. Preliminary designs cannot be finalized without inputs from the EIA/SIA team, based on findings on sediment quality and potential levels of contamination, stakeholder preferences and preliminary analysis of secondary market demand for spoils, etc.) Explanation of the contracting modality (e.g. performance based contracts), number and division of contracts (if multiple), and contract duration (assumed 6 years, TBC) for maintenance of the waterways and ferry crossings and construction and maintenance of the vessel shelters. Explanation of the division of roles and responsibilities of the contractor vs. BIWTA and/or other government or nongovernmental actors during the life of the contract, in particular with respect to the identification, construction, management and closure of dredge spoils disposal sites, as well as any other associated facilities or activities connected with the project. (This information will be provided by BIWTA.) Provide maps at appropriate scales to illustrate the general setting of project-related development sites, as well as surrounding areas likely to be environmentally or socially affected. These maps shall include topographic contours, as available, as well as major features in the vicinity such as surface waters, roads, villages/towns/settlements, industrial areas / EPZs, ports and terminals, road networks, parks and reserves, and political boundaries. Also provide, as available, maps to illustrate existing land uses in the surrounding areas. 5.4 Policy and administrative framework, including applicable Safeguard Policies. Outline the applicable environmental and social policies, regulations or other requirements that apply to the proposed project. This includes applicable national requirements (including ECR 1997 and others), World Bank safeguard policies and EHS Guidelines, and any applicable international conventions or treaties that Bangladesh is a signatory to. Indicate why each listed policy, regulation or other requirement is applicable, and how it will be complied with by the project. 5.5 Description of the Environment (Baseline assessment). Assemble and evaluate baseline data on the environmental characteristics of the study area. Information should be presented with chainage wise information along the two sides of the waterways and/or within the river course, where possible. The baseline should focus in particular on areas (both in river and on land) around or near the approximate zones where dredging or other activities to maintain the designated river depth are expected to take place (e.g., problem areas along the river routes where siltation is significant), as well as candidate areas or zones for dredge spoils disposal, and areas of influence of vessel shelters and ferry routes. If resettlement sites and livelihood restoration options are considered to support displaced populations or economic activities (such as in locations of future dredge disposal sites or vessel shelters), the baseline should cover also the physical, biological and socio economic conditions of the proposed areas for resettlement and livelihood restoration. At least high level information should also be provided covering and characterizing the full/broader study area. The baseline assessment should draw from both secondary and primary information sources, and identify any critical aspect which needs special consideration during design and implementation of the maintenance dredging activities. Environmental and social baseline data should be drawn from secondary sources followed by primary data collection for the wet season. Primary data for dry season will be collected with the initiation of dry season and integrated into the draft EIA at that point. The assessment should furthermore cover both existing conditions as well as a characterization of the trends / ongoing changes to baseline conditions which are likely to affect the project area during the period of the respective performance based IWT contracts, and which will occur irrespective of the project (for example, climate change effects; anticipated regional development/urbanization and associated land use changes; morphological trends along the routes, especially in the Sandwip Island / other islands and chars in the Meghna River delta region; changes to river traffic volumes and patterns, etc). The consultants shall support the primary baseline data collection for the EMF for river terminals and launch ghats on select parameters as well, as guided by the individual environmental consultant hired by MOS. This would not entail additional study parameters but rather an inclusion of specific sampling or survey points at the locations of these proposed investments, in support of the EMF screening process. The areas of influence are overlapping so this would be carried out in an integrated fashion with the baseline assessment for the IWT routes and ferry crossings. Baseline assessment should cover in particular the following parameters: (a) Physical environment, including but not limited to: a. topography and delineation of watersheds and floodplains; b. climate / meteorology (rainfall, wind, waves and tides), c. surface and ground water hydrology, including annual and seasonal peak discharges, recurrence intervals and flood levels for various peak discharges (including at minimum for 5, 10, and 100-year flood events as well as historic maximum discharge), annual and seasonal low-flow discharges and recurrence intervals including historic minimum discharge, depth of water table, etc. d. river morphology, including erosion and sedimentation / sediment deposition patterns, currents and bathymetry e. Coastal hydrology, including coastal morphology, wave movements, tidal influence area and saline incursion, f. characterization of soils/sediments both within the river and on shore, g. geology h. Hazard vulnerability; vulnerability of area to flooding (including with climate change projections), storm surge, and earthquakes i. Sampling and analysis of ambient air quality and noise; j. Physical and engineering properties of sediment layers (silt, clay and sand) on the riverbed, including calculation of sand curves, for every 15km of river in areas where dredging may be required k. Chemical and biological properties of sediments (silt, clay and sand) on the riverbed as well as on riverbanks, in areas which may require dredging and where spoils may be deposited (including the presence of contaminants, pollutants or heavy metals such as PCBs, POPs, hydrocarbons, and heavy metals such as arsenic, cadmium, mercury, etc).21 l. Surface and groundwater quality, in particular including all major ions, TSS, TDS, DO, BOD, NO3, pH, etc., as well as existing/projected waterborne pollution discharges and receiving water quality22; Baseline pollution load on land and in khals/beels or other water bodies close to the IWT river channels where spoils brought ashore may be eventually deposited, depending on preliminary market analysis of possible spoils uses (see section (c) below)23 (b) Biological environment, including but not limited to: a. characterization of natural habitats and any critical natural habitats (including any parks, reserves and sanctuaries, areas proposed for legal protection, or other areas of known biodiversity value); b. identification of aquatic, benthic and terrestrial flora and fauna, including any rare or endangered species (include IUCN Red List status of any listed species) or other species of conservation significance; 21 The consultant shall be responsible for collecting, subcontracting laboratory analysis as required, and analyzing/interpreting sediment quality data, and should be coordinated if possible with hydrographic surveys of the routes being undertaken by BIWTA. Chemical composition analysis should include analysis of the presence of pollutants or contaminants such as PCBs, POPs, and select heavy metals. The specific list of parameters to be tested shall be proposed by the consultant based on scoping-stage review of the types of industries present, and common pesticides used, in the watershed, especially along or near the riverbanks. In developing this list, the consultant shall refer in particular to the sections on dredging in the World Bank Environmental, Health and Safety (EHS) Guidelines for Ports, Harbors and Terminals (http://www.ifc.org/wps/wcm/connect/9e558c00488556ebbaf4fa6a6515bb18/Final%2B- %2BPorts%252C%2BHarbors%2Band%2BTerminals.pdf?MOD=AJPERES&id=1323152828015), and shall also take into account the testing capacity available nationally. The list shall be agreed with BIWTA and the World Bank in advance of initiation of testing. The consultant shall also research and review any additional available secondary source information. 22 As with sediment sampling, water quality sampling should also be coordinated with the hydrographic survey efforts being conducted by BIWTA. Parameters to test should also include heavy metals and POPs which are considered likely to be present in the river based on scoping-stage review of the major industries present, and types of pesticides used, in the watershed and especially along the riverbanks. 23 Some field sampling may be required for this, but secondary data and local stakeholders should also be consulted to determine the types of pesticides generally used in project areas and related management practices; industries and other sources of pollution in the project area; etc. c. ecology of any species of conservation significance or concern (either for ecological or socioeconomic reasons), such as breeding/spawning behaviors and seasons, migratory patterns, food sources, predators, sensitivity to pollution or human activities (water, air, light, noise, overfishing, etc), and identification of any specific areas or zones of importance for ecosystem functions of key species such as areas of feeding, breeding, calving, and spawning of these species, including related seasonal parameters for each; d. Primary data collection on aquatic/benthic and terrestrial biodiversity covering both wet and dry seasons, to supplement existing secondary source information as needed (Dry season data may be added in subsequently following completion of the first draft). (c) Socio-cultural environment, including but not limited to: a. land use (including current crops and cropping patterns, population in the floodplain, etc.); b. transportation networks; c. planned development activities; d. present land ownership and occupation; e. land tenure and land titling; f. present water supply and water uses (including current distribution of water resources), and control over allocation of resource use rights; g. current activities and uses of the routes and riverbanks, including volume and composition / types of vessel traffic, commercial and recreational uses, etc. h. public health, especially water-related human health issues; present and projected population and demographics and community structure; i. fisheries and farm/industrial outputs and inputs; j. present and projected employment by industrial category; distribution of income, goods and services; recreation; etc.; k. presence of any indigenous / tribal peoples and their customs and livelihoods, and/or other vulnerable populations l. community perceptions of the project activities; m. significant natural, cultural or historic sites or resources; n. preliminary market analysis into potential uses and demand for sediments deposited on-shore in the areas where dredging is expected to be required. Based on the baseline data collected, select Valued Environmental and Social Components (VESCs) which are likely to be impacted by the dredging / river maintenance activities (including dumping of the dredged spoils) and/or vessel shelters. The VESCs will be the focus of the impact assessment. Village scoping sessions will be conducted during VESCs selection in the project influence area. 5.6 Determination of the Potential Impacts and Risks associated with the Proposed Project. This analysis will require in depth interpretation. In this analysis, distinguish between significant positive and negative impacts and risks, direct and indirect impacts, cumulative impacts, and immediate and long-term impacts. Identify impacts and risks that are unavoidable or irreversible, as well as those which can be avoided or mitigated. Specify such avoidance and mitigation measures, and reassess residual impact or risk for each. Wherever possible, describe impacts quantitatively, in terms of environmental and social costs and benefits. Assign economic values when feasible. Characterize the extent and quality of available data, explaining significant information deficiencies and any uncertainties associated with predictions of impact. Compare the impact with the baseline, as well as with projected future baseline conditions in light of development, land use and natural resource trends taking place in the project area independent of the proposed project activities. The impact assessment should be organized in sections corresponding with each potential alternative river depth maintenance technique available to the performance based contractor(s) (e.g. different dredging methodologies and techniques, river training activities which may reasonably be deployed by the contractors, etc.), as well as sections corresponding with different dredge spoils disposal options (e.g., in river and on land, and different alternatives to each) and alternative vessel shelter locations. The list of potential river depth maintenance techniques will be provided by BIWTA as an output of the feasibility stage analysis being carried out in parallel. Within each section, the assessment should focus in particular on the identified VESCs. A summary table should also be included highlighting the major environmental and social impacts or risks associated with each alternative discussed, as well as mitigation and management measures for each, and an assessment of residual impact if any. Impact assessment shall also consider the without project scenario. Special attention should be given to: (a) Environmental impacts on and risks to the aquatic, estuarine and marine environment resulting from: (i) direct effects of different dredging techniques / activities and other potential river depth maintenance activities, including but not limited to changes to water quality (such as through re-suspension of potential riverbed contamination as well as increased turbidity etc.) and related effects on aquatic biodiversity, impacts to the aquatic environment and habitat from in-river disposal of dredge spoils (in particular where sediments are contaminated with hazardous substances); changes to river hydrology and morphology (including downstream of the area of intervention and in sections of the river on either side of the designated IWT route), etc.24, (ii) occupational health and safety risks and issues; and (iii) indirect and induced effects and associated environmental risks related to increased traffic of cargo ships, barges and passenger ferries along the IWTs and at ferry crossing locations. A sediment dispersion modeling study is to be carried out to simulate the fate of fine sediment associated with dredging (e.g. suspended sediment concentration plumes, deposition rate) and predict the potential impacts of the proposed dredging operations. (b) Environmental impacts on and risks to the terrestrial environment (including river floodplain) resulting from: (i) direct and indirect impacts of construction and use of vessel shelters, (ii) direct and indirect impacts of on-land dredge spoil disposal sites and eventual re-use of spoils for land-filling, (iii) impacts to operations and physical integrity of existing terminals, jetties and landings, or other infrastructure along or near river banks that may be affected by localized changes to river morphology and/or dredging machinery and equipment; as well as (iv) induced onshore impacts associated with increased IWT and ferry crossing traffic and movement of cargo. Relevant impacts to analyze include in particular: impacts related to on-land disposal and final end-use of contaminated dredge spoils; noise and air quality impacts to important species, local communities or other VESCs (especially near areas of likely frequent dredging, vessel shelter locations, and ferry crossing locations where ships may idle for extended periods); impact on land resources, loss or degradation of habitat; erosion of riverbanks or shoreline and associated impacts to on-shore land uses; modifications to natural drainage patterns and groundwater elevation from spoil disposal and on-shore uses; increase in hunting or harvesting of natural resources near vessel shelter areas, safety risks or impacts to local communities or vessel movement, etc. (c) Socio-economic impacts on populations in relation with the investments and activities in project area, including but not limited to effects to water-related economic activities (e.g., fisheries, flood plain agriculture, transportation for cargo/passenger movement, tourism / recreation, etc.); health effects (e.g., increased incidence of water-borne and water related diseases); loss of agricultural lands or other land uses; destruction of properties; loss of livelihood or other social disruption; relocation of infrastructures; unplanned settlements; impacts to human health associated with disposal and potential re-use of contaminated dredge spoils, social impacts of noise and air emissions; threat or impacts to cultural and historical sites or artifacts; demographic changes; potential for HIV/AIDS and other sexually-transmitted diseases associated with workforce (as applicable). Also identify the impact due to resettlement and new livelihood options. (d) Cumulative Impact Assessment of the proposed project activities, and of the 24 The consultant should refer in particular to dredging sections of the World Bank Group EHS General Guidelines as well as EHS Industry Guideline on Ports, Harbors and Terminals, both available for download at www.ifc.org/ehsguidelines, for additional specific guidance on dredging impacts, and GIIP measures and standards for their minimization and mitigation. induced effects of the project such as increased traffic on the river, increased availability of sediment for on-land purposes, etc., when taken together with other actual or planned development activities in the project area. Such activities may include, for example, river training or river management / flood protection projects, port or terminal development or expansion projects, development of polders or other coastal / estuarine infrastructure, tourism development, road and bridge development projects, etc. For this analysis, the consultant will identify Valued Environmental and Social Components specifically relevant to the Cumulative Impact Assessment based on inputs from stakeholders, and will assess the potential impacts of multiple development activities on the VESCs. (e) Potential environmental and social benefits of the project. This notably should include an assessment of dredging spoil demand and markets along the river routes, to develop understanding with the local people on dumping sites and needs/demands for land development along the river routes. Identify and assess the demand for dredged spoil and reservations of the communities on dumping sites and the priority uses of dumped spoils by different groups within the communities. 5.7 Analysis of Alternatives Analyze alternative approaches to meeting the project objectives from an environmental and social perspective. Include the no-action alternative in the comparison of the various with-project alternatives. Compare and rank also the environmental and social costs and benefits of various technical alternatives to river maintenance. Consider as well alternative locations for dredge spoils disposal (including the potential socioeconomic benefits as well as environmental impacts and risks of on-shore vs. in- river disposal in different locations), as well as alternative siting of vessel shelters. 5.8 Development of an Environmental Management Plan (EMP) Identify key mitigation and enhancement approaches and prepare the impact specific mitigation measures. The EMP should be organized into sections corresponding with (a) river and ferry crossing depth maintenance activities; (b) dredge spoils disposal; (c) vessel shelter siting, construction and operation/maintenance, and (d) management of induced and cumulative effects (as applicable): Each alternative river depth maintenance method (dredging technologies or other method such as river training) should have specific mitigation, management and monitoring measures outlined, with roles and responsibilities specified. The monitoring plan should clearly indicate the sampling locations, frequency, sampling methods, and the standards against which those monitored values will be compared. For dredge spoils disposal, the consultant should outline selection criteria for specific spoil dumping locations (both in-river / in-ocean and on-land) based on principles of minimizing negative environmental and social impacts, maximizing environmental and social benefits, social inclusion, availability of land and concerns of local communities, and local demand / potential secondary market for dredge spoils (such as for construction projects). Propose specific locations for spoils dumping based on these criteria. Dumping location plan shall include area of the dumping spots, depth of dumping spoils, estimated volume of dumping spoils, and locations map of dumping sites with GPS location. The design of dumping sites shall be tailored to the specific baseline conditions of sediment type and quality encountered in each area where dredging will take place, as well as potential end-uses of the spoils. E.g., if baseline assessments indicate that sediment contamination levels exceed permissible limits for human health and safety for a given end-use, the spoils dumping site should include an area where such contaminated spoils can be deposited, isolated, remediated if required, or directed to appropriate end-uses for which contamination levels are acceptable. Different cells or holding areas for different sediment qualities and types (sand, clay, etc) as well as different levels of potential contamination (if applicable) should aim to maximize end-uses and secondary market development. Since the contractor will be engaged for long term (proposed 6 year) and every year dredging work may be required to maintain the specified river depths, the EMP will also focus the mitigation plan for the subsequent year to address environmental and social requirements associated environmental and social management aspects. The EMP will includes anticipated impacts to be generated, corresponding mitigation measures and a guideline of dredge spoils management. For vessel shelters, the consultant should outline selection criteria for specific locations and designs based on principles of minimizing negative environmental and social impacts, maximizing benefits, social inclusion, availability of land, and concerns of local communities. Propose specific locations, or alternatively indicate areas that would not be appropriate for vessel shelters, based on these criteria. Outline required mitigation and management measures for their construction and ongoing operation and maintenance. For any significant identified cumulative and induced effects of the proposed activities, the EMP should outline potential measures which could reasonably be addressed by BIWTA or other entities in the context of the project, including monitoring activities as appropriate. Estimate the impacts and costs of the mitigation measures and of the institutional and training requirements to implement them. If appropriate, assess compensation to affected parties for impacts that cannot be mitigated. The EMP should include proposed work programs, budget estimates, schedules, staffing and training requirements, and other necessary support services to implement the mitigating measures, monitoring, etc. Include measures for emergency response to accidental events (e.g. entry of raw sewage or toxic wastes into rivers, streams, etc). Prepare a detailed plan to monitor the implementation of mitigating measures and the impacts of the project during rehabilitation and operation (eg, emission and ambient levels of pollutants where these may be detrimental to human health, soil erosion, changes in the floodplain, etc). Include in the plan an estimate of capital and operating costs and a description of other inputs (such as training and institutional strengthening) needed to implement the plan. Include a regular schedule of monitoring the quality of surface and ground waters to ensure that mitigation measures are effective. Provide guidance for reporting and enforcement and conducting environmental audits. Estimate the costing of EMP and define the roles and responsibilities of officials, staff, consultants and contractors of BIWTA on environmental management to ensure full implementation of the EMP. If required, recommend capacity enhancement measures for implementation, and describe in details who will (a) implement the environmental mitigation activities (b) carry out environmental monitoring; (c) supervise environmental mitigation and monitoring; (d) design, implement and apply the environmental management information system (EMIS); and (e) prepare monthly / quarterly progress reports on environmental management. Review the responsibilities and capability of institutions at local, provincial/regional, and national levels and recommend steps to strengthen or expand them so that the EMP may be effectively implemented. The recommendations may extend to new laws and regulations, new agencies or agency functions, intersectoral arrangements, management procedures and training, staffing, operation and maintenance training, budgeting and financial support. Prepare stand-alone sections of the EMP pertaining specifically to the performance based contractors (one section for each contract). These sections shall include all requirements and EMP elements that pertain to them, and shall be presented in a format that it can be annexed to bid documents. 5.9 Development of a Social Management Framework Prepare Social Assessment report and Social Management Framework for activities related to the IWT maintenance activities following the World Bank guidelines on social development and safeguards. In addition to social issues covered under para 5.5. (a) b and c, the SMF will cover the following: (a) Review policy and acts/ regulations of Bangladesh and the World Bank (OP 4.10, 4.12) in order to identify applicable provisions in the use of land for disposal of dredge materials and suggest ways to fill any gap between Bangladesh and World Bank requirements. (b) Legal, policy and administrative framework on the basis of review of relevant laws, policies and practices of disposal of dredged material on land. (c) Methodology to identify encumbrance free land; (d) A transparent procedure for information dissemination and consultation with land owners for disposal of dredged material; (e) Describe sequential work flow for the above two points (a) and (b) for disposal of dredged material on land with assigned responsibility and time frame for each activity listed in the work flow. Develop mobile application for real time flow of information of implementation of each activity which will supported with photographs from the site and geo-tagged to enhance transparency and project supervision. (f) Formats for Memorandum of Understanding for disposal of dredged material on private land. (g) For investments that will lead to land acquisition and or displacement of people dependent on land, irrespective of ownership, Entitlement matrix to be prepared to restore the livelihood of the affected. Based on which, prepare a Resettlement action Plan including Indigenous People development Plan (for Tribal communities, if required) for the identified sites This will also include a work flow chart and develop mobile application for real time flow of information of implementation of each activity which will supported with photographs from the site and geo-tagged to enhance transparency and project supervision. Stand- alone RAP ensuring that informed consultation have been held along with customized mitigation and implementing mechanism for the RAP (first year program, if required.) (h) Monthly/quarterly monitoring formats for progress reports. (i) Review the responsibilities and capability of institutions at local, provincial/regional, and national levels and recommend steps to strengthen or expand them so that the SMF for the project and RAP for the first year may be effectively implemented. (j) Estimate the cost for implementing the SMF (including RAP for the first year project) that includes capacity building, monitoring and cost towards ICT tools for supervision of SMF. (k) For subprojects with no land acquisition, a Social Management Plan will be prepared. (l) All safeguards documents will have a Grievance redress mechanism that is required to be accessible, transparent unbiased and cost/time effective for the complainant. (m)All safeguards documents including SMF and RAP will integrate gender in all aspect particularly in the stakeholders mapping/ consultation, in the socioeconomic data, in the mitigation measures and in the implementing mechanism. (n) The SMF and RAP will have, but not limited to, the following, i) a legal framework, ii) a stakeholder consultation strategy that will be followed over the project cycle, iii) an implementing mechanism, iv) disclosure requirements, v) monitoring and evaluation for social and social safeguards issues, vi) capacity building measures, vii) a budget, etc. 5.10 Public Consultations / Stakeholder Engagement and Disclosure. The Consultant will assist BIWTA in coordinating and executing public consultations and engagement with stakeholders as part of the EIA/SIA and SMF process. The studies will require consultation with groups likely to be affected by the proposed project (including communities, NGOs, IWT and ferry crossing user groups, and government at different levels) on the project objectives, activities, and its environmental and social aspects including potential impacts, risks, and mitigation measures, as well as benefits. Consultation with communities will include, in particular, stakeholders at the locations selected for spoils dumping and for vessel shelters. Consultations and discussions with stakeholders will begin during the screening and scoping stage, and will continue during the baseline data collection process, as well as when drafts of the EIA/SIA and SMF are available. Consultations on the draft EIA/SIA and SMF should include, among other smaller community meetings and focus group discussions, two or more formal workshop events targeting local, regional and national stakeholders. The modes of invitations for public consultations should include local paper, miking and text message from cell phone. Prior to carrying out consultations on the full draft studies, the consultant will support BIWTA in ensuring that the drafts are made available in a public place accessible to affected groups and local NGOs being consulted. Relevant materials will be provided to affected groups in a timely manner prior to consultation and in a form and language that is understandable and accessible to the groups being consulted. It should be noted that the independent EA and SA consultants being contracted by MoS will also assist with preparation of consultation materials. The Consultant should maintain a record of all public consultations including formal events as well as focus group discussions, surveys, one-on-one interviews and other methods. Where possible, both written and pictorial / video proof should be provided. All consultation records should indicate: consultation method used to seek the views of affected stakeholders; the date and location of each consultation event, a list of the attendees and their affiliation(s) and contact information; a summary of the information provided and discussed; a summary of feedback provided by participants, and BIWTA’s response to the feedback indicating how it will be taken into account. Each draft EIA/SIA and SMF will be finalized after incorporating the comments from the consultations. The consultant will translate and finalize the executive summary of the EIA to Bengali, as well as the full SIA and SMF, and CSAP(not just executive summary). The consultant will also support screening-stage consultations for development of the EMF and SMF of the river terminals and launch ghats. These consultations will be led by the separately contracted individual environmental and social consultants under MoS. However, Bengali translation support for discussions with stakeholders, and other logistical support in the field, should be provided if needed by the MoS consultants. Work planning for such needs will be done jointly with the MoS consultants so as to minimize additional effort required. The consultant shall also provide written translation support to the MoS consultants to translate the overall EA Executive Summary being prepared by the MoS Environmental Consultant, which covers the full project scope of works including also river terminals and launch ghats, to Bengali, for public disclosure. The consultant will also develop the consultation, participation and communication strategy and action plan which will assist BIWTA to meet the interest from a wide range of stakeholders, including international development partners, infrastructure agencies, media, civil society organizations, NGOs, Universities, and Research Centres at national and local level, and local government institutions and communities in the project areas. The action plan will also assist BIWTA in seeking participation of the stakeholders and their cooperation for improved design and develop and follow a spoil disposal plan to maximizing the project benefits. The consultant should develop clear objectives, set specific targets, and identify the activities for execution and tools for evaluation of the strategy. The strategy and action plan will be closely linked to the BIWTA’s work program for implementation of the project. 6. Consulting Team composition Following is an indicative allocation of manpower for the EIA and SIA studies. This is an initial estimate only for team and budget planning purposes, and should not be taken as a fixed allocation. The Consultant is free to employ resources i.e. support staff as they see fit to carry out the assignment within stipulated time and meet the requirement of this service. Table 1: Composition and estimated level of effort required of the environmental and social impact assessment study core team Sl. Position Estimated man months 1 Environmental Expert/Team 6 Leader 2 Water Resources Expert/ River 3 Hydrologist Coastal Hydrologist 3 Modeler (sediment dispersion) 2 3 Agriculture Expert 3 4 River (Aquatic) Ecologist 6 5 Terrestrial (Floodplain/Char land) 3 Ecologist 6 Senior Socio-Development 6 specialist 7 Media and Communications 3 Specialist 8 Junior Water Resources 6 Professional 9 Junior Agriculture Professional 5 10 Junior environmental expert/River 10 Ecologist 11 Junior environmental expert / 10 Terrestrial Ecologist 12 Junior Socio- Development 15 specialist 13 GIS expert 2 14 English-Bangla report translator 1.5 15 Environmental Engineer with 4 Sl. Position Estimated man months expertise in pollution management 16 Survey specialist 4 7. Schedule/Duration of the study The study period is anticipated to run from beginning of September, 2015 until end-March, 2016 (an estimated 7 months), although the bulk of work would be completed by early January 2015. The assignment shall proceed in a phased manner as outlined in section 5: Scope of Services, starting immediately with baseline data collection and proceeding in a phased manner as key inputs are received from BIWTA, including estimates of dredging requirements and volumes. It is understood that completion of the study within the stipulated timeframe will require timely receipt of required key data inputs from BIWTA as outlined below. If there are delays in receipt of these inputs, the EIA/SIA and SMF timeline may also be correspondingly delayed. The study period to finalize the EIA and SIA to include all geographic areas which are not part of year-one bid packages will be carried out subsequently, as data becomes available. Presently it is anticipated that all such data will become available by early January 2016, although unforeseen delays may occur, or data may also be available sooner. In this case, the final delivery date for the updated / finalized EIA and SIA including detailed assessments and management plans for all project areas would be correspondingly adjusted. The detailed workplan to be proposed by the consultants shall lay out the proposed detailed sequencing of these tasks. 8 Reports After commencement of the studies, separate EIA/EMP and SIA/SMF reports will be submitted in 3 copies as follows (assuming timely delivery of required inputs from BIWTA, as discussed above): An inception report, by -September 2015; A screening and scoping report, including initial findings of environmental and social screening, final definition of project study area, full outline of EIA, SIA and SMF, IEE including detailed full TOR for national environmental clearance, detailed workplan and schedule, and stakeholder engagement/consultation plan for completing the studies will be submitted by end-September 2015. Separate first drafts of the Environmental Impact Assessment and Social Impact Assessment/Social Management Framework, Communications Strategy and Action Plan (CSAP), covering the entire project area of influence at a high level, and detailed impact assessment and management planning for all areas for which hydrographic survey data and estimated dredge volumes is available by end-September, will be submitted in 3 (three) copies by November 1, 2015,) prior to disclosure and consultations on the drafts. Bengali translations of the draft EIA Executive Summary, SMF and SMP/RAP as applicable (full), and overall project EA Executive Summary covering all project investments including river terminals and launch ghats (the last of which is being developed separately by MoS individual environmental consultant) by November 15, 2015.25 Interim revised draft EIA and SIA/SMF, and CSAP incorporating feedback from BIWTA and World Bank on the first draft, by November 31, 2015. The Final Pre World Bank Appraisal Environmental Impact Assessment and Social Impact assessment/Social Management Framework, covering in detail all project areas to be included in year-one bid package(s), and taking into account feedback from consultations, BIWTA and the World Bank,as well as updated to reflect dry season baseline data, will be submitted in 3 (three) copies by January 3, 2016. Updated/final Bengali translations of the EIA Executive Summary, SMF and SMP/RAP as applicable (full), and of overall project EA Executive Summary (including river terminals and ghats) being developed separately by MoS individual environmental consultant, by January 17 , 2016. The final comprehensive detailed EIA and SIA/SMF, CSAP updated to include detailed assessments and management plans for all geographic areas covered by year 2 bid package(s), shall be submitted by a date to be agreed later with BIWTA, initially estimated for March 15, 2016. 9. Duties and Responsibilities BIWTA’s Responsibility The consultants shall work under the supervision of the Project Director, BIWTA, and shall be supported by the Deputy Director (Survey), Department of Hydrography, BIWTA. The specialized departments of BIWTA shall assist the project team as required for the study. For survey and data collection, the consultants shall work with the concerned Executive Engineer under the guidance of the PD of the project. In addition, BIWTA will provide or make available data and records as per existing rule. In particular for this TOR, BIWTA will provide the following data inputs to the consultants, as per the following timeline: 25 The deadline for translation of the overall EA Executive Summary being developed by the MOS Environmental Consultant (which includes also river terminals and launch ghats) assumes that the English language version of this document is received from the MOS Environmental Consultant by November 5, 2015. Maps of the IWT routes, ferry crossings, as well as indication of problem areas or zones where dredging or other river maintenance activities are presumed to be required by the contractors, and minimum dimensions and alignment requirements (width and depth, distance from bank line, etc.) for each route and ferry crossing(to be provided immediately); Proposed locations for the five vessel shelters (to be provided immediately), as well as a concept design and dimensions for the shelters(to be provided by end August) ; Any information already in the possession of BIWTA about the routes, such as limited/partial time-series data, historical maps, satellite images, existing hydrographic charts and cross-sections, water level data, and flow velocity data, etc. relevant to carrying out the study (to be provided immediately). Full, recent (2015) hydrographic survey data for the IWT routes and ferry crossings (to be provided by end-September 2015 for everywhere but Sandwip island area, and end-December for Sandwip Island area); Initial location-wise estimates of expected dredge volumes for the IWT routes and ferry crossings (i.e., amount required to be dredged to re-establish the classified route dimensions) (to be provided on a rolling basis beginning two weeks after the start date of hydrographic survey activities) A list of potential dredging or other river maintenance technologies and methods which may be utilized by the performance based contractors (to be provided by end August 2015). The Project Director, BIWTA will ensure that the objectives of the study as detailed in the ToR are achieved within the agreed time schedule and that the recommendations of the project are accepted to GoB. He will in the context of the ToR direct the planning process and work programming supervise the execution of the study and monitor progress according to the said objectives The consultants will have regular meetings with the BIWTA professional staff and to discuss technical and project management issues. Any unresolved issue technical or otherwise should be taken up with the Chief Engineer, BIWTA. BIWTA will make arrangements for BIWTA officials and the consultants to meet the concerned GoB agencies in Dhaka and the project area to enable the agencies to be aware of the project objectives from its inception and to be involved in adapting their needs, particularly in relation to such matters as land requisition, bank protection, and disposal of dredged material. Consultant’s Responsibility The consultant will carry out the study as detailed in `Scope of Works' up to the standard acceptable to the Authority and with the best interest of the Government with utmost care, skill and diligence with sound engineering, administrative and financial practices. The consultant shall be responsible to BIWTA for discharge of responsibilities. The Team Leader will be responsible to the Project Director, BIWTA for proper and timely execution of all the activities of study mentioned in the ToR of the project. Consultant shall make available all the collected data and results to other agencies concerned (if needed) upon approval of the Authority. Make necessary arrangements for site investigations and data collection as needed to accomplish the assigned task. Ministry of Shipping’s Participation Ministry of Shipping (MoS) will engage one independent Environmental Safeguard Specialist and one Social Safeguard Specialist to oversee and provide guidance on the EIA/SIA and SMF studies. They will interface with and guide the IWM study team on an ongoing basis to make sure that the resulting studies are fully compliant with applicable environmental and social safeguard policies of the World Bank. They will also facilitate the engagement with the World Bank during the study period to keep them up to date on progress, relay key issues and findings, and be the primary point persons for receiving feedback on draft and final deliverables to communicate to the full consultant team. Activity and deliverable schedule Activity and deliverable schedule of the environmental and social impact assessment study of the river routes, three ferry crossing routes, and five vessel shelters under this project is presented in table 2. As noted above, it is understood that completion of the study within this timeframe will require timely receipt of required key data inputs (principally, updated hydrographic survey maps and data, and estimated dredge volumes, for all areas of the study area) from BIWTA in line with the timeframe outlined below. For the second EIA/EMP and SIA/SMF for Sandwip Island area, refer to section 8.2 for initial schedule of deliverables. Detailed schedule for this second set of studies shall be proposed by the consultant in the screening and scoping report. Table 2: Activity and Deliverable Schedule Sl. Activity and Deliverable Month No . Sept2 Oct Nov Dec Jan Feb- 015 2015 2015 2015 2016 March 2016 Sl. Activity and Deliverable Month No . Sept2 Oct Nov Dec Jan Feb- 015 2015 2015 2015 2016 March 2016 1. Collection of available information from BIWTA including maps of the IWT routes and ferry crossings, indication of problem areas where dredging or other river maintenance activities will be required, proposed locations and concept designs for the five vessel shelters; list of potential dredging or other river maintenance technologies and methods which may be utilized by the performance based contractors; and all other information already in the possession of BIWTA as required for carrying out the study. 2. Initial work planning and inception report 2. Screening and scoping 3. Collect secondary/primary data and establish environmental and social baseline condition (second period to cover dry season, if required) 4. Conduct stakeholders’ consultations at different stages of the EIA and SIA studies Receipt from BIWTA of hydrographic survey data and estimated dredge volumes (first data delivery in mid-Sept, and then every 2 weeks subsequently through end-Nov.) Sl. Activity and Deliverable Month No . Sept2 Oct Nov Dec Jan Feb- 015 2015 2015 2015 2016 March 2016 5. Environmental and social impact assessment (second bar represents updating to include detailing out assessment for all year-2 bid package areas) 5. Prepare environmental management plan and social management framework (second bar is for detailing out management plans for all year-2 bid package areas) 6 Submission of initial Draft EIA and SIA Reports, including Bengali translations of EIA/SIA and of separately prepared EMF/SMF and ESA Executive Summary 7 Submission of interim revised draft EIA and SIA reports 8 Submission of Final World Bank Pre-Appraisal EIA and SIA Reports, including updated Bengali translations of all items listed under (6) 9. Submission of Final comprehensive EIA and SIA reports, including detailed planning for year 2 bid package areas. Annex 1. Maps of Locations for Project Interventions (preliminary – BITWA will share will slightly updated versions of these maps with the consultant prior to initiation of work. Specifically, route 3 around the northern part of Dhaka will be removed, and some adjustments to vessel shelter and launch ghat locations will be made.) Annex 2: detailed list of routes, and remarks on prioritization for surveying Dhaka – Chittagong Corridor with extensions to Narayanganj, Ashuganj and Barisal River Routes Item River(s) From To Length Existing BIWTA Remarks (km) (BIWTA) Route River Reference Class Main Dhaka-Chittagong Corridor Route 1 Buriganga Dhaka (Zinzira Munshigang 30 1 Part of Survey & Subsequent Maintenance Priority Dhaleshwari and River Ghat) Route 1 Mehhna 2 Meghna Munshigang Chittagong 250 1 Part of Survey & Subsequent Maintenance Priority Route 1 Narayanganj Extension 4 Shitalakshya Gorashal Demra 35 3 Survey Priority + subsequent upgrade and maintenance to Class 1 5 Shitalakshya and Demra Munshigang 22 1 Survey & Subsequent Maintenance Priority Meghna Ashuganj Extension 6 Meghna Ashuganj Munshiganj 83 1 Survey & Subsequent Maintenance Priority 7 Meghna Raipura Loop 26 1(?) Secondary Priority 8 Meghna Nasingindi Loop 28 3 Secondary Priority 9 Meghna Bancharampur Homa Loop 58 3 Secondary Priority 10 Meghna Homna Daukandi 32 New Secondary Priority 11 Meghna Daukandi Shatnal 17 2 Secondary Priority Barisal Extension 12 Meghna and Approach from Alubazar North of 83 2 Secondary Priority Arial Khan Batamara up-to At Hazar 13 Meghna and Approach via Muladi upto At Hazar 40 3 Secondary Priority (forms part of approach from Nayabhanga Alubazar) 14 Meghna and Appoach via Hijla upto At Hazar 32 2 Secondary Priority Nayabhanga 15 Mehhna, Approach via Ilisha upto At Hazar 37 1 Survey & Subsequent Maintenance Priority Tentulia and Maskata 16 Bishkhali At Hazar Jhalokati 30 1 Survey & Subsequent Maintenance Priority Ferry Crossing Routes 17 Meghna Chandpur Shariatpur Not Survey & Subsequent Maintenance Priority Listed 18 Meghna Lakshmipur Bhola Not Survey and Subsequent Maintenance Priority Listed 19 Tentulia Beduria Laharhat Not Survey and Subsequent Maintenance Priority Listed Annex C: Baseline Quality Data (detailed tables on water, sediment, air and noise quality) Laboratory Test ID, Locations, River Names & Coordinates of the Environmental Sampling (Water Quality, Soil, Benthic and Plankton) ID. Location River Name Coordinate 1 Harinaghat, Chandpur Lower Meghna 23° 11´ 44.33´´ 90° 37´ 40.57´´ 2 Gozaria, Munshiganj Upper Meghna 23° 32´ 58.93´´ 90° 34´ 46.03´´ 3 Boktabali Ferryghat, Narayanganj Dhaleswari 23° 36´ 41.37´´ 90° 27´ 26.64´´ 4 Araihazar, Narayanganj Shitalakhya 23° 37´ 23.62´´ 90° 30´ 42.31´´ 5 Vairab, Ashuganj Upper Meghna 24° 2´ 12.59´´ 90° 59´ 15.33´´ 6 Sadarghat, Dhaka Buriganga 23° 42´ 18.78´´ 90° 24´ 30.66´´ 7 Near Vasan Char (Chukkhalighat, Sandwip) Bay of Bengal 22° 20´ 7.40´´ 91° 21´ 58.75´´ 8 Near Chairman Ghat (Noakhali) Lower Meghna 22° 28´ 19.35´´ 91° 1´ 46.77´´ 9 Near Beduria Launch Ghat (Sripurdwip, Barisal) Ilisha River 22° 41´ 18.52´´ 90° 30´ 56.83´´ 10 Near Hizla (Mehendiganj, Kaliganj) Lower Meghna 22° 54´ 43.15´´ 90° 38´ 27.56´´ 11 Near Ilisha Ghat (Tulatali Bazar, Vola) Lower Meghna 22° 43´ 56.14´´ 90° 39´ 24.40´´ 12 Near Dawlatkhan Launchghat (Vabanipur Lanchghat) Lower Meghna 22° 38´ 4.68´´ 90° 46´ 6.41´´ Monsoon Period Water Quality Test Plankton Test River Bed Sample Test Benthic Test Air and Noise Quality Test Dry Period Water Quality Test Plankton Test River Bed Sample and Soil Sample Test Results (12 Regular Locations and 1 Dredging Location for River Bed Sample, 5 Potential On Land Disposal Site for Soil Sample) Soil Sampling at the potential on land dredged material disposal locations (Locations and Laboratory Test ID): ID Location River Name Coordinate 1 Char Sonarampur, Upper Meghna 24° 02´ 52.09´´N Bhairab bazar, 91° 00´ 23.62´´E Ashuganj 2 Char Chartola, Bhairab Upper Meghna 24° 02´ 13.55´´N bazar, Ashuganj 90° 59´ 45.02´´E 3 Boro Char, Munshiganj Upper Meghna 23° 21´ 18.09´´N 90° 35´ 3.65´´E 4 Selimabad, Branch of Upper 23° 45' 19.41"N Bancharampur, Meghna 90° 48' 9.45"E Brahmanbaria 5 Opposite Bank of Branch of Upper 23° 43' 12.54" N krishnanagar, Homna, Meghna 90° 46' 48.70"E Comilla River Bed Sampling at one of the probable dredging locations in Branch of Upper Meghna River (Location and Laboratory Test ID): ID Location River Name Coordinate A-285 Homna, Comilla Branch of Upper 23° 43´ 12.54´´N Meghna 90° 46´ 48.70´´E Benthic Test Air & Noise Quality Test Annex D: Survey Data Water Level Data Discharge Measurement Annex E: Biodiversity Management Plan INTRODUCTION: Biodiversity has a very close relationship between ecosystem services and livelihoods when allocating land and natural resources. Healthy ecosystems ensure human well-being by providing food, materials (e.g. wood, crops, fibre, fruits and vegetables) and clean water, and also by breaking down waste materials. In addition, many plants and other organisms are useful in medical research or contain substances used as medicines. Minimising environmental harm is therefore a fundamental requirement for the sustainable operation of all developmental activities. Altering river beds through dredging and management of the dredged materials in an area rich in biodiversity and harbouring critically endangered species require preparation and implementation of biodiversity management plan (BMP). It is important to manage biodiversity as part of responsible and proactive risk management which in the past has mostly been ignored and/or not given due priority. Managing biodiversity can also result in cost savings, because nature can typically provide services more economically and efficiently than man-made infrastructure (for example discharging and treating water in a wetland instead of a treatment plant). There are potential new revenue streams as well, where biodiversity on a site might be valued by people enough for them to pay to visit or enjoy it, for example, river cruising, bird- watching, or swimming and fishing in a wetland. It is imperative to demonstrate responsible business behaviour for any institution, project, or business by minimising their ecological footprint and ensuring the welfare of the communities and environments in their areas of operation. Projects implementing BMPs are more likely to avoid operational risks and gain public and consumer support. Large-scale projects and industries both depend and impact upon biodiversity and ecosystem services. Extracting has a direct negative impact, (although this can be minimised), while rehabilitation, if done appropriately, can have a neutral or positive impact on biodiversity. The local situation is important to understand when considering this impact – for example when operating within protected or ecologically sensitive areas. Projects also depend on biodiversity in a more indirect way, particularly through the provision of ecosystem services. For example, the availability of water, biomass fuel, water filtration services by wetlands, as well as trees and plant species for rehabilitation. The project thus require a management plan for impact assessment and implementing mitigation measures for the biological diversity in general and specifically the key ecosystems and threatened species. The BMP is the result from the biodiversity baseline survey and socio-economic situation analysis of the project area and would address, guide, monitor and minimize the impacts of the project activities. The guidelines would give the contractors (outsourced to a national NGO specialized in wildlife research, monitoring and management) instructions to implement and carry out activities to monitor the key species, ecosystems and document changes in a systematic manner including seasonal variations. This documentation and dissemination of information would allow the project management to act in a rational way without causing any colossal harm to the biodiversity or ecosystem. Rather innovative ideas and activities are suggested to enhance the biodiversity, restore the habitats and benefit from the ecological services. PROJECT DESCRIPTION: The development objective of the project is to increase the capacity, reliability and safety of inland water transport along the Dhaka-Chittagong corridor. The project activities are intended to ensure more private sector involvement in inland water transport (IWT) sector and increased number of country boats and vessels as inland transport. The proposed activities might result in significant environmental impacts, if the investment activities are not properly planned, designed, executed, and maintained. Further to that, the project will provide an opportunity to improve the institutional capacity for environmental management, social management, and safety in overall IWT sector. This project comprises four distinct physical components. They are i) Dhaka-Munshiganj- Gazaria-Chandpur-Chittagong River route, ii) Three associated river routes: Munshiganj- Demra-Ghorashal River route, Munshiganj-Ashuganj River route, and connecting routes (emerged from Dhaka-Chittagong route) approaching to Barisal, iii) Three ferry crossing routes (Chandpur-Shariatpur, Lakhmipur-Bhola and Beduaria-Laharhat), and iv) Six vessel shelters on the threat of cyclones and nor’westers at proposed locations along the routes. As physical interventions, capital and maintenance dredging at selected locations for the said river routes for the earlier three components have been planned, and construction of vessel shelters for the last one. A comprehensive ESIA has been carried out on each of the components. The purposes of the ESIA study are to foresee the probable impacts, their assessments, prepare environmental management plan (EMP), social management plan (SMP), and thus provide inputs into planning, design and implementing physical interventions. The project area habours globally and nationally significant biodiversity (species and habitats) and the study indicated that the project activities may have some impacts on the biodiversity rich habitats. Hence this Biodiversity Management Plan is prepared and will assist not only in mitigating the probable impacts but also contribute in protecting and conserving the species and their habitats. For further details of the project please refer to the main ESIA document. OBJECTIVE OF THE BIODIVERSITY MANAGEMENT PLAN (BMP): The objective of this BMP is to provide the key issues, explaining the connection between operations and healthy ecosystems, outlining some management approaches so that companies, contractors can progressively implement BMPs into site-level management through the development and implementation of an appropriately focused management plan. The BMP addresses the objective of the need for biodiversity conservation and encourages the measurement and monitoring of clearly stated biodiversity targets to minimise impacts and, where possible, to enhance biodiversity. BMP would act as an important tool to guide the project operation towards environmental friendly interventions for sustainable progress in river route transportation. A BMP is a practical site-specific document developed and used by the site management team to maintain or improve biodiversity values during the operational and post-closure phases, and to determine risks and opportunities before extraction begins. The development of BMP focused on identifying, evaluating, conserving (and if possible enhancing) the relevant aspects of biodiversity, and should serve to: • Avoid or mitigate biodiversity loss, with the objective of maintaining the diversity of species, habitats and ecosystems and the integrity of ecological functions • Contribute towards the remediation of significant global, regional and local biodiversity losses caused by expanding human economic activities • Realise the business opportunities that arise from biodiversity management • Respect the mitigation hierarchy • Address any biodiversity risks identified through an environmental and social impact assessment (ESIA), and • Respond to regulatory requirements that are relevant to BMPs like invasive species, protected species, protected habitats, nature conservation, and treatment of wildlife, waste management, pollution prevention and water management. • Respond to M &E results for correcting the course of action at all levels of operation LEGAL FRAMEWORK: Government of Bangladesh formulated several national strategies and promulgated laws for the protection of environment, nature, biodiversity and wildlife conservation guided by green policies for ultimate sustainable development in almost all sectors. The following documents have been prepared and referred to for biodiversity conservation in Bangladesh (Table 1). In addition, Bangladesh is a signatory to several multinational environmental agreements (MEA) for the protection and conservation of biodiversity. Details of these are provided in the main ESIA report. Table. 1. List of the various national documents related to biodiversity conservation and MEAs signed by Bangladesh. Details are provided in the ESIA main report. 1. National Biodiversity Strategy & Action Plan (NBSAP) 2007 2. 5th National Report for CBD 2016 3. Bangladesh Climate Change Strategy and Action Plan (BCCSAP), 2009 4. Environmental Conservation Act (ECA), 1995 and Amendments (2010) 5. Bangladesh Wildlife (Conservation & Security) Act, 2012 6. The Forest Act 1927 (amended 2000) 7. Protection and Conservation of Fish Act, 1950 (Amended 1963, 1970, 1982, 1995, 2000) & Protection and Conservation of Fish Rules, 1985 (Amended 1987) 8. The Embankment and Drainage Act, 1952 9. Open Place, Park & Wetland Conservation Act, 2000 (amended 2002) 10. Dredging and Dredged Material Management Guidelines, 2013 11. International Plant Protection Convention (IPPC) 1951 12. Plant Protection Agreement for the South East Asia and Pacific Region 1956 13. Convention on Biological Diversity (CBD) 1992 14. UN Framework Convention on Climate Change (UNFCCC) 1992 15. Convention on International Trade of Endangered Species of Wild Fauna and Flora (CITES) 1973 16. Ramsar Convention (Convention on Wetlands of International Importance especially as Waterfowl Habitat) (1971) 17. Convention for the Prevention of Marine Pollution from Land-Based Sources 1974 (amended 1986) 18. Convention on the Conservation of Migratory Species of Wild Animals (CMS) 1979 19. Memorandum of Understanding on the Conservation and Management of Marine Turtles and their Habitats of the Indian Ocean and South-East Asia (IOSEA Marine Turtle MoU) 2004 (under CMS) KEY BIODIVERSITY FEATURES (ONLY SUMMARY HERE, DETAILS IN ESIA) Within a relatively small geographic boundary, Bangladesh hosts a diverse array of ecosystems. Being a low-lying deltaic country and dependent on the monsoon rain, seasonal variation in water availability is the major factor, which generates different ecological scenarios of Bangladesh. Temperature, rainfall, physiographic variations in soil and different hydrological conditions play vital roles in the country's diverse ecosystems. The ecosystems of Bangladesh could be categorized into two major groups, i.e. (i) terrestrial, and (ii) aquatic. The land-based terrestrial ecosystems include forest and hill ecosystems, agro-ecosystems and homestead ecosystems; while seasonal and perennial wetlands, rivers, lakes, coastal mangroves, coastal mudflats and chars, and marine ecosystems fall into the aquatic category. Each of the ecosystems has many sub-units with distinct characteristics as well. Bangladesh is classified into twenty five bio-ecological zones (Fig. 1) some of which are constituted of one or more than one type of ecosystems. The Project Influence Area (PIA) consists of categories 4b, 4c, 4e, 8b, 8d, 11, and 12 of the bio- ecological zones and described in the ESIA report. Each of the bio-ecological categories contains a unique set of characteristics based on which the species composition varies. Some of the categories share the same species whereby the species have to adapt themselves to that particular niche. Fig. 1. Bio-ecological zones of Bangladesh (Source: IUCN 2002) All wildlife species including butterflies are protected under the Bangladesh Wildlife (Conservation & Security) Act 2012. The Protection and Conservation of Fish (Amendment) Act, 1995 mentions about the prohibition of killing fishes in destructive ways (like poisoning, polluting fish habitat, etc.), prohibition of catching, carrying or selling of fries, fingerlings and brood of rui (Labeo ruhita), kalbaus (L. calbasu) and gonia (L. gonius), catla (Catla catla), mrigel (Cirrhinus mrigala), hilsa jatka (Tenualosa ilisha) <23 cm during November to May; pangas (Pangasius pangasius) <23 cm during Nov-April; and shilong (Silonia silondia); shol (Channa striata); and Ayre (Mystus aur) <30cm during Feb-Jun; and prohibition of catching fries, fingerlings and post larvae throughout the year in the coastal region. About 267 species of freshwater fish inhabit the water bodies of Bangladesh (Rahman 2005, Mustafa 2013) of which about 200 species are small indigenous species (SIS). According to the IUCN Bangladesh (2000) fifty four (54) species (=20%) are endangered. The IUCN Redlist is currently being updated and the numbers and categories of fish and other fauna and flora species may change. The IUCN Global Species Programme working with the IUCN Species Survival Commission (SSC) assesses the conservation status of species, subspecies, varieties, and even selected sub-populations on a global scale, in order to highlight taxa threatened with extinction. The IUCN Red List of Threatened Species™ provides taxonomic, conservation status and distribution information on plants, fungi and animals that have been globally evaluated using the IUCN Red List Categories and Criteria (IUCN 2014). Meghna River is one of the major rivers in Bangladesh, especially famous for its great estuary that discharges the flows of the Ganges-Padma, the Brahmaputra-Jamuna and the Meghna itself. The Meghna has two distinct parts (Fig. 2). The Upper Meghna from Kuliarchar to Shatnal is a comparatively small river. The Lower Meghna below Shatnal is one of the largest rivers in the world because of its wide estuary mouth. The Lower Meghna is at times treated as a separate river. The Upper Meghna Flood Plain is a dominant freshwater environment inhabited by freshwater plant and animal species. The floodplain comprises a nutrient rich freshwater ecosystem supporting high fish production, and many aquatic species some of which are now endangered. Native waterfowl and migratory birds, freshwater turtles and other reptiles and amphibians depended on this system, and the area was rich in biodiversity. The construction of embankments along some sections of the Upper Meghna, effluents from the industries entirely changed the ecosystem. The free migration patterns of fish from the floodplain to the Meghna River and vice versa was disrupted, and fish production. Intensive agriculture and reduction in wetland areas have affected the habitat of migratory birds, freshwater turtles. The pressure from the increasing human population on the natural resources has affected the ecosystem. However the water quality is still favourable for many of the aquatic species like the freshwater turtles, otters, Gangetic dolphins, etc. The Lower Meghna River conveys the combined flows of the Brahmaputra, the Ganges and the Upper Meghna rivers and the discharge into the Meghna estuary is dominated by these three major rivers reinforced by the Dhaleshwari. All the three rivers are large. The Dhaleshwari-Meghna and the Padma are each 5 km wide at the confluence. The Lower Meghna has several small chars (braid-bars) in it, which create two main channels, of which Up per Me gh na Lo we r Me gh na Meghna Estuary Fig. 2. Project Influence Area - particularly the Upper Meghna, Lower Meghna River and Meghna Estuary. The orange-colour line indicates the navigation route. the large eastern one is 5 to 8 km wide. The western channel is about 2 km in width. Near Muladi the 1.5 km wide Safipur River is an offshoot from the right-bank. Further south, the Lower Meghna shifts into three channels: west to east flowing Tentulia (Ilisha) River, the Shahbazpur and the Bamni (now non-existent). The Ilisha River is a 5 to 6.5 km wide channel separating Bhola Island from the Barisal mainland. Shahbazpur Channel, 5 to 8 km wide, separates Bhola from Ramgati and Hatiya Islands and at its mouth are the Manpura Islands. One of the obvious features of the Lower Meghna is the braided bars exposed during periods of low flow and/or dry season, which are responsible for the multi-channel cross- section. Studies of the river have shown two distinct braid bar levels, those with elevations which are very close to bank top level and lower bars which are submerged during the majority of high in-bank flows. The upper sand bars, known as either islands or attached chars, are relatively stable and vegetated and are often inhabited. They can be considered as parts of the flood plain contained within the braid belt, only submerged during over bank flows. The lower braid bars are unstable and are being continually re-worked by the river. The effective management of flora and vegetation in project influence area is dependent upon a comprehensive knowledge and understanding of the species and communities that occur within the project’s area of influence. Some of the flagship faunal species and key habitats are mentioned below. Gangetic Dolphin/Irrawady Dolphin The Gangetic Dolphin (Platanista gangetica) or ‘shishu/shushuk’ (in Bangla, Fig. 3) is found in most of the areas of the Ganges-Brahmaputra-Meghna river system including Nepal, India and Bangladesh. This species is rated as ‘Endangered’ by the International Union for Conservation of Nature (IUCN) Red List (2010) with the wild populations decreasing drastically within the range countries. These dolphins share the same ranks as the tigers and great apes that are listed as a species endangered by trade on Appendix I of Convention on International Trade of Endangered Species of Flora & Fauna (CITES). The species is listed as a ‘flagship species’ by World Wide Fund for Nature (WWF). Water abstraction upstream decrease river depth and the appearance of sand bars during winter season cause danger to the dolphins as the river is divided into small segments, causing a segregation of populations in deeper pools, narrowing of the gene pool, increase in the intensity of fishing, increase in river traffic, pollution due to release of untreated effluents from industries, incidental and/or intentional capturing for oil extraction for use as fish attractant, liniment and aphrodisiac, etc., have become the major threats for its survival. The freshwater dolphins being an iconic species for the river ecosystem serve as a link between people and freshwater and a symbol of a healthy ecosystem. The positive side for the conservation by the presence and increase in the population of dolphins will mean that rivers are clean enough to draw water supplies, there is more and diverse assemblage of fish to support people and dolphins, effluents will need to be adequately treated before release, enough water in the rivers to reduce saltwater intrusion, restoration of floodplains, etc. Fig. 3. Gangetic Dolphin on the left and Irrawaddy Dolphin on the right Seasonality, food availability and environmental conditions of the water are the main factors of the Ganges River dolphin for its habitat use/preference (Hussain et al. 2011). Water depth increases during the monsoon months and decreases during the winter and summer months. During the winter and summer months, dolphins usually remain concentrated in the deeper sections (kums) of the rivers. This was reflected in the higher number of sightings during the winter and summer months and lower number of dolphin sightings during the monsoon months in the rivers (Rashid et al. 2015). The following Table 2 gives an idea of the dolphin density in different rivers of Bangladesh and neighbouring India. Optimum water depth preferred by the Ganges River dolphin throughout the year is mostly available in sections where scours in the river exist. Secondly, most river fishes occur or should have occurred in the scours of the rivers during the winter and summer months (Hussain 2010). The dolphins feed on fishes hence distribution, composition and abundance of their prey may also play an important role in the distribution and abundance of dolphins and consequently habitat utilization. Kasuya and Haque (1972) mentioned that the area from Upper Meghna to south of Gualanda is a goldmine for the dolphins. Table 2. Gangetic dolphin density in different rivers of Bangladesh and neighbouring India. Dolphin Author/Year Location Density Kasuya and Haque, 1972 Lower Meghna 0.22/km Kasuya and Haque, 1972 Upper Meghna& Upstream of Bhairab Bazaar 1.43/km Smith et al. 2006 Sunderbans, Bangladesh 0.47/km Smith et al. 2001 Lower Sangu River, Bangladesh 1.36/km Smith et al. 2001 Karnaphuli River, Bangladesh 0.47/km Sharma et al. 1995 Chambal River, India 0.27/km Sinha, 1997 Bhagirati River, India 0.37/km Downstream between Kahalgaon and Manihari Sinha et al. 2000 3.40/km [near Katihar], India Ganges mainstem, between Maniharighat and Sinha et al. 2000 1.50/km Buxar, India Vikramshila Gangetic Dolphin Sanctuary, Bihar, Choudhary et al. 2006 1.80/km India Wakid, 2009 Brahmaputra [856 km], Assam, India 0.23/km Padma River: Shangram – Dhalar Char, Pabna, Rashid et al. 2015 0.53/km Bangladesh Jamuna River: Dhalar Char – Nagdemra, Pabna, Rashid et al. 2015 1.45/km Bangladesh Accidental killing of dolphin in the form of by-catch in net fishing is a major threat for dolphins in the rivers of the project area. It was reported that accidental killing of dolphins through getting trapped or entangled in fishing nets were higher than the past. Other threats for dolphins in the rivers included oil spill from boats and ships, river erosion, low water depth during winter, use of harmful fishing gears (especially current net) and making cross dam of bamboos across rivers for fishing. As reported by local people, the practice of intentionally trapping and/or killing of dolphins in the rivers for commercial reasons is gradually gaining momentum for oil extraction. Remains of the dolphin body, particularly the head, are used in the brush pile fishery – certain sections of the river close to the banks is fenced using bamboos and piles of tree branches are used to provide a temporary refuge for the fish during the dry season when water level gets low. During dry season the fenced area is netted and fishes are caught. By putting the remains of the dolphin body and head together with the tree branches fishes are attracted by the smell as they decompose. The Lower Meghna supports both the Ganges Dolphin and Irrawady Dolphin (Fig. 3 above). However their distribution is marked by the salinity depending on seasonal freshwater discharge. The ecological boundary follows salinity and turbidity gradients, and implies that long-term monitoring of dolphin distribution patterns may prove insightful into the impacts of declining freshwater flows on other aquatic biota (Smith et al. 2006). The narrow geographic band between the coastline and the Swatch of No Ground (southwest of the Meghna estuary) is unique habitat for the seasonally mobile population of the Irrawaddy dolphin (Orcaella brevirostris). Farther offshore but still occurring in habitat influenced by freshwater inputs is the Indo-Pacific humpback dolphin (Sousa chinensis) and finless porpoise (Neophocaena phocaenoides). Then, a relatively short distance from the fluvial habitat is the Swatch-of-No-Ground where a burst of biological productivity created by upwelling currents supports large groups of Indo-Pacific bottlenose dolphins (Tursiops aduncus), Pantropical spotted dolphins (Stenella attenuata) and Spinner dolphins (Stenella longirostris), as well as a possible resident population of Bryde’s whales (Balaenoptera edeni). The Meghna estuary is occasionally visited by Whale Shark (Rhincodon typus). Sea Turtles The coastal waters and the Bay of Bengal support five species of sea turtles – Olive Ridley turtle (Lepidochelys olivacea), Green Turtle (Chelonia mydas), Hawksbill Turtle (Eretmochelys imbricata), Loggerhead Turtle (Caretta caretta) and leatherback (Dermochelys coraicea). Among the five species female turtles of three species - Olive Ridley, Green and Hawksbill – have been recorded to nest (Rashid 1997, Rashid & Islam 2006) in the Meghna Estuary and adjoining sandy beaches of the mainland. Female turtles have often been netted by the fishermen in the Lower Meghna River. Mating has been observed in areas south of the Sandwip Island in the Lower Meghna estuary and in the Bay near the Swatch of No Ground. The males usually stay in off-shore areas for mating with the females and do not come near-shore or on the beach while the females use the favourable sandy beaches of the islands and the coastline for nesting. Freshwater Turtles Some of the freshwater turtle species have also been recorded in the Lower Meghna estuary. One of the global top three critically endangered turtle species – Northern River Terrapin Batagur baska forages in the Lower Meghna Estuary and the Sundarban. Bangladesh is the last stronghold for this species as natural population of this species has been extirpated from the other range countries – Myanmar and India. Some other endangered species like Narrow-headed Freshwater Turtle (Chitra indica) and Asian Giant Turtle (Pelochelys cantorii) also share the same habitat. Gangetic Softshell and Peacock Softshell turtles are also found in the estuary (Rashid & Swingland 1997). The Upper Meghna and the other river network support several other species like Crowned River Turtle (Hardella thurjii), Three-striped Turtle (Batagur dhongoka), Tent River Turtle (Pangshura tentoria), and some of the common species like Peacock Softshell (Nilssonia hurum), Roofed Turtle (Pangshura tecta), Yellow Turtle (Morenia petersi) and Spotted Flapshell (Lissemys punctata). These freshwater turtles are in great demand locally for consumption as food by people of a particular religious faith and are collected/hunted illegally by the fishermen and some professional hunters/collectors. Migratory/Local Resident Waterbirds The Padma-Jamuna-Meghna Rivers as well as the Lower Meghna estuary are also key habitats for some of the migratory and local resident waterbirds, including some globally critically endangered birds. Considering the importance of the riverine and estuary ecosystems and as the staging and refuelling areas for migratory birds the BirdLife International has declared some areas as Important Bird Areas (IBA). The globally critically endangered species in the Lower Meghna estuary include spoonbill sandpiper, Asian dowitcher, Nordmann’s greenshank, Bengal skimmer, black-bellied tern, oystercatcher, bar- headed geese, graylag geese, etc. The rivers support Ruddy Shelduck, Widgeon, Pintail ducks, etc. Reed lands Reed lands are important habitats for the small mammals, grassland birds, some reptiles and amphibians. Reedlands comprise mainly Typha elephantina, Thysanclaena maxima, Phragmites karka, Cyperus sp., etc., associated with some climbers and herbs. Some of the important reed land habitats within the project influence area have been identified (Fig. 4). No dredged materials should be disposed within the vicinity of these areas. Moreover these reeds are harvested at regular intervals by the local community members for commercial purpose (like thatching roofs) and livelihoods of many depend on the products made from these reeds like mats. Reedlands in chars between Harina and Alubazaar ferry crossing and south-southwest of Hijla are ecologically important for both species and ecosystems. These reedlands are also playing a critical role as nursery and spawning ground for small indigenous fishes and the confluence of Padma and Meghna rivers provides the optimum habitat for other large fishes to spawn for which the reeds act as a nursery and refuge for the fingerlings. The reeds also act as the temporary staging ground of migratory birds flying further south. A large number of birds use the area as stop over for re-fuelling. Resident birds nest and breed there mainly because of availability of plenty of foods, secured foraging grounds and nesting habitat. Lower Meghna Estuary, mudflats The Meghna estuary, which covers 6,000km2, is one of the world's largest: the Ganges, Brahmaputra and Meghna rivers all flow through it before discharging their waters into the Bay of Bengal. The extreme forces of nature - tropical cyclones, storm surges, floods, extremely high river flows are constantly changing the morphology of the coastline and the off-shore islands. New chars, mudflats are being developed while some islands are eroded or totally washed out. Biologically the estuary is rich in nutrients which facilitate the production of prey items in the form of worms and other invertebrates that form the primary food for the waders. The changes provide foraging habitat and refuge for the migratory waders and other large birds. Fig. 4. Location of reed land habitat, important for resident birds, small mammals within the Project Influence Area. The project area down from the Ilisha Ghat to the Sandwip and Bashan Char area consist of many chars/mudflats that are important for the waterbirds and are listed as Important Bird Area by the BirdLife International. Of the nineteen (19) IBAs in Bangladesh the project area either fully or partially covers one (1) of the IBAs, namely Ganges-Brahmaputra-Meghna delta. Hilsa Hilsa is a major cash crop of Bangladesh and the hilsa fishery contributes to about 1% of the national GDP. In order to protect the hilsa fishery the government has declared the some areas as hilsa fish sanctuaries (Fig. 5). The project area south of Shatnal fall within the areas demarcated as protected for hilsa fishery and spawning ground. The Hilsa fish sanctuaries also comply with fishing ban period (October – no catching of brood fishes and November to March – no catching of hilsa fingerlings under 9 inches) as notified by the government under the Protection and Conservation of Fish Rules 1985. Fig. 5. Hilsa fish sanctuaries and spawning area; some sections are within the Project Influence Area. The predicted biodiversity-related impacts resulting from the Project that were identified in the ESIA are presented in Table 3, with a breakdown of their occurrence during the various phases of the Project. Impacts Matrix of the Proposed Intervention (Dredging) In describing the impacts related to the engineering interventions for the project one can distinguish between the temporary impacts directly related to the dredging operation and the long-term impacts associated with the modified physical environment and a consequence of the works. In addition, a systematic distinction can be made for the components of the environment, affected by various measures or activities, i.e. between impacts on the resources system and impacts on the user system. Table xxx presents impact matrix for dredging. Many of the impacts listed can be mitigated substantially by adopting standard working procedures and ensuring responsible behaviour of the contractor. Impacts of dredging are summarized below:  Substrate removal and thus habitat and species removal (recolonization or recovery of disturbed areas may be possible);  Spreading of sediments and associated contaminants in the surrounding. Settlement of these suspended sediments can result in the smothering or blanketing of sub-tidal communities and/or adjacent intertidal communities;  Alteration of the bottom topography and hydrography, and thus destruction of local habitats and the risk of direct physical/mechanical stress to benthic, demersal and/or pelagic species;  Alteration of the sediment composition, i.e. of substrate characteristics in the surrounding of the dredging site, resulting in a change of nature and diversity of benthic and demersal communities, e.g. decline of individual density, species abundances or biomass;  Re-suspension of sediments and short-term increases in the level of suspended sediment giving rise to changes in water quality which can effect aquatic including estuarine/marine flora and fauna, both favourably and unfavourably, such as increased turbidity and the possible release of organic matter, nutrients and or contaminants depending upon the nature of the material in the dredging area;  Release of nutrients resulting in increase in eutrophication and direct impact on organisms due to reduced transparency and consumption of oxygen (the increase in turbidity due to re-suspension of sediments caused by dredging);  Habitat changes from hydromorphological regimes changes;  Effects on fish or other aquatic species like turtles or fish-eating bird and mammal species or cetaceans (dolphins) from increased turbidity as well as related effects on estuary functions, such as changes in biodiversity or reduction of spawning areas, affecting migratory or daily movement routes of fish (like hilsa), marine turtles, dolphins, etc. Table 3. PREDICTED IMPACTS & MITIGATION MEASURES Predicted Impacts Mitigation Measures Ecosystem/ Biodiversity –related Factors During Dredging Post-Dredging Aquatic Habitat alteration: Water Increase in turbidity, suspended Localized effect, recovery in a short Select the dredgers and quality, benthic environment, materials, transparency hindering time dredging methods to minimize transportation of dredged materials sunlight penetration and affecting sediment dispersion during excavation and lifting process; phytoplanktons Spoil dispersion outfall Benthic fauna Changes in species composition Changes in species composition characteristics to be evaluated Fluctuation in population Changes in vertical depths by collecting grab water samples during dredging operations and Habitat alteration due to increase in May impact livelihood of some operations modified depth people accordingly; Aquatic Species Affected (Dolphins, Noise and disturbance-changes in May recover over time Sub-surface aquatic disposal is turtles, etc.) movement routes and pattern required, minimum one metre below the water surface; Terrestrial Habitats: Chars, Mudflats, Sediment deposition Sediments may render mudflats Careful mapping of sensitive Reeds & Grasslands unsuitable for migratory birds areas directly affected by the Terrestrial Species Localized disturbances due to presence Recovery over time dredge; of labourers, other activities The exclusion criteria for dredging are; Dredge 100m away from the chars, reed lands, mudflats Contractors will avoid sensitive habitats like scours, mudflats for dredge material disposal. The Predicted Impacts Mitigation Measures Ecosystem/ Biodiversity –related Factors During Dredging Post-Dredging exclusion criteria for disposal of dredged material are: Along the chars River confluences Low current areas Shallow areas Deeper sections of the rivers during dry season Preventative maintenance of equipment to mitigate negative environmental impacts such as leakages and spillages. Impact on fisheries Predicted Impacts During dredging Post dredging Mitigation measures Habitat degradation of benthic The nursery and rearing ground of Turbidity increases, as a result To avoid this scenario, the invertebrates and some fishes diverse benthic invertebrates and fishes some fishes, bivalves and suction pump/ cutter head of the dredgers may be may be damaged due to the gastropods loss their natural controlled through pressure operational activities i.e., cutter head habitat due to the excess alteration diminishing. Pre and post circulation, flat open scraper of optimum water quality. dredging sampling of mud of movement, etc. the dredging points can be sampled and analysed. Habitat and feeding ground During this whole process the bottom The dredging may leave them Mitigation is not relevant to destruction of shellfishes dwelling crabs and other benthic scattered and misplace the impact on shellfish Predicted Impacts Mitigation Measures Ecosystem/ Biodiversity –related Factors During Dredging Post-Dredging community are compelled to shift their populations to some extent. After scavenging route and eventually affect the extraction of sand and mud, their feeding and subsequent breeding. some artificial depressions may be created to inhabit some new organisms. Disruption in feeding and breeding Agitating water throughout the The new environment in the A 20% leverage on the water migration dredging period may confuse the fish topography of water after dredging quality standards for pH, turbidity, DO, TSS, etc., as school and interrupt their migration may misdirect the fish migration mentioned in the ECR 1997 which will result in the unwanted to be maintained dispersal of fish/fishes out of its/their natural navigation area. Physiological deformities in fishes Elevated temperatures during dredging The physiological changes may lead No temperature changes are increase the metabolism, respiration to long term deformities in fish expected during dredging process. and oxygen demand of fish and other body which ultimately can aquatic life, approximately doubling the somehow affect their copulation, respiration for a 10° C. swimming and associated movements. Impacts & Mitigation Measures of dredging activities Activities Impacts Mitigation Measures Predicted Impacts Mitigation Measures Ecosystem/ Biodiversity –related Factors During Dredging Post-Dredging Lifting of sediments after excavation Due to turbidity aquatic fauna have to face several challenges (like, -Suitability of lifting on the scarcity of food, hampering of respiration & breeding, etc.) to survive. proposed spots has to be evaluated Photosynthesis process of aquatic flora will be reduced adversely. carefully. Transportation of sediment  Pathway may be polluted and dirty due to leakage during carrying of -Carrying equipment should be well materials through pipes sediments. designed.  Great disturbance may be occurred to the terrestrial fauna. -Have to make appropriate plan for  Flora of influenced areas may be damaged. transportation of sediments. -Priority should be given to the safety of wildlife during transportation. Disposal of sediments in the river -Habitat of terrestrial flora and fauna may be occupied in a broad scale. -Disposal of sediments should be and on land well planned. -Natural activities of fauna (both terrestrial & aquatic) like, movement, feeding, breeding etc. may face several adverse effects. -Activities should be performed through maintaining the natural -Existence of wildlife species of the affected area may be threatened. environment of wildlife. -Proposed sites have to justify for the protection & safety of wildlife. Impact on Benthic communities Impacts Mitigation measures Predicted Impacts Mitigation Measures Ecosystem/ Biodiversity –related Factors During Dredging Post-Dredging Depth of dredged materials at Some benthic organisms such as burrowing polychaetes, amphipods and Management options for the Disposal Sites molluscs can colonize newly deposited sediments through vertical migration, permitting process can include, but therefore, if dredged material depths are limited to within the vertical are not limited to: migration capacity of these organisms (20-30 cm), recovery rates may be 1) Full or partial approval of the quicker than if colonization is dependent upon the lateral migration of dredged material proposed for juveniles and adults from adjacent areas and larval settlement. disposal; Habitat Type (disturbance history) Shallow benthic habitats (<20 m depth, Hall 1994) experience relatively 2) Prohibition of sediments frequent wave, wind, and current induced disturbances and thus are typically proposed for disposal; or, inhabited by low-diversity, selected benthic assemblages that can readily re- establish themselves under conditions of high frequency disturbances (Dauer 3) Special management restrictions 1984, Clarke and Miller-Way 1992, Ray and Clarke 1999). These communities for disposal of the suitable material are naturally held in early succession stages and therefore, are able to recover (e.g., limits on disposal quantities, more rapidly than communities in deeper, more stable environments (Newell specification of frequency, timing, et al. 1998, Bolam and Rees 2003). equipment, etc.). Sediment Type Rapid recolonization of soft-bottom benthic habitats is frequently associated Management actions for the with either unconsolidated fine grain sediments (Cruz-Motta and Collins disposal site following 2004) or the rapid dispersion of fine-grained dredged material by currents unfavourable monitoring results (Van Dolah et al. 1984). Newell et al. (1998) characterized typical recovery may include, but are not limited to: times at 6-8 months for mud habitats and 2-3 years for sand and gravel additional confirmatory monitoring substrata. to delineate the extent of the problem, capping to isolate the Spatial Scale of Disturbance The spatial scale of the dredged or disposal area may be proportional to sediments from potential biological recovery times (Zajac et al. 1998, Guerra-Garcia et al. 2003). For small-scale receptors, and/or closure of the disturbances, the edge/surface area ratio of the disturbed area is larger than site. for larger disturbances, therefore colonization through adult immigration Predicted Impacts Mitigation Measures Ecosystem/ Biodiversity –related Factors During Dredging Post-Dredging from surrounding undisturbed areas may facilitate recovery. With larger disturbed areas, the central portion of the disturbed areas is reliant upon settlement from the water column for colonization, which is very dependent on seasonal recruitment patterns and local hydrodynamics. Timing and Frequency of Disturbance Avoiding dredging activities after seasonal larval recruitment periods is a common practice when possible. Deposition of sediments in several smaller units rather than one deep deposit also may be less detrimental to the benthos. In a microcosm study, sediment deposited in a single event caused more severe changes to nematode assemblages than the same amount of sediment deposited in smaller doses (Schratzberger et al. 2000). INSTITUTIONAL ARRANGEMENT Project monitoring is the responsibility of the project implementation unit (PIU). The majority of the data for M&E is gathered during the baseline establishment. However, for long-term maintenance dredging project, several agencies/departments may be involved. Thus, one overall agency – BIWTA - must assume the overall responsibility and coordination. The M&E unit should be integrated into the management structure of the implementing agency to best serve the information needs of the project. Institutional responsibilities for evaluations of project performance differ depending on the nature of the evaluation. For example: Interim evaluations, designed to review progress and to anticipate likely effects of the project, are carried out during the project implementation period by the PIU (Table 4). Mid-term and terminal evaluations are carried out jointly at mid-term and at the end of the project by the government and the Bank, with the government and the PIU having particular inputs. Impact evaluations, measuring direct and indirect project impacts, are normally undertaken several years after final disbursement by national authorities independent from the PIU, and/or the Bank (Operations Evaluation Department). The Forest Department under the Ministry of Environment & Forest (MOEF) is the custodian of all wildlife (other than fishes) and mandated to enforce for protection and monitoring of biodiversity. The Department of Fisheries under the Ministry of Animal Resources is responsible for protection, enforcement, and monitoring of fishes. BIWTA does not have any personnel related to biodiversity management. In that case the BIWTA has to coordinate the monitoring work either in collaboration with the two agencies – Forest Department and Department of Fisheries. Some international and national NGOs (like IUCN, CARINAM, etc.) having capacity and expertise in biological diversity management and monitoring may be involved in biodiversity conservation and management. All the main stakeholders are required to be familiarized and sensitized about the study results and recommendations to be implemented by the respective departments. Especially recommendations for species recovery programme, protection of habitat, routes of migration and pollution abatement, etc. Table 4. Institution Responsibility BIWTA Coordination of monitoring activities Coordinating training in collection and analysis of monitoring data for data collectors Selection of indicator species and indicator features to be monitored M&E data collection and analysis Maintenance of information management system, including all existing information and baseline data Periodic progress reports Implementation of modifications as necessary Overall Executing Agency / PIU Coordination of M&E if more than one local executing agency Preparation of semi-annual, annual, mid- term and final reports Collaboration with other biodiversity projects Supervision of M&E personnel including recruitment and training Statement of expenditures Disbursement records Procurement record Financial and technical audits Ensuring feedback into project management Dissemination of information and lessons learned to all other interest groups, both local and global In addition some of the activities need to be considered for the overall management of the habitat and species. To keep the sanctity of the area, the project intervention like dredging operation need to take special care and attention. The following are a few of such caring actions to be respected. Make people (contractor)aware about the ecological significance of the site through orientation, consultation and meeting Prepare, produce and communicate education and awareness materials among the workers Guide the workers about the DOs and DON’Ts Avoid all disturbances in the areas of winter birds roosts, nesting areas of birds and nursery of fish Dumping of all sorts of waste in the area is prohibited Vessel movement should ply only in the defined route to avoid disturbance to birds Anchoring of vessels only to pre-determined ports and jetties Hunting, shooting and trapping birds is not allowed Harvesting of reeds for any purpose is restricted. Making any huts and temporary shelters in the reedlands are prohibited. Check and control of seepage of oil and mobile to water should be maintained No dredge spoil should be dumped over reedlands, mudflats and wildlife habitat Avoid bush fire in the reedlands REPORTING It would be difficult to monitor and report on the status of each and every species during and post dredging period. Some of the key species, bio-indicators and/or habitats have to be selected for monitoring and reporting purpose. For example, the status of the flagship species like the Gangetic dolphin or other easily observable and monitored species need to be selected. Waterbird Census is also an important monitoring tool that could be used to report about the state of habitat, particularly mudflats, species population fluctuation and density in species composition. Reporting is linked with the M&E activity to reflect the current status and condition of the selected habitats/species compared with the baseline data at regular intervals as determined by the PIU like six-monthly, annually, mid-term, or post-project duration. “Biodiversity Monitoring and Evaluation Strategy” Biodiversity monitoring provides guidelines for decisions on how to manage biological diversity in terms of production and conservation. Monitoring determines the status of biological diversity at one or more ecological levels and assesses changes over time and space. Monitoring is a vital feedback link between human actions and the environment, but incorporation of monitoring results into decision making is hampered by poor communication between ecologists and decision- makers. A global network for assessing biodiversity changes (GLOBENET) is an example to look for initiatives that attempts to address the above issues by using a simple field protocol with the aim to develop tools for assessment and prediction of the ecological effects of human-caused changes in the landscape. The protocol needs specific tools and techniques to monitor species, ecosystem and genes which are the basics of biological diversity. Under the Project a number of biodiversity elements should be considered for conservation and protection as mentioned in the following Table 5. Table 5. Priority biodiversity components for conservation and protection. Species Ecosystems PAs Gangetic Dolphin Main channel and Sanctuary distributaries Freshwater turtles Rivers and associated Wildlife Sanctuary wetlands (beels, canals) Waterbirds Estuary, floodplains, Important Bird Areas grasslands, charlands, beels and channels Indigenous fish Wetlands, Rivers Fish Sanctuary Wetlands plants/trees (Salix, Freshwater Wetlands Wildlife Sanctuary, National Barringtonia, Crateva, Reeds) Park, Community Conserved Areas (CCA) As far as the result frame work of the project is concerned the monitoring plan needs active coordination, collaboration, consultation and information use from the above components to have an effective and practical tools. Ideally, monitoring should be carried out prior to the commencement of management activities (the initial assessment of conservation status) and thereafter at intervals which match the management period, or more frequently. Monitoring, in this context, is a very specific activity: the performance indicators (quantified when the objectives were prepared) are measured. This is one of the most critical aspects of the adaptive process. Monitoring is linked directly to both the objectives for a feature and the associated management activities. The results of monitoring, along with reports of management activities and any other relevant observations (including external information), are considered. The first question should always be: is there any reason to change the objective? Even when management is concerned with obtaining specified outcomes which are defined by legislation, there will occasionally be a need for revision. Objectives will need to change for many different reasons. For example, we may have got it wrong in the first instance, or the status of a species can change with time (something rare can become common and vice versa). If there is a need to change the objective in any significant way this can, of course, have implications for many of the planning stages. Each will have to be considered in sequence and, if necessary, revised. Monitoring, surveillance and recording are all activities concerned with the collection and management of information. They are an indispensable and integral component of management planning: without information there can be no planning. Surveillance undertaken to ensure that formulated standards (objectives) are being maintained Monitoring should be an essential and integral component of management planning: there can be no planning without monitoring. The adaptive planning process and all other functional management planning processes are entirely dependent on an assessment of the status of the features, and this is obtained through monitoring. Monitoring is ‘surveillance undertaken to ensure that formulated standards are being maintained’. The ‘formulated standards’ are the ‘objectives with performance indicators’, and these are a product of the planning process. Therefore, there can be no monitoring without planning. The integration of monitoring in the adaptive planning process occurs when the objectives for the features are formulated. An objective must be measurable, and this is achieved by including performance indicators that are directly linked to, and part of, the objective. This process is fully described later in this guide. Two different kinds of performance indicators are used to monitor an objective. These are: Quantified attributes with limits which, when monitored, provide evidence about the condition of a feature. (An attribute is a characteristic of a feature that can be monitored to provide evidence about the condition of the feature.) Factors with limits which, when monitored, provide the evidence that the factors are under control or otherwise. (A factor is anything that has the potential to influence or change a feature, or to affect the way in which a feature is managed. These influences may exist, or have existed, at any time in the past, present or future). The difference between status and condition is very important. The condition of a feature is rather like a snapshot; it describes what is present at any given time, but no more. The condition that is required for a feature is defined by the objective and specifically by the attributes which are used as performance indicators. The attributes are quantified and, when monitored, they allow to differentiate between favorable and unfavorable conditions. If the feature is monitored on several occasions it is also possible to determine whether change is taking place and the direction of change, i.e. the feature can be recovering or declining. The development of any monitoring strategy should be based on the availability of resources and on a risk assessment. What can be afforded to do, which features are the most vulnerable (i.e. most likely to change) and which need remedial management (i.e. those which should change)? Ideally, all features should be monitored to a minimum standard, even if the minimum is based entirely on expert opinion. Once the minimum is achieved for all features, the information can be used to identify the need for, and to prioritize, any additional, or more detailed, monitoring for the most vulnerable features. In addition, where the objective is to obtain Favorable Conservation Status (FCS), the following should be considered: For habitat features: Has the area of the habitat been specified? Are there sufficient performance indicators to define the quality (including ecological structure and function) of the feature? Are there sufficient performance indicators (surrogates are acceptable) to provide the evidence that typical species are at FCS? Are there sufficient performance indicators to demonstrate that the factors are under control? (The evidence can be direct or indirect from attributes.) For species features: Has the size of the population been specified, or are performance indicators that can be used to monitor population trends included? Are there sufficient performance indicators to provide evidence that the population is sustainable in the long term? Has the range of the population been defined, or is there a performance indictor that can be used to monitor changes in the range? Has the habitat which supports the population been given adequate attention? (In most cases, an objective that meets this test should have been prepared for the habitats that support the species.) Are there sufficient performance indicators to demonstrate that the factors are under control? (The evidence can be direct or indirect from attributes.) Additional activities for biodiversity conservation & monitoring Species Recovery Species which are threatened with extinction and are categorized as Critically Endangered (CR), Endangered (EN) and Vulnerable (VU) by IUCN Redlist will be recovered from their threatened state. For this programme following are the activities: •Identify and quantify the threats, the nature and degrees of the target species •Prepare plan of action the address threats minimization •Prepare community and ecological actions against each threats identified •Initiate captive propagation, rearing, rescue and translocation plan if necessary •Actions against poaching and trade in threatened spe cies •Facilitate proper implementation of Wildlife Act in coordination with the Wildlife Crime Control Unit of the Forest Department. Habitat protection and Restoration Following are activities planned for habitat protection: •Coordinate with FD and DOF in implementation the conservation protocol for WS, NP and ECA within project area. •Facilitate formulation of CMC and develop practical action Programme for PA management •Establish nursery and initiate Social forestry programme at river bank, charlands and in the flood plains •Protected areas for natural regeneration of grass and reedlands in the chars, offshore islands •Define sustained yield system for reed/grass harvest for charlands •Plantation of estuarine chars with mangroves Community Actions • Organize CMC/ Youth conservation group and develop Conservation Action Programme for them • Organize community actions like social forestry, bird protection, threatened species protection, nature camps, rally, meeting, walkathon and seminars • Organize folk cultural programme focusing nature conservation Organize education awareness programme at Schools/NGOs •To produce and distribute posters and leaflets Green Vessel for River Biodiversity Conservation •Build Green Vessel for patrolling, researching and protecting river and wetlands biodiversity •Communicate Government’s Environment Conservation Message to the grass -roots people through river ways with an interactive and innovative approach •Organize Green Vessel Cruises for inspiring people about climate change adaptation and mitigation •Showcase audio-visuals on Nature/Biodiversity Conservation, CC Adaptation, Mitigation and DRR •Organize interactive cultural and recreational camps to inspire and make people courageous to cope with the natural calamities and enhance capacity in resilience •To organize campaign for protection of river and wetlands wildlife and their habitat •To interpret and communicate the key messages of NBSAP, BCCSAP to the people living along the bank of rivers and charlands •To organize children nature camp for making them acquainted with the recent environment problems and prospects of the country •To organize mobile cultural event focusing floods, river erosion, sedimentation, river pollution, river encroachment, river biodiversity , cyclonic storm, tidal surges, Sea- level rise, salinity intrusion and their mitigation measures Social forest for wildlife habitat improvement For plantation along river banks and at charlands local NGOs may be given responsibilities to establish nurseries of indigenous plant species, which would help local communities to generate income. This may require support from the local Forest Department (FD) office to train the local community members in establishing nurseries, plantation and maintenance of saplings. For the management of the plantations the Social Forestry protocols may be followed and it requires the following actions: Identification of community-based organization Memorandum of Understanding between the FD/local administration and the community-based organization Selection of plantation sites Training to CBOs Nursery establishment – selected indigenous species Plantation at selected sites Caring, maintenance of saplings – 5 – 10 years Harvesting and benefit sharing as per the agreement Biodiversity Management Plan Implementation Budget Component Objectives Output Budget (USD) Species Recovery To ensure protection of Reduction in population 100,000 threatened species like decline Dolphin, Marine turtles Habitat improvement and Geese and Ducks Awareness Species Recovery To rear freshwater turtles Community-based 150,000 and monitor lizards in restoration of fresh water captivity (village ponds turtles and monitor lizards /khals) and release in in project area nature for restoration viable population Protection of To organize CMC and Protection of migratory 50,000 Migratory Birds make them aware to birds at wintering ground refrain from hunting/ of the project area trapping and shooting Awareness migratory birds Habitat Restoration Community-based Restoration of degraded 200,000 of wildlife Plantation of river bank, habitat of wildlife along charlands and river bank and char lands embankments with indigenous plants Youth Nature Organize jobless youth Youth actions in 75,000 Camp along rivers for nature river/wetlands biodiversity conservation awareness conservation and education Education and Production of print and Education and 150,000 Communication video materials on river communication materials biodiversity available for nature conservation camp Green Vessel for Patrolling, Research and Ensuring Implementation 500,000 Biodiversity Monitoring of River of Environment and Protection Biodiversity Wildlife Acts. TOTAL 1,225,000 Terms of Reference Bangladesh is a delta with hundreds of rivers flowing through it that meets the Bay of Bengal. Historically, all these rivers are used as the main transport route for both passengers and goods. Rivers and floodplains are also habitats of aquatic biological diversity. The ecology and the economy of the country in many ways depend on the biological resources of the country. Rivers are also very dynamic in terms of erosion and accretion. Almost all inland rivers are prone to massive siltation as a result the river transport system particularly the navigational routes are facing commuting problems mostly during the dry season. To improve the inland navigation route BIWTA with support from World Bank has taken a project titled “Bangladesh Regional Waterway Transport Project”. Objective of the Study The objective of this study is to manage the impacts of the project on biodiversity and to enhance and conserve the biodiversity within the project influence area. Scope of Work A detailed ESIA has been carried out to learn about the impacts of the project intervention which resulted in formulating Environmental management Plan (EMP) and Biodiversity Management Plan (BMP) to compensate and mitigate the potential negative impacts. Hence in implementing the BMP the key activities involved in the assignment are:  Species conservation / recovery;  Habitat protection, management and restoration;  Community actions;  Greening vessels for river biodiversity conservation; and  Social forest for wildlife habitat improvement. • Implement the biodiversity management plan into actions by involving all parties including the contractor, Department of Fisheries, Bangladesh Forest Department and Bangladesh Inland Water Transport Authority • Implement the recommendations of the BMP at pre-dredging, dredging and post dredging stages • Ensure protection of Important Bird Areas (IBA), Ecologically Critical Areas (ECA), Fish Sanctuaries, National Parks (NP) and other important habitats and biodiversity rich areas vide the guidelines given in BMP • Coordinate with the contractors to ensure the implementation of DO’s and DON’Ts prepared for the operation of contractor • Safeguard the breeding ground, foraging area and migration path of critically endangered wildlife • Help save the reed land biota in the char lands through actions suggested in BMP • Provide training to the stakeholders in implementation of the actions suggested in BMP • Make plan for afforestation in the identified locations along the river courses and char lands • Organize education and awareness campaigns for the local communities to conserve the river biological diversity • Implement the M&E plan prescribed in the BMP • Prepare contingency plan(s) for any actions during dredging to rescue and rehabilitate the injured wildlife • Coordinate with other line organizations for the safety of the protected area and protected species annexed in the Wildlife (Security & Conservation) Act 2012 • Prepare reports as designed in the BMP • Organize meetings/workshops and prepare proceedings The BMP implementation team will be comprised of one lead River Biodiversity Specialist (RBS), one flora expert, one fauna expert and a sociologist. As identified in the BMP the first and foremost activity will be to prepare detail implementation plan of action. For this purpose, a four-member team comprising of one RBS and two biologists (1. Fauna, 1. Flora) and one sociologist will interpret the EMP/BMP and prepare the activity plan in coordination with other stakeholders. The plan will prioritize the Species Action plan (SAP) and Habitat Management Plan (HAP), Monitoring Plan (MP). The BMP implementation team will: Provide technical advisory services to the BIWTA and parties involved in the project on environment, forestry, agriculture and fisheries sectors to support the further development of the natural resources / biodiversity management sector and the climate adaptive livelihoods of communities in the project area. Establish a bench mark of biodiversity of the project area on the basis of the Biodiversity Baseline Survey (BBS) survey results. Determine the status of biological diversity at one or more ecological levels and assesses changes over time and space. Identify and prioritize the threats of the wildlife and habitats to be intervened Design and plan an effective protocol for timely and properly implementation of EMP and BMP Ensure implantation of all suggested threat mitigation measures. Bio-indicators are routinely used, but each indicator’s potential to determine changes in the overall biodiversity should be rigorously tested Conduct filed trial and validation of the indicator species based monitoring of ecosystem Health. Prioritized the activities planned in the proposal The project from its designing to implementation levels will follow participatory community-management approach and will involve the community people, local actors/LGI s, NGOs/CBOs for designing action plan, management of implementation, monitoring and evaluation in achieving the goals and objectives of the projects. Build technical capacity of local level institutions for natural resources management Enhance knowledge and capacities Expand and extend socio-economic benefits to surrounding communities, including benefits arrived out of the project intervention Increased support for applied training at all levels and a range of other institution Strengthening and capacity building activities. Prepare joint monitoring plan, monitoring data format and evaluation procedure and ensure patrol and vigilance with the contractor and other stakeholders as shown in the annexes attached Conduct survey update the state of wild flora, fauna and ecosystems, such Waterfowl Census, recording breeding and nesting activities of dolphin, turtles and reedland birds Survey the human activities and dependence of the local community on the project area and ensure the wise use system as per the guidelines of Ramsar convention Assess the Impact of NTFPs uses by the local community and suggest AIGA to minimize the impact Develop and implement Community based wetlands management actions for ensuring sustainable use of aquatic biodiversity Address within a series of short-, medium-, and long-term climate change mitigation and adaptation issues. Increased support for applied training at all levels and a range of other institution Strengthening and capacity building activities. Monitoring and conducting migration of fish and ensure protection of rules and regulations of Fish Sanctuary of DOF Prepare the sanctuary management plan for the important biodiversity area in the project area by following the IUCN-Protected Area Category and Bangladesh Wildlife Act (Conservation and Security) 2012 The consultants should have at least Masters in Natural Science, having 5 to 7 years practical experience in natural resources/biodiversity/wildlife management The consultants should have experiences in implementation of EMP, management of biodiversity, Biodiversity Monitoring and produce reports on Flora and Fauna Biodiversity Monitoring Plan Biodiversity monitoring provides guidelines for decisions on how to manage biological diversity in terms of production and conservation. Monitoring determines the status of biological diversity at one or more ecological levels and assesses changes over time and space. The monitoring plan needs active coordination, collaboration, consultation and information use from the above components to have an effective and practical tool. A clear framework, agreed among the key stakeholders at the end of the planning stage, is essential in order to carry out monitoring and evaluation systematically. This framework serves as a plan for monitoring and evaluation, and should clarify: • What is to be monitored and evaluated? • The activities needed to monitor and evaluate • Who is responsible for monitoring and evaluation activities? • When monitoring and evaluation activities are planned (timing) • How monitoring and evaluation are carried out (methods) • What resources are required and where they are committed For habitat features: Has the area of the habitat been specified? Are there sufficient performance indicators to define the quality (including ecological structure and function) of the feature? Are there sufficient performance indicators (surrogates are acceptable) to provide the evidence that typical species are at FCS? Are there sufficient performance indicators to demonstrate that the factors are under control? (The evidence can be direct or indirect from attributes.) For species features: Has the size of the population been specified, or are performance indicators that can be used to monitor population trends included? Are there sufficient performance indicators to provide evidence that the population is sustainable in the long term? Has the range of the population been defined, or is there a performance indictor that can be used to monitor changes in the range? Has the habitat which supports the population been given adequate attention? (In most cases, an objective that meets this test should have been prepared for the habitats that support the species.) Are there sufficient performance indicators to demonstrate that the factors are under control? (The evidence can be direct or indirect from attributes.) The contractor will perform the following activities. 1. Prepare detail methodology for additional biodiversity study based on results of exiting BBS (Biodiversity Baseline Survey) including a LFA for existing Biodiversity Management Plan (BMP) 2. Generate comprehensive information on Biodiversity of Key Ecosystems (IBA, NP and VEC) 3. Develop detailed plan of action for conservation of keystone / flagship species as identified in the BBS 4. Prepare Species conservation management plan with needed HR , logistics and finances 5. Prepare management action in protection, restoration and enhancement of habitats and migration path/corridors of wildlife. 6. Develop monitoring indicators for all activities and objectives as per WB defined guidelines 7. Prepare and submit reports as per project requirements. Manpower and deliverables Professional Activities/ Duration Deliverables Responsibilities River Biodiversity Lead the team 40 man month - Inception report Specialist Manage the - Work plan and result project in –based log frame implementation - Formation of of objectives Coordination MIS system and committee and job list HR management preparation Work Break - Orientation and Down Structure familiarization of Office and project objectives, logistics method of action and management defining job Implementation responsibilities of action plan - Grounding work at all Monitoring and level of Evaluation implementation Reporting as per - Guidelines in time schedule implementation defined methodology Organize, - Objective-wise meeting, implementation workshop, protocol training - Periodic reports Conduct - Community research organization for Coordinate with wetlands resources stakeholders management plan - Education and awareness material - Research publication/ documentation - M & E reports Flora specialist  Work under the 24 man - Inception report for guidance of the months conducting the River activities Biodiversity - Inventory list of floral Specialist species with their  Make an status inventory of the - Priority locations and floral diversity species of within the project conservation with influence area to rationale Professional Activities/ Duration Deliverables Responsibilities improve the - Conservation, baseline management and information monitoring plan for  Identify important threatened species floral species and locations for conservation using IUCN Redlist guidelines  Suggest conservation and management actions Fauna specialist  Work under the 24 man - Inception report for guidance of the months conducting the River activities Biodiversity - Inventory list of faunal Specialist species with their  Make an status inventory of the - Priority locations and faunal diversity species of within the project conservation with influence area to rationale improve the - Conservation, baseline management and information monitoring plan for  Identify important threatened species faunal species and locations for conservation using IUCN Redlist guidelines  Suggest conservation and management actions Community Work under the 40 man Inception report Programme guidance of the months Community consultation Manager River Biodiversity meeting minutes (Sociologist) Specialist Community-led Develop and conservation program implement updates conservation Professional Activities/ Duration Deliverables Responsibilities programmes in Monitoring reports on consultation with community-led the flora and fauna conservation programs specialists focusing on the threatened species Assist community members with social forestry initiatives Prepare awareness materials for community programs Organize regular community meetings REFERENCES Clarke, D., Miller-Way, T. (1992). “An environmental assessment of the effects of open -water disposal of maintenance dredged material on benthic resources in Mobile Bay, Alabama.” U.S. Army Engineer Waterways Experiment Station Environmental Laboratory.Miscellaneous Paper D-92-1, NTIS No.AD-A254 534, San Francisco. Dauer, D.M. (1984). “High resilience to disturbance of an estuarine polychaetecommunity.” Bulletin of MarineScience34:170-174. Ray, G.L. and Clarke, D.G. (1999). “Environmental assessment of open-water placement of maintenance dredged material in Corpus Christi Bay, Texas.” Final report. Waterways Experiment Station, Vicksburg, Mississippi, pp. 1-203. Newell, R.C., Seiderer, L.J. and Hitchcock, D.R. (1998). “The impact of dredging works in coastal waters: A review of the sensitivity to disturbance and subsequent recovery of biological resources on the sea bed”. Oceanography and Marine Biology: An Annual Review 36, 127-178. Bolam, S. G. and Rees, H.L. (2003). “Minimizing impacts of maintenance dredged material disposal in the coastal environment: A habitat approach.” Environmental Management 32, 171-188. Cruz-Motta, J.J. and Collins, J. (2004).“Impacts of dredged material disposal on a tropical soft - bottom benthic assemblage.”Marine Pollution Bulletin 48, 270-280. Van Dolah, R.F., Calder, D.R. and Knott D. (1984).“Effects of dredging and open -water disposal on benthic macroinvertebrates in a South Carolina estuary.”Estuaries 7, 28-37. Zajac, R.N., Whitlatch, R.B., and Thrush, S.F. (1998) “Recolonization and succession in soft-sediment infaunal communities: the spatial scale of controlling factors.” Hydrobiologia, 375/376, 227–240. Guerra-Garcia, J.M., Corzo, J., and Garcia-Gomez, J.C. (2003).“Short-term benthic recolonization after dredging in the harbour of Ceuta, North Africa.”Marine Ecology 24, 217-229. Schratzberger, M., Rees, H.L. and Boyd, S.E. (2000) “Effects of simulated deposition of dredged material on structure of nematode assemblages – the role of burial.”Marine Biology 136, 519-530. Annex F: List of Flora and Fauna Species in the Project Influence Area Table 1: List of terrestrial Invertebrate animals observed in the project area Scientific Name Local Name Group Group Frequency of (Order) (Family) occurrence (No) Argiaemma Dragon fly Odonata Coenagriondae 10 Macromia magnifica Dragon fly Corduliidae 74 Libellula pulchella Common Pond Corduliidae 56 Dragon Fly Melanoplus differntialis Grasshopper Orthoptera Acridae 129 Stagmomantis carolina Carolina Gryllidae 15 mantid Microcentrum Bush katydid Tettigoniidae 10 rhombifolium Gryllotalpa hexadactyla Mole cricket Gryllotalpidae 16 Isoperla transmarina Stonefly nymps Plecoptera Isoperlidae 58 Argio peaurantia Garden spider Araneida Argiopidae 26 Metaphire posthuma Earth worm Neo- Megascolecidae 78 oligochaeta Planorbis spp. Terrestrial snail Basomatophor Planorbidae 04 a Julus sp. Common Diplopoda Julidae 49 millipede Scolopendra obscura Large centipede Chilopoda Scolopendridae 18 Potemon mansoni Masoni crab Decapoda Palaemonidae 28 Platycentropus spp. Caddisfly Trichoptera Limnephilidae 25 Coriscu scurinus Broadheaded Hemiptera Alydidae 03 bug Orius insidiosus Flower bug Cimicidae 15 Mirisdo lobratus Meadow plant Miridae 75 bug Pelocoris femoratus Creeping bug Naucoridae 40 Caloso mascrutator Ground Beetle Carabidae 42 Scarites subterraneus Ground Beetles Carabidae 18 Passalu scornutus Passalids beetle Coloeptera Passalidae 06 Dynaste stityus Rhinosor beetle Scarabaeidae 54 Geotrupes splendidus Trogid beetle Scarabaeidae 16 Phanaeus carnifex Dung beetle carabaeidae 12 Phyllophaga sp. White grubs Scarabaeidae 06 Osmoderma eremicola Hermit flower Scarabaeidae 03 beetle Goes tigrinus Long horned Cerambycidae 02 wood boring beetle Basilarchia archippus Butterflies Nymphalidae 45 Apantesis virgo Tiger moths Arctiidae 27 Estigmeneacraea Salt marsh Lepidoptera Arctidae 25 Scientific Name Local Name Group Group Frequency of (Order) (Family) occurrence (No) caterpillar Anomogynae limata Phalaenid Noctuidae 04 larvae Malacosoma amerecanum Eastern tent Lasiocampidae 12 caterpiller Tricho plusiasp Cabbage lopper Noctuidae 22 Polistes habracus Potter wasp Hymenoptera Vespidae 32 Polistes fuscatus Paper wasp Vespidae 49 Dorylus orientalis Red ant Formicidae 54 Andrena wilkella Mining bees Andrenidae 56 Componotus compressus Black ant Formicidae 64 Phidippusaudax Jumping spider Araneida Lycosidae 26 Misumenops sp. Crab spiders Thomisidae 36 Table 2: List of birds of the study area Sl. Common No. Order Family Scientific Name Name Status Francolinus gularis Swamp 1 Galliformes Phasianidae Francolin C Coturnix Rain Quail 2 Galliformes Phasianidae coromandelica C Francolinus Grey Francolin 3 Galliformes Phasianidae pondicerianus C 4 Galliformes Phasianidae Coturnix coturnix Common Quail C Dendrocygna bicolour Fulvous 5 Anseriformes Anatidae Whistling Duck C 6 Anseriformes Anatidae Anser anser Greylag Goose C Anser indicus Bar-headed 7 Anseriformes Anatidae Goose C 8 Anseriformes Anatidae Tadorna ferruginea Ruddy Shelduck C Tadorna tadorna Common 9 Anseriformes Anatidae Shelduck C Nettapus Cotton Pygmy- 10 Anseriformes Anatidae coromandelianus goose C Anas acuta Northern Pintail 11 Anseriformes Anatidae C 12 Anseriformes Anatidae Anas crecca Eurasian Teal C 13 Anseriformes Anatidae Anas falcata Falcated Duck C 14 Anseriformes Anatidae Anas platyrhynchos Mallard C Anas poecilorhyncha Indian Spot- 15 Anseriformes Anatidae billed Duck C Anas strepera Gadwall 16 Anseriformes Anatidae C Netta rufina Red-crested 17 Anseriformes Anatidae Pochard C Aythya ferina Common 18 Anseriformes Anatidae Pochard C 19 Anseriformes Anatidae Aythya fuligula Tufted Duck C Mergus merganser Common 20 Anseriformes Anatidae Merganser C Turnix suscitator Barred 21 Turniciformes Turnicidae Buttonquail C Turnix sylvatica Kurrichane 22 Turniciformes Turnicidae Buttonquail C Jynx torquilla Eurasian 23 Piciformes Picidae Wryneck C Picumnus innominatus Speckled 24 Piciformes Picidae Piculet C Sl. Common No. Order Family Scientific Name Name Status Dendrocopos Grey-capped canicapillus Pygmy 25 Piciformes Picidae Woodpecker C Dendrocopos macei Fulvous- breasted 26 Piciformes Picidae Woodpecker C Celeus brachyurus Rufous 27 Piciformes Picidae Woodpecker C Picus flavinucha Greater Yellownape 28 Piciformes Picidae C Dinopium benghalense Lesser 29 Piciformes Picidae Goldenback C Dinopium javanense Common 30 Piciformes Picidae Goldenback C Megalaima asiatica Blue-throated 31 Piciformes Megadermatidae Barbet C Megalaima Coppersmith 32 Piciformes Megadermatidae haemacephala Barbet C Upupa epops Eurasian 33 Bucerotifprmes Upupidae Hoopoe C 345 Coraciiformes Coraciidae Coracias benghalensis Indian Roller C Alcedo atthis Common 35 Coraciiformes Alcedinidae Kingfisher C Alcedo meninting Blue-eared 36 Coraciiformes Alcedinidae Kingfisher C Pelargopsis Brown-winged 37 Coraciiformes Alcedinidae amauroptera Kingfisher C Halcyon coromanda Ruddy 38 Coraciiformes Helcyonidae Kingfisher C Halcyon smyrnensis White-throated 39 Coraciiformes Helcyonidae Kingfisher C Todiramphus chloris Collared 40 Coraciiformes Helcyonidae Kingfisher C Megaceryle lugubris Crested 41 Coraciiformes Cerylidae Kingfisher C Ceryle rudis Pied Kingfisher 42 Coraciiformes Cerylidae C Merops leschenaulti Chestnut- headed Bee- 43 Coraciiformes Meropidae eater C 44 Coraciiformes Meropidae Merops orientalis Green Bee-eater C Sl. Common No. Order Family Scientific Name Name Status 45 Cuculiformes Cuculidae Clamator jacobinus Jacobin Cuckoo C Hierococcyx varius Common 46 Cuculiformes Cuculidae Hawk-Cuckoo C Cuculus canorus Common 47 Cuculiformes Cuculidae Cuckoo C 48 Cuculiformes Cuculidae Cuculus micropterus Indian Cuckoo C 49 Cuculiformes Cuculidae Eudynamys scolopacea Asian koel C Psittacula krameri Rose-ringed 50 Psittaciformes Psittculidae Parakeet C Cypsiurus balasiensis Asian Palm 51 Apodiformes Apdidae Swift VC 52 Strigiformes Tytonidae Tyto alba Barn Owl C Otus sunia Oriental Scops 53 Strigiformes Strigidae Owl C Ketupa zeylonensis Brown Fish 54 Strigiformes Strigidae Owl C 55 Strigiformes Strigidae Glaucidium brodiei Collared Owlet C 56 Strigiformes Strigidae Athene brama Spotted Owlet C 57 Caprimulgiformes Caprimulgidae Caprimulgus asiaticus Indian Nightjar C Columba livia Common 58 Columbiformes Columbidae Pigeon C 59 Columbiformes Columbidae Streptopelia chinensis Spotted Dove C Streptopelia Red Turtle 60 Columbiformes Columbidae tranquebarica Dove C Treron bicincta Orange-breasted 61 Columbiformes Columbidae Green Pigeon C Anthropoides virgo Demoiselle 62 Gruiformes Gruidae Crane C Amaurornis White-breasted 63 Gruiformes Rallidae phoenicurus Waterhen C Porzana fusca Ruddy-breasted 64 Gruiformes Rallidae Crake C 65 Gruiformes Rallidae Gallicrex cinerea Watercock C Gallinula chloropus Common 66 Gruiformes Rallidae Moorhen C 67 Gruiformes Rallidae Fulica atra Eurasian Coot C 68 Charadriiformes Scolopacidae Gallinago gallinago Common Snipe C 69 Charadriiformes Scolopacidae Gallinago stenura Pin-tailed Snipe C Limosa lapponica Bar-tailed 70 Charadriiformes Scolopacidae Godwit C 71 Charadriiformes Scolopacidae Numenius arquata Eurasian C Sl. Common No. Order Family Scientific Name Name Status Curlew 72 Charadriiformes Scolopacidae Numenius phaeopus Whimbrel C Heteroscelus brevipes Grey-tailed 73 Charadriiformes Scolopacidae Tattler C Tringa erythropus Spotted 74 Charadriiformes Scolopacidae Redshank C Tringa glareola Wood 75 Charadriiformes Scolopacidae Sandpiper C Tringa guttifer Nordm nn‘s 76 Charadriiformes Scolopacidae Greenshank C Tringa nebularia Common 77 Charadriiformes Scolopacidae Greenshank C Tringa ochropus Green 78 Charadriiformes Scolopacidae Sandpiper C Tringa stagnatilis Marsh 79 Charadriiformes Scolopacidae Sandpiper C Tringa totanus Common 80 Charadriiformes Scolopacidae Redshank C Actitis hypoleucos Common 81 Charadriiformes Scolopacidae Sandpiper R Limnodromus Asian 82 Charadriiformes Scolopacidae semipalmatus Dowitcher C 83 Charadriiformes Scolopacidae Calidris alba Sanderling C 84 Charadriiformes Scolopacidae Calidris canutus Red Knot C 85 Charadriiformes Scolopacidae Calidris minuta Little Stint C Eurynorhynchus Spoon-billed 86 Charadriiformes Scolopacidae pygmeus Sandpiper C Limicola falcinellus Broad-billed 87 Charadriiformes Scolopacidae Sandpiper C 88 Charadriiformes Scolopacidae Philomachus pugnax Ruff C Rostratula benghalensis Greater Painted 89 Charadriiformes Rostratulidae Snipe C Hydrophasianus Pheasant-tailed 90 Charadriiformes Jacacidae chirurgus Jacana C Burhinus oedicnemus Eurasian Stone- 91 Charadriiformes Burhinidae curlew C Haematopus ostralegus Eurasian 92 Charadriiformes Haematopodidae Oystercatcher C Himantopus Black-winged 93 Charadriiformes Recuvirostridae himantopus Stilt C 94 Charadriiformes Recuvirostridae Recurvirostra avosetta Pied Avocet C Sl. Common No. Order Family Scientific Name Name Status Pluvialis fulva Pacific Golden 95 Charadriiformes Recuvirostridae Plover C 96 Charadriiformes Recuvirostridae Pluvialis squatarola Grey Plover C Charadrius hiaticula Common 97 Charadriiformes Recuvirostridae Ringed Plover C Vanellus cinereus Grey-headed 98 Charadriiformes Charadriidae Lapwing C 99 Charadriiformes Charadriidae Vanellus duvaucelii River Lapwing C Vanellus indicus Red-wattled 100 Charadriiformes Charadriidae Lapwing C Vanellus vanellus Northern 101 Charadriiformes Charadriidae lapwing C 102 Charadriiformes Dromadidae Dromas ardeola Crab-plover C 103 Charadriiformes Glareolidae Glareola lactea Small Pratincole C 104 Charadriiformes Rynchopidae Rynchops albicollis Indian Skimmer C Larus cachinnans Yellow-legged 105 Charadriiformes Laridae Gull C Larus ridibundus Common Black- 106 Charadriiformes Laridae headed Gull C Sterna acuticauda Black-bellied 107 Charadriiformes Sternidae Tern C 108 Charadriiformes Sternidae Sterna albifrons Little Tern C 109 Charadriiformes Sternidae Sterna aurantia River Tern C 110 Charadriiformes Sternidae Sterna hirundo Common Tern C 111 Accipitriformes Accipritidae Pandion haliaetus Osprey C Elanus caeruleus Black-winged 112 Accipitriformes Accipritidae Kite C 113 Accipitriformes Accipritidae Milvus migrans Black Kite VC 114 Accipitriformes Accipritidae Haliastur indus Brahminy Kite C Ichthyophaga Grey-headed 115 Accipitriformes Accipritidae ichthyaetus Fish Eagle C Neophron percnopterus Egyptian 116 Accipitriformes Accipritidae Vulture C Gyps bengalensis White-rumped 117 Accipitriformes Accipritidae Vulture C 118 Accipitriformes Accipritidae Circus macrourus Pallid Harrier C Circus melanoleucos Pied Harrier 119 Accipitriformes Accipritidae C 120 Accipitriformes Accipritidae Accipiter badius Shikra C Buteo buteo Common 121 Accipitriformes Accipritidae Buzzard C Sl. Common No. Order Family Scientific Name Name Status Aquila hastata Indian Spotted 122 Accipitriformes Accipritidae Eagle C 123 Falconiformes Falconidae Falco naumanni Lesser Kestrel C Falco peregrinus Peregrine 124 Falconiformes Falconidae Falcon C 125 Falconiformes Falconidae Falco severus Oriental Hobby C Falco tinnunculus Common 126 Falconiformes Falconidae Kestrel C 127 Podicipediformes Podicipedidae Tachybaptus ruficollis Little Grebe C Podiceps cristatus Great Crested 128 Podicipediformes Podicipedidae Grebe C 129 Suliformes Anhingidae Anhinga melanogaster Darter C Phalacrocorax carbo Great 130 Suliformes Phalacrocoracidae Cormorant C Phalacrocorax Indian 131 Suliformes Phalacrocoracidae fuscicollis Cormorant C Phalacrocorax niger Little 132 Suliformes Phalacrocoracidae Cormorant C 133 Pelecaniformes Ardeidae Egretta garzetta Little Egret C 134 Pelecaniformes Ardeidae Ardea cinerea Grey Heron C 135 Pelecaniformes Ardeidae Casmerodius albus Great Egret C 136 Pelecaniformes Ardeidae Bubulcus ibis Cattle Egret C Ardeola grayii Indian Pond 137 Pelecaniformes Ardeidae Heron C Nycticorax nycticorax Black-crowned 138 Pelecaniformes Ardeidae Night Heron C 139 Pelecaniformes Ardeidae Ixobrychus sinensis Yellow Bittern C 140 Pelecaniformes Ardeidae Dupetor flavicollis Black Bittern C Threskiornis Black-headed 141 Pelecaniformes Thresciornithidae melanocephalus Ibis C Platalea leucorodia Eurasian 142 Pelecaniformes Thresciornithidae Spoonbill C 143 Ciconiiformes Ciconiidae Mycteria leucocephala Painted Stork C 144 Ciconiiformes Ciconiidae Anastomus oscitans Asian Openbill C 145 Ciconiiformes Ciconiidae Ciconia ciconia White Stork C 146 Ciconiiformes Ciconiidae Ciconia nigra Black Stork C 147 Ciconiiformes Ciconiidae Leptoptilos javanicus Lesser Adjutant C 148 Passeriformes Laniidae Lanius cristatus Brown Shrike UC Lanius schach Long-tailed 149 Passeriformes Laniidae Shrike C 150 Passeriformes Corvidae Corvus splendens House Crow VC Sl. Common No. Order Family Scientific Name Name Status Oriolus chinensis Black-naped 151 Passeriformes Corvidae Oriole C Oriolus xanthornus Black-hooded 152 Passeriformes Corvidae Oriole C Pericrocotus Small Minivet 153 Passeriformes Corvidae cinnamomeus C Rhipidura albicollis White-throated 154 Passeriformes Corvidae Fantail C 155 Passeriformes Corvidae Dicrurus leucophaeus Ashy Drongo C 156 Passeriformes Corvidae Dicrurus macrocercus Black Drongo VC Hypothymis azurea Black-naped 157 Passeriformes Corvidae Monarch C Terpsiphone paradisi Asian Paradise- 158 Passeriformes Corvidae flycatcher C 159 Passeriformes Corvidae Aegithina tiphia Common Iora C Tephrodornis Common 160 Passeriformes Corvidae pondicerianus Woodshrike UC Monticola solitarius Blue Rock 161 Passeriformes Muscicapidae Thrush C Muscicapa dauurica Asian Brown 162 Passeriformes Muscicapidae Flycatcher C Ficedula westermanni Little Pied 163 Passeriformes Muscicapidae Flycatcher C Cyornis tickelliae Ti kell‘s Blue 164 Passeriformes Muscicapidae Flycatcher C Luscinia calliope Siberian 165 Passeriformes Muscicapidae Rubythroat C Copsychus saularis Oriental Magpie 166 Passeriformes Muscicapidae Robin C 167 Passeriformes Muscicapidae Phoenicurus ochruros Black Redstart C 168 Passeriformes Muscicapidae Saxicola caprata Pied Bush Chat C Saxicola insignis White-throated 169 Passeriformes Muscicapidae Bush Chat C Aplonis panayensis Asian Glossy 170 Passeriformes Sturnidae Starling C 171 Passeriformes Sturnidae Sturnus contra Pied Myna C Sturnus malabaricus Chestnut-tailed 172 Passeriformes Sturnidae Starling UC Sturnus vulgaris Common 173 Passeriformes Sturnidae Starling C 174 Passeriformes Sturnidae Acridotheres fuscus Jungle Myna UC 175 Passeriformes Sturnidae Acridotheres tristis Common Myna C Sl. Common No. Order Family Scientific Name Name Status 176 Passeriformes Paridae Parus major Great Tit C Hirundo daurica Red-rumped 177 Passeriformes Hirundinidae Swallow C 178 Passeriformes Hirundinidae Hirundo rustica Barn Swallow C Pycnonotus cafer Red-vented 179 Passeriformes Pycnonotidae Bulbul C Pycnonotus jocosus Red-whiskered 18 Passeriformes Pycnonotidae Bulbul C 181 Passeriformes Cisticolidae Cisticola juncidis Zitting Cisticola C 182 Passeriformes Cisticolidae Prinia gracilis Graceful Prinia C 183 Passeriformes Cisticolidae Prinia rufescens Rufescent Prinia C 184 Passeriformes Cisticolidae Prinia socialis Ashy Prinia C Locustella naevia Common Grasshopper 185 Passeriformes Sylviidae Warbler C Acrocephalus agricola Paddyfield 186 Passeriformes Sylviidae Warbler C Acrocephalus Blyth‘s Reed 187 Passeriformes Sylviidae dumetorum Warbler C Orthotomus sutorius Common 188 Passeriformes Sylviidae Tailorbird C, VC Phylloscopus collybita Common 189 Passeriformes Sylviidae Chiffchaff C 190 Passeriformes Sylviidae Phylloscopus fuscatus Dusky Warbler C Abroscopus Yellow-bellied 191 Passeriformes Sylviidae superciliaris Warbler C Megalurus palustris Striated 192 Passeriformes Sylviidae Grassbird C 193 Passeriformes Sylviidae Pellorneum palustre Marsh Babbler C 194 Passeriformes Sylviidae Turdoides striatus Jungle Babbler C Mirafra assamica Bengal Bush 195 Passeriformes Alaudidae Lark C Mirafra cantillans Singing Bush 196 Passeriformes Alaudidae Lark C 197 Passeriformes Alaudidae Calandrella raytal Sand Lark C 198 Passeriformes Alaudidae Alauda gulgula Oriental Skylark C Dicaeum concolor Plain 199 Passeriformes Dicaeidae Flowerpecker C 200 Passeriformes Nectariniidae Cinnyris asiaticus Purple Sunbird C 201 Passeriformes Passeridae Passer domesticus House Sparrow VC 202 Passeriformes Passeridae Motacilla alba White Wagtail UC 203 Passeriformes Passeridae Motacilla cinerea Grey Wagtail C Sl. Common No. Order Family Scientific Name Name Status Ploceus benghalensis Black-breasted 204 Passeriformes Passeridae Weaver C 205 Passeriformes Passeridae Ploceus philippinus Baya Weaver C Lonchura malacca Black-headed 206 Passeriformes Passeridae Munia C Lonchura punctulata Scaly-breasted 207 Passeriformes Passeridae Munia C Emberiza spodocephala Black-faced 208 Passeriformes Emberizidae Bunting C Corvus macrohynchos Large-billed 209 Passeriformes Corvidae crow C, VC 210 Passeriformes Corvidae Dendrocitta vagabunda Rufous treepie UC Table 3: List of homestead trees species observed along the river banks within the Project Impact Area (Source: Islam et al. 2013, CARINAM field survey 2015, Khan et al. 1995) [ Note: VC - Very Common, C - Common, UC - Uncommon, R-rare, VR - Very Rare, Ex - Exotic, Mv - Mangrove species] S.No. Local/English Name Scientific Name Status 1. Mahogany Swietenia macrophylla C 2. Rain tree Samanea saman VC 3. Raj koroi Albizia richardiana C 4. Kala koroi Albizia lebbeck R 5. Sada koroi Albizia procera UC 6. Neem Azadirachta indica UC 7. Simul Bombax ceiba UC 8. Sonalu Cassia fistula VR 9. Karanja Pongamia pinnata UC 10. Payra Pithecellobium dulce UC 11. Akashmoni Acacia auriculiformis UC 12. Katbadam Terminalia catappa UC 13. Bamboo grove Bambusa sp. C 14. Babla Acacia nilotica VR, Ex 15. Sisso Dalbergia sissoo UC, Ex 16. Segun Tectona grandis VR 17. Pitraj Aphanamixis polystachya UC 18. Sonboloi Thespesia populnea R 19. Sundari Heritiera fomes R, Mv 20. Gewa Excoecaria agallocha R, Mv 21. Ipil-Ipil Leucaena leucocephala R 22. Mander Erythrina sp. UC 23. Arjun Terminalia arjuna R 24. Debdaru Polyalthia longifolia R 25. Khoir Acacia catechu R 26. Eucalyptus Eucalyptus camaldulensis R, Ex 27. Jial badhi Lannea coromandelica R 28. Bot Ficus bengalensis R 29. Bohera Terminalia belerica R 30. Ponial Calophyllum inophyllum R 31. Coconut Cocos nucifera VC 32. Betel nut Areca catechu VC 33. Velvety apple Diospyros discolour VC 34. Mango Mangifera indica VC 35. Jackfruit Artocarpus heterophyllus VC 36. Guava Psidium guajava VC 37. Pummelo Citrus grandis VC 39. Golden apple Spondias pinnata VC 40. Tamarind Tamarindus indica C 41. Jujube Zizypus Mauritania C 42. Wax apple Syzygium samarangense C 43. Carambola Averrhoa carambola C 44. Lemon Citrus limon C 45. Date palm Phoenix sylvestris UC 46. Blackberry Syzygium cumini UC 47. Monkey jack Artocarpus lakoocha UC 48. Elephant apple Dillenia indica UC 49. Litchi Litchi chinensis UC 50. Indian olive Elaeocarpus floribundus UC 51. Aonla Emblica officinalis UC 52. Bullo k‘s he rt Annona reticulate C 53. Cowa Garcinia cowa UC 54. Wood apple Aegle marmelos R 55. Sapota Achras sapota R 56. Pomegranate Punica granatum UC 57. Custard apple Annona squamosal UC 58. River ebony Diospyros peregrine R 59. Orange Citrus chinensis R 60. Eleph nt‘s foot pple Feronia limonia R 61. Rose apple Syzygium jambos R 62. Mandar Erythrina variegate C 63. Mandar Erythrina fusca C 64. Dheros, Bhindi Abelmoschus esculentus UC 65. Bunno Dheros Abelmoschus moschatus UC 66. Jhumka Abutilon hirtum UC 67. Jhumka Abutilon indicum UC 68. Akashi Acacia mangium UC 69. Patabahar Acalypha wilkesiana C 70. Hargoza Acanthus illicifolius UC 71. Apang Achyranthes aspera UC 72. Raktahata Aerva sanguinolenta UC 73. Bhatshola Aeschynomene indica C 74. Fulkuri Ageratum conyzoides C 75. Jat Koroi Albizia odoratissima UC 76. Molicha Alternanthera philoxeroides C 77. Sachisak Alternanthera sessilis C 78. Kantamairra Amaranthus spinosus C 79. Mairrasak Amaranthus viridis C 80. Bel Aegle marmelos UC 81. Fulkorai Albizia saman C 82. Chatim Alstonia scholaris UC 83. Ata Annona reticulata C 84. Sharifa Annona squamosa C 85. Royna Aphanamixis polystachya UC 86. Chinabadam Arachis hypogaea UC 87. Guguli Argyreia nervosa UC 88. Batta Artocarpus lacucha UC 89. Bilimbi Averrhoa bilimbi UC 90. Kamranga Averrhoa carambola C 91. Neem Azadirachta indica C 92. Brammishak Bacopa monnieri C 93. Puishak Basella rubra C 94. Chalkumra Benincasa hispida C 95. Kormuta Blumea lacera C 96. Simul,Tula Bombax ceiba C 97. Baganbilas Bougainvillea glabra C 98. Baganbilas Bougainvillea spectabilis C 99. Sarisa Brassica napus UC 100. Phulkapi Brassica oleracea UC 101. Bandhakopi Brassica capitata UC 102. Palash Butea monosperma UC 103. Arol Cajanus cajan C 104. Hundal Calophyllum inophyllum C 105. Akkan, Akanda Calotropis gigantea C 106. Akkan Calotropis procera C 107. Marich Capsicum annuum C 108. Marich Capsicum frutescens UC 109. Pepe, kokia Carica papaya C 110. Kormocha Carissa carandas C 111. Sonamukhi Cassia fistula UC 112. Jhau, Popan Casuarina equisetifolia UC 113. Nayantara Catharanthus roseus C 114. Monkanta Catunaregam spinosa C 115. Morogful Celosia cristata UC 116. Adamkipata, Centella asiatica C Thankuni 117. Thuas Centrostachys aquatica C 118. Hasnahena Cestrum nocturnum UC 119. Battashak Chenopodium album UC 120. Asamlata Chromolaena odorata UC 121. Tejpata Cinnamomum tamala UC 122. Tarmuz Citrullus lanatus UC 123. Kagazi lebu Citrus aurantifolia C 124. Jambura Citrus maxima C 125. Atha, hurhuria Cleome viscosa C 126. Bamunhati Clerodendrum indicum C 127. Bandulpata Clerodendrum inerme C 128. Bhat Clerodendrum viscosum C 129. Aparajita Clitoria tarnatea UC 130. Telakucha Coccinia grandis UC 131. Patabahar Codiaeum variegatum C 132 Paat Corchorus capsularis C 133 Tuchapat Corchorus olitorious UC 134 Dhone Coriandrum sativum C 135 Dubbecrepi Crassocephalum crepidioides UC 136 Barun Crateva magna C 137 Junjuni Crotalaria pallida C 138 Paglamarich Croton bonplandianus UC 139 Bangi Cucumis melo UC 140 Sasha Cucumis sativus C 141 Mistikumra Cucurbita maxima C 142 Sunnalata, Sarnalata Cuscuta reflexa UC 143 Sialimutra Cyanthillium cinereum C 144 Dalia Dahlia pinnata UC 145 Datura Datura metel C 146 Gajor Daucas carota C 147 Krisnachura Delonix regia UC 148 Kalla lata Derris scandens UC 149 Kalla lata Derris trifoliata UC 150 Kodaliya Desmodium triflorum C 151 Chalta Dillenia indica UC 152 Bilatigab Diospyros blancoi C 153 Kassagab Diospyros malabarica C 154 Kantamehedi Duranta erecta C 155 Kalakeccha Eclipta prostrata UC 156 Jalpai Elaeocarpus floribundus UC 157 Sadimudi Emilia sonchifolia 158 Bilati Dhone Eryngium foetidum UC 159 Eucalyptus Eucalyptus camaldulensis C 160 Kantamansa Euphorbia nerifolia UC 161 Dudialata Euphorbia hirta UC 162 Bot Ficus benghalensis UC 163 Ballagota Ficus erecta. C 164 Dumur Ficus hispida C 165 Jaggodumur Ficus racemosa. C 166 Asath, Jil Ficus religiosa UC 167 Kau Garcinia cowa 168 Gondoraj Gardenia jesminoides UC 169 Koishtuma Glochidion multiloculare 170 Gamar Gmelina arborea UC 171 Namuti Grangea maderaspatana 172 Surjamukhi Helianthus annuus UC 173 Nona hatisuri Heliotropium curassavicum UC 174 Hatisur Heliotropium indicum UC 175 Borati gas Hemigraphis hirta 176 Latkonjaba Hibiscus rosa-sinensis C 177 Mesoth Hibiscus sabdariffa 178 Alicha Hygrophila auriculata 179 Bontil Hygrophila salicifolia 180 Gol tokma Hyptis brevipes 181 Tokma Hyptis suaveolens 182 Kalmi Ipomoea aquatica C 183 Sagarna alu Ipomoea batatus 184 Dulkolmi Ipomoea fistulosa C 185 Gateful Ipomoea quamoclit 186 Rangon Ixora coccinea C 187 Beli Jasminum sambac UC 188 Jagatmadan Justicia gendarussa 189 Pathorkuchi Kalanchoe pinnata UC 190 Shim Lablab purpureus C 191 Kadhu Lagenaria siceraria C 192 Badi Lannea coromandelica 193 Lantana Lantana camara C 194 Cutra Laportea interrupta 195 Khesari Lathyrus sativus C 196 Tikadana Launaea aspleniifolia 197 Methi Lawsonia inermis 198 Murka Leea indica 199 Masur Lens culinaris 200 Rakta dron Leonurus sibiricus 201 Aul Lepisanthes rubiginosa 202 Ipil Leucaena leucocephala 203 Shet dron Leucas aspera 204 Zai gash Lindernia antipoda 205 Tisi Linum usitatissimum 206 Shunk Lippia alba 207 Meda Litsea monopetala 208 Otthuas Ludwigia adscendens C 209 Panilong Ludwigia hyssopifolia 210 Dundul Luffa cylindrica C 211 Apple Malus domestica 212 Marich jaba Malvaviscus arboreus 213 Ghora nim Melia azederach 214 Sada methi Melilotus albus 215 Pudina Mentha arvensis C 216 Pudina Mentha viridis 217 Marbel Meyna spinosa 218 Hakistani lata Mikania micrantha 219 Boro Mimosa himalayna 220 Sarmida Mimosa pudica C 221 Bakul Mimusops elengi 222 Titkorola Momordica charantia C 223 Akri Momordica cochinchinensis 224 Rangkathal Morinda citrifolia 225 Sajina Moringa oleifera C 226 Kamini Murraya paniculata 227 Paramul Nelsonia canescens 228 Kadam Neolamarckia cadamba C 229 Raktakarobi Nerium oleander UC 230 Seuli Nyctanthes arbor- tristis UC 231 Halud Hapla Nymphaea amazonum 232 Nil hapla Nymphaea nouchali 233 Lal hapla Nymphaea rubra 234 Kachuti Nymphoides hydrophylla 235 Kachuti Nymphoides indica 236 Banno tulsi Ocimum americanum 237 Tulsi Ocimum basilicum C 238 Tulsi Ocimum tenuiflorum 239 Pan tulsi Oenanthe javanica 240 Dima shak Oldenlandia corymbosa 241 Fonimonsha Opuntia elatior UC 242 Thona Oroxylum indicum 243 Amrul Oxalis corniculata 244 Patabahar Pedilanthus tithymaloides C 245 Luchipata Peperomia pellucida 246 Lalbiskatali Persicaria hydropiper 247 Biskatali Persicaria orientalis C 248 Petunia Petunia hybrida 249 Khai Phyla nodiflora 250 Horoli Phyllanthus acidus 251 Amloki Phyllanthus emblica 252 Vuiamla Phyllanthus niruri 253 Cirkuti Phyllanthus reticulatus 254 Sikimamla Phyllanthus sikkimensis 255 Futka bion Physalis minima 256 Pipul Piper peepuloides 257 Motorsuti Pisum sativum 258 Natai Pithecellobium dulce 259 Mundorokha Pluchea indica 260 Debdaru Polyalthia longifolia C 261 Kenga, koroch Pongamia pinnata UC 262 Noitaful Portulaca grandiflora 263 Nunashak Portulaca olearacea 264 Tatui Premna esculenta 265 Peyara Psidium guajava C 266 Kamranga, Chai Psophocarpus tetragonolobus C 267 Mula Raphanus sativus C 268 Sarpogonda Rauvolfia serpentina C 269 Veron Ricinus communis 270 Banna horra Rorippa indica 271 Golap Rosa centifolia UC 272 Alughanti Ruellia tuberosa 273 Datipalong Rumex maritimus 274 Chuai Rumex vesicarius 275 Pindi Rungia pectinata 276 Salvia Salvia splendens 277 Chandan Santalum album 278 Bondhone Scoparia dulcis 279 Dadmardon Senna alata 280 Til Sesamum indicum 281 Hola Sesbania sesban 282 Kureta Sida acuta 283 Pitberal Sida cordata 284 Kureta Sida rhombifolia 285 Tomato Solanum lycopersicum C 286 Begun Solanum melongena C 287 Tikbion Solanum myriacanthum 288 Putibegun Solanum nigrum 289 Kantabegun Solanum sisymbrifolium 290 Titbion Solanum torvum 291 Goal Alu Solanum tuberosum 292 Titbion Solanum violaceum 293 Bannabion Solanum virginianum 294 Kerpa Sonneratia apetala M 295 Ghuijil Spermacoce latifolia 296 Morichalata Sphenoclea zeylanica 297 Mariccha Spilanthes acmella 298 Palongshak Spinacia oleracea 299 Amra Spondias pinnata UC 300 Musarralata Stephania japonica 301 Keron Sterculia foetida 302 Horma Streblus asper 303 Mehagoni Swietenia mahagoni C 304 Relanodi Synedrella nodiflora 305 Butigajam Syzygium cumini C 306 Kawyagajam Syzygium fruticosum 307 Golapjam Syzygium jambos UC 308 Jamrul Syzygium samarangense UC 309 Tagar Tabernaemontana divericata UC 310 Haludghenda Tagetes erecta 311 Lalghenda Tagetes patula 312 Tetul Tamarindus indica R 313 Nona jau Tamarix indica 314 Bahera Terminalia bellirica UC 315 Katbadam Terminalia catappa C 316 Balai Thespesia populnea C 317 Gatika Thevetia peruviana C 318 Gulanch Tinospora cordifolia 319 Cicinda Trichosanthes anguina 320 Patal Trichosanthes dioica C 321 Jangli gagra Urena lobata 322 Maskolai Vigna mungo UC 323 Mug Vigna radiata 324 Barboti Vigna unguiculata 325 Nishinda Vitex negundo 326 Nilnishinda Vitex trifolia 327 Vimraj Wedelia chinensis 328 Gagra Xanthium indicum 329 Barai Ziziphus mauritiana 330 Rasna Acampe praemorsa 331 Rasna Aerides odorata 332 Piaj Allium cepa 333 Rashun Allium sativum 334 Mankachu Alocasia macrorrhizos 335 Hatal kachu Alocasia odora 336 Gritakumari Aloe vera 337 Tara Alpinia nigra 338 Olkachu Amorphophallus paeoniifolius 339 Jangleol Amorphophalus bulbifer 340 Anaros Ananus comosus 341 Supari Areca catechu 342 Bora bans Bambusa balcooa 343 Chikon bans Bambusa jaintiana 344 Bangla bans Bambusa vulgaris 345 Tal Borassus flabellifer 346 Goradubla Bothriochola pertusa 347 Kerat Bet Calamus latifolius 348 Bet Calamus viminalis 349 Kalabati Canna indica 350 Kew shak Cheilocostus speciosus 351 Bait Chrysopogon aciculatus 352 Narikel Cocos nucifera 353 Sada Hongais Coix lacryma-jobi 354 Kachu Colocasia esculenta 355 Kanaialata Commelina benghalensis 356 Kanaialata Commelina paludosa 357 Goron,Golras Crinum asiaticum 358 Banna halud Curcuma aeruginosa 359 Halud Curcuma longa 360 Aghnighas Cymbopogon citratus 361 Dublakher Cynodon dactylon 362 Sagarmukhi methi Cyperus cuspidatus 363 Burethi Cyperus imbricatus 364 Kathai Cyperus pilosus 365 Kaiabeda Cyperus rotandus 366 Bangalu Dioscorea alata 367 Kachuripana Eichhornia crassipes 368 Money plant Epipremnum aureum C 369 Kachu Homalomena aromatica C 370 Chon Imperata cylindrica C 371 Bonhadda Lasia spinosa 372 Guri fena Lemna perpusilla 373 Fena Monochoria hastata C 374 Kola Musa acuminata 375 Anajikola Musa paradisiaca 376 Dhan Oryza sativa C 377 Polao pata Pandanus amaryllifolius 378 Kaindan Panicum miliaceum 379 Khejur Phoenix sylvestris C 380 Futihena Pistia stratiotes 381 Rajanigonda Polianthes tuberosa 382 Uridan Porteresia coarctata 383 Rasna Rhynchostylis retusa 384 Kuyar Saccharum officinarum C 385 Kasful,Kaiccha Saccharum spontaneum C 386 Sitol pati Schumannianthus dichotomus 387 Fena Spirodela polyrhiza 388 Daripata Typha elephantina 389 Bhutta Zea mays 390 Ada Zingiber officinale C 391 Paan Piper betle UC 392 Cheena Taal Livistona chinensis R, Ex Table 4: List of invertebrates so far recorded from Bangladesh No. of Comment Phyla species References recorded 1 Protozoa 175 Kabir, et al. (eds.), 2008 2 Prorifera 29 Kabir, et al. (eds.), 2008 3 Cnidaria 102 NCS Report, 1997 Kabir, et al. (eds.), 2008 4 Ctenophora 10 Kabir, et al. (eds.), 2008 5 Rotifera 76 Kabir, et al. (eds.), 2008 6 Gastrotricha 04 Kabir, et al. (eds.), 2008 7 Platyhelmithes 126 Kabir, et al. (eds.), 2008 8 Nematoda 176 Kabir, et al. (eds.), 2008 9 Annelida 98 Kabir, et al. (2009) 10 Echinodermata 46 NCS Report (1997); Kabir, et al. (2009) 11 Acanthocephala 28 Kabir, et al. (2009) 12 Bryozoa (Minor Phyla) 07 Kabir, et al. (2009) 13 Kinorhyncha (Minor Phyla) 02 Kabir, et al. (2009) 14 Chaetognatha (Minor 03 Kabir, et al. (2009) Phyla) 15 Mollusca 470 Siddiqui, et al. (eds.), 2007 16 Arthropoda Crustacea 164 Bhouyain&Asmat (1992); Ahmed, et (Zooplankton) al. (2008) 17 Crustacea 39 Shafi&Quddus (1982); (Crabs) Chowdhury&Hafizuddin (1991); Ameen (2001); Siddiqui&Zafar (2002); Ahmed, et al. (2008) 18 Crustacea 62 Ahmed, et al. (2008) (Shrimps & Hossain (2013) Prawns) 19 Insecta 2360 Bhuiya, et al. 2015 (Unpublished Compilation); www.brgb.org/species 20 Arachnida 431 Ahmed, et al. (2009) (Scorpion & spiders) Total 4408 Source: Bhuiya B.A. (2014)*Number of species within different Phyla and classes may be added in due course as they are recorded. Table 5: List of mammals of the project area. Ord English IUC CIT Loc No Family Species Local Name er Name N ES al PatiShial/ 1 Canidae Canis aureus Golden Jackal VU III CR Shial Vulpes 2 Bengal Fox bengalensis 3 Felis chaus Jungle cat Ban Biral EN RR Felidae 4 Felis viverrina Fishing cat Meso- Biral UR Herpestes Small Indian 5 Benji/ Nakul CR auropunctatus Mongoose Herpestidae Herpestes Indian Grey VU VU 6 edwardsi Mongoose 7 Lutra perspicillata Smooth Otter Ud-Biral EN UR Mustelidae Common 8 Lutra lutra Ud-Biral CR I RR Otter Small Indian 9 Vivercula indica Khatash VU III UR Civet Viverridae Large Indian 10 Viverra zibetha Bagdash EN UR Civet Bendicota 11 Mole Rat Indur CR bengalensis Greater 12 Bendicota indica Dhariindur CR Bandicoot Rat 13 Muridae Mus booduga Field Mouse Metho-Indur CR 14 Mus musculus House Mouse NengtiIndur CR Carnivora 15 Rattus rattus House Rat Indur CR 16 Vandeleuria Longtailed Gechonentii VU Ord English IUC CIT Loc No Family Species Local Name er Name N ES al oleracea Tree Mouse ndur Grey Mask 17 Suncus murinus SikaIndur C Shrew Megadermat False Vampire Dhani- 18 Megaderma lyra UR idae Bat Badur Rousettus Leschenaults Bocha kola 19 CR leschenaulti Fruit Bat Badur Pteropus Indian Flying 20 Bara badur VU Pteropodida giganteus Fox e Rhinopoma Lesser Rat- 21 Badur VU hardwickei tailed Bat Cynopterus sphinx Short nosed 22 Badur VU Fruit Bat Chiroptera Vespertilion Pipistrellus KelaartsPipistr KhudiCham 23 C idae ceylonicus elle chika Sca Platanista Ganges River Shishu/ 24 nde Platanistidae EN C gangetica Dolphin Shushuk ntia Orcaella Irrawaddy 25 Delphinidae IravatiShisu brevirostris Dolphin Sori Suncus etruscus com Etruscan 26 Soricidae Chika CR orph Pygmy Shrew a Notes:  IUCN Status (Local): VU = Vulnerable; EN = Endangered; CR = Critically Endangered; CITES Status: I=Threatened with Extinction; II = Tradetobe Controlled to Help Survival; II I= Protected in at Least One Country; Local Status (Occurrence/abundance): CR=Common Resident; C = Common; V = Vagrant, UR = Uncommon Resident; RR=Rare Resident Table 6: List of migratory birds Sl. Scientific Name English Name Status 1 Anas acuta Northern Pintail Regular visitor 2 Anas clypeata Northern Shoveller Regular visitor 3 Anas crecca Common Teal Regular visitor 4 Anas falcata Falcated Teal Regular visitor 5 Anas formosa Baikal Teal Rare visitor 6 Anas penelope Eurasian Widgeon Regular visitor 7 Anas platyrhynchos Mallard Regular visitor 8 Anas querquedula Garganey Regular visitor 9 Anas strepera Gadwall Regular visitor 10 Anser anser Greylag Goose Regular visitor 11 Anser fabalis Bean Goose Rare visitor 12 Anser indicus Bar-headed Goose Regular visitor 13 Aythya baeri B er‘s Po h rd Regular visitor 14 Aythya ferina Common Pochard Regular visitor 15 Aythya fuligula Tufted Duck Regular visitor 16 Aythya marila Greater Scaup Rare visitor 17 Aythya nyroca Ferruginous Pochard Regular visitor 18 Marmaronetta angustirostris Marbled Duck Rare visitor 19 Rhodonessa rufina Red-crested Pochard Regular visitor 20 Tadorna ferruginea Ruddy Shelduck Regular visitor 21 Tadorna tadorna Common Shelduck Regular visitor 23 Fulica atra Common Coot Regular visitor 24 Porzana porzana Spotted Crake Regular visitor 25 Porzana pusilla B illon‘s Cr ke Regular visitor 26 Rallus aquaticus Water Rail Regular visitor 27 Actitis hypoleucos Common Sandpiper Regular visitor 28 Arenaria interpres Ruddy Turnstone Regular visitor 29 Calidris alba Sanderling Regular visitor Sl. Scientific Name English Name Status 30 Calidris alpina Dunlin Rare visitor 31 Calidris canutus Knot Regular visitor 32 Calidris minuta Little Stint Regular visitor 33 Calidris ruficollis Red-necked Stint Regular visitor 34 Calidris subminuta Long-toed Stint Rare visitor 35 Calidris temminckii Temmin k‘s Stint Regular visitor 36 Calidris tenuirostris Great Knot Regular visitor 37 Calidris ferruginea Curlew Sandpiper Regular visitor 38 Calidris pygmeus Spoonbill Sandpiper Regular visitor 39 Gallinago gallinago Fantail Snipe Regular visitor 40 Gallinago nemoricola Wood Snipe Regular visitor 41 Gallinago solitaria Solitary Snipe Regular visitor 42 Gallinago stenura Pintail Snipe Regular visitor 43 Limicola falcinellus Broad-billed Sandpiper Regular visitor 44 Limnocryptes minimus Jack Snipe Regular visitor 45 Limnodromus semipalmatus Snipe-billed Godwit Regular visitor 46 Limosa lapponica Bar-tailed Godwit Regular visitor 47 Limosa limosa Black-tailed Godwit Regular visitor 48 Numenius arquata Eurasian Curlew Regular visitor 49 Numenius madagascariensis Eastern Curlew Regular visitor 50 Numenius phaeopus Whimbrel Regular visitor 51 Philomachus pugnax Ruff Regular visitor 52 Scolopax rusticola Eurasian Woodcock Regular visitor 53 Tringa erythropus Spotted Redshank Regular visitor 54 Tringa glareola Wood Sandpiper Regular visitor 55 Tringa guttifer Nordm nn‘s Greenshank Regular visitor 56 Tringa nebularia Greenshank Regular visitor 57 Tringa ochropus Green Sandpiper Regular visitor 58 Tringa stagnatilis Marsh Sandpiper Regular visitor 59 Tringa totanus Common Redshank Regular visitor Sl. Scientific Name English Name Status 60 Xenus cinereus Avocet-sandpiper Regular visitor 61 Haematopus ostralegus Eurasian Oystercatcher Regular visitor 62 Recurvirostra avosetta Pied Avocet Regular visitor 63 Charadrius alexandrinus Kentish Plover Regular visitor 64 Charadrius dubius Little Ringed Plover Regular visitor 65 Charadrius hiaticula Common Ringed Plover Regular visitor 66 Charadrius leschenaultii Greater Sand Plover Regular visitor 67 Charadrius mongolus Lesser Sand Plover Regular visitor 68 Charadrius placidus Long-billed Plover Regular visitor 69 Dromas ardeola Crab Plover Rare visitor 70 Pluvialis dominicus Pacific Golden Plover Regular visitor 71 Pluvialis squatarola Grey Plover Regular visitor 72 Vanellus cinereus Grey-headed Lapwing Regular visitor 73 Vanellus gregarius Sociable Lapwing Regular visitor 74 Vanellus leucurus White-tailed Lapwing Regular visitor 75 Vanellus vanellus Northern Lapwing Regular visitor 76 Anous tenuirostris Lesser Noddy / Whitecapped Noddy Rare visitor 77 Chlidonias hybridus Whiskered Tern Regular visitor 78 Chlidonias leucopterus White-winged Tern Regular visitor 79 Larus argentatus Herring Gull Regular visitor 80 Larus brunnicephalus Brown-headed Gull Regular visitor 81 Larus ichthyaetus P ll s‘s Gull Regular visitor 82 Larus ridibundus Black-headed Gull Regular visitor 83 Stercorarius parasiticus Parasitic Skua Rare visitor 84 Sterna caspia Caspian Tern Regular visitor 85 Sterna fuscata Sooty Tern Rare visitor 86 Sterna hirundo Common Tern Reglar visitor 87 Sterna sumatrana Black-naped Tern Rare visitor 88 Podiceps cristatus Great Crested Grebe Regular visitor 89 Botaurus stellaris Great Bittern Regular visitor Sl. Scientific Name English Name Status 90 Ciconia ciconia White Stork Rare visitor Table 7: List of reptilian species identified in the study areas Or IUC CIT Loc No Family Species English Name Local Name der N ES al Nilssonia Ganges 1 Ganga Kasim EN CR Trionychida gangetica Softshell Turtle e Lissemys Spotted Flap- 2 SundhiKasim VU CR punctata shell Turtle 3 Morenia petersi Yellow turtle HaldhiKaitta CR Geoclemys Spotted Pond 4 KaloKasim hamiltonii Turtle Crowned River 5 Hardella thurjii Kali Kaitta Turtle Bataguridae/ Kachuga Red Crowned AdhiKoriKait 6 Geoemydida Testudines (Chelonia) kachuga Roofed Turtle ta e Indian Roofed 7 Pangshura tecta KoriKaitta CR Turtle Pangshura Indian Tent 8 MajhariKaitta VU CR tentoria Turtle Pangshura Brown Roofed 9 Vital Kaitta VU II UR smithii Turtle 10 Chelonidae Chelonia mydas Green Turtle SabujKachim Lepidochelys Olive Ridley JalpairongaK 11 olivacia Turtle achim Logger-head Mugur- 12 Caretta caretta Turtle mathaKachim Calotes Common 10 Agamidae Roktochusha C versicolor Garden Lizard Mabuya 11 Common skink Anjon/Anchil III CR carinata Scincidae Sphenomorphus Spotted Litter ChitritoBuno 12 CR maculatus Skink Anchil 13 Gekko gecko Tokay Gecko Takkok C Hemidactylus Oriental Leaf- 14 ChotoTiktiki VU I CR brookii Toed Gecko Gekkonidae Hemidactylus Yellow-bellied 15 GodaTiktiki EN I RR flaviviridis House Gecko Squamata Hemidactylus Common DakcharaTikt 16 CR frenatus House Lizard iki 17 Varanidae Varanus Bengal PainnaShap EN CR Or IUC CIT Loc No Family Species English Name Local Name der N ES al bengalensis Monitor Varanus Yellow HaldeyGui- 18 EN CR flavescens Monitor Shap Amphiesma Striped 19 Dora-shap EN UR stolatum Keelback Atretium 20 Olive Keelback Mete-Shap C schistosum Common Enhydris 21 Smooth Water Paina-shap EN II C enhydris Snake Common Wolf ShadaraonGh 22 Lycodon aulicus VU II RR Snake arginniShap Colubridae Checkered Xenocrohis 23 Keelback DhoraShap piscator Water Snale Indian Rat 24 Ptyas mucosus Snake/Western DarajShap I UR Rat Snake Common Dendrelaphis Dora 25 Bronzeback pictus GechoShap tree snake Monocllate 26 Naja kaouthia GokhraShap VU Cobra Spectacled KhoiaGokhra 27 Naja naja VU Cobra Shap Elapidae Bungarus Common 28 Kalkeotey VU caeruleus Indian Krait Bungarus BandedKrait/ ShankaniShap 29 EN fasciatus Typhlops Jerdons Blind ShoroDumuk II CR 30 jerdoni Snake ha Shap Typhlopidae Typhlopidae Typhlops Blind Snake NO 31 acutus 32 Crocodylida Gavialis Gharial Ghot Kumir/ EN e gangeticus Ghorial Crocodylia Notes:  IUCN Status (Local): VU = Vulnerable; EN = Endangered; CR = Critically Endangered  CITES Status: I=Threatened with Extinction; II=Trade to be Controlled to Help Survival; III=Protected in at Least One Country  Local Status (Occurrence/abundance): CR = Common Resident; C = Common; UR = Uncommon Resident; RR = Rare Resident Annex G: Resettlement Policy Framework Annex H: Communication Strategy and Action Plan Dhaka-Chittagong Inland Water Transport Corridor Project: Communications Strategy and Action Plan Background Despite being a riverine country with some 700 rivers, streams and canals covering a total length of about 24,000 km, the river route has been declining in Bangladesh for lack of adequate water and its proper management. About 6,000 km of river route are navigable during the monsoon for different size vessels, but it shrinks to about 3,900 km in the dry period. While the larger rivers are up to 50m depth in places and the lower Meghna is generally 10-25m depth, navigation is hindered by very shallow depths on bars, especially in the delta area, at the confluences of the major rivers and their tributaries, river bends and mouths. On e the ountry‘s tr nsport tion highly depended on river routes, ut it is shifted to roads and railways in recent decades. But carrying goods in waterways is cheaper than roads or railway. Considering the potential of waterways in transportation, the government has given more emphasis on the inland water transportation to minimise pressure on roads and railways. Among the ountry‘s ll river routes, Dh k -Chittagong corridor is the main trafficked route for inland water transport (as also for roads and railways) and carries about 80 percent of all Inland Water Transport (IWT) traffic. Realising the importance of this corridor and the need to fully utilise all transport modes to reduce demand on roads, the Bangladesh government has prioritised the improved development and maintenance of the Class-I routes and linked Class-II and -III routes along this corridor. The main trunk route is about 300km, of which it is initially estimated that about 40km currently require dredging and channelisation to maintain the advertised depth for the existing traffic. Another 110-130km of linked routes is part of this corridor, of which about 33-50 km requires constant maintenance. As part of its priority, the government has taken the Dhaka-Chittagong Inland Water Transport Corridor Project with financial support from the Work Bank. Bangladesh Inland Water Transport Authority (BIWTA) under the Shipping Ministry will implement the project. Communication activities can contribute to awareness, uptake and adoption of BIWTA‘s work into the government poli ies nd m n gement pl ns t ll tiers of government to sharing information with the stakeholders concerned and the people living in local communities to improve their livelihoods. This document deals with BIWTA communication events and activities at local and n tion l s le for the proje t: ‗Dh k -Chittagong Inland Water Transport Corridor Proje t‘. To ensure th t ommuni tion tivities re ligned with this str tegy the BIWTA communication team, project managers and the relevant stakeholders when required to discuss upcoming activities and issues and progress to date. Overall Programme/Project Objectives The proposed World Bank project aims to establish and maintain i) Dhaka- Munshigonj-Gajaria-Chandpur-Chittagong River Route, Munshiganj-Demra- Ghorashal route, and connecting routes to Barisal and Ashuganj; ii) six vessel shelters to be located along the aforementioned river routes; and iii) ferry crossing routes between: Chandpur and Shariatpur; Lakshmipor and Bhola; and Beduria and Laharhat. To implement the project, BIWTA must acquire land for spoils disposal where applicable, and manage the onshore dredge spoils deposits, including facilitating use of spoils for construction activities, land-filling, and other end-uses as appropriate and based on demand. The objective of the project is: To increase the capacity, reliability and safety of inland water transport along the Dhaka-Chittagong corridor. To ensure more private sector involvement in inland water transport sector. To increase number of country boats and vessels as inland transport. To provide an opportunity to improve the institutional capacity for environmental management, social management, and safety in overall IWT sector. To popularise IWT sector in carrying goods to minimise pressure on road and rail communications. Communications Objectives The overall Communication Strategy is intended to be a dynamic document and be updated to reflect the continually evolving nature of work and to take advantage of new events and evolving project plans. The objectives of this communication strategy are: • To outline ppropri te ommuni tion tivities to ensure enh n ed p ity nd skill of both government agencies and private sector to sustainably manage the ountry‘s inl nd w ter se tor • To ssist in uilding p ity of ommunities, ommunity-based organisations and local government agencies through various programmes • To uild w reness mong wide ut defined group of udien es nd user groups about the importance of inland water sector • To influen e poli ym kers, ivil so iety nd development pr titioners for dissemination of project achievements using media, publication of policy briefs and the publishing of book • To sensitise priv te se tor nd id gen ies to invest more in the ountry‘s inl nd water transport sector Target Audience The purpose of this project is to effectively operate Dhaka-Chittagong Inland Water Transport Corridor by establishing water structures and dredging the river channels to popularise water transportation in the country with a view to cut pressure on road and rail communications. It is recognised that to achieve this outcome, a broad range of potential audience groups are required to be targeted, each with differing communication activities and approaches. However to be effective each target audience needs to have a different communication strategy and approach. The following priority audience groups have been identified for communication activities: Stakeholders/Audiences INTERNAL EXTRNAL The Ministry of Shipping Aid Agencies and Donors - BIWTA - World Bank - Bangladesh Inland Water Transport Corporation (BIWTC) Project staff Local Government - Dhaka office - Local staff - UpazilaParishad - Union Parishad Government agencies Local communities - Bangladesh Water Development Board (BWDB) - Women - Department of Agricultural - Community leaders Extension (DAE) - Fishermen - Department of Fisheries (DoF) - Farmers -Department of Environment (DoE) - School teachers - Land Ministry - Opinion leaders - Ministry of Commerce - Community-based organisations - Ministry of Industries - Department of Fisheries - Department of Hydrology - ChittagongPort Authority (CPA) - MonglaPort Authority (MPA) - LandPort Authority NGOs/Research organisations - Bangladesh Center for Advance Studies (BCAS) - Bangladesh Environmental Lawyers Association (BELA) - BRAC - Center for Sustainable Development Center for Natural Resource Studies - Coastal Area Resource Development and Management Association - Centre for Coastal Environmental Conservation - Center for Environmental and Geographic Information System (CEGIS) - Development of Biotechnology and Environmental Conservation Centre - Environment and Social Development Organisation - Wildteam - Forum of Environmental Journalists of Bangladesh Media - Print media (newspapers) - Broadcast Media (Television and Radio) - Online Development practitioners - Institute of Governance Studies (IGS) - BRACUniversity Private sector - Bangladesh Cargo Vessel Owners' Association - Bangladesh Launch Owners' Association - Bangladesh Inland Waterways Passenger Carrier Association - Dhaka Chamber of Commerce and Industry (DCC) - Federation of Bangladesh Chambers of Commerce and Industries (FBCCI) Channels The table below outlines the key stakeholders/audiences and the channels used to disseminate communication messages: Internal Stakeholders Stakeholder/Audience Communication channel Shipping Ministry Publications - Project summary - Documentary video/dvd - Project brochure Promotional materials - Stickers Ministry, BIWTC and BIWTA websites - Web stories - Photos - Case studies Media articles Government agencies Meetings - Meeting with Policymakers and Government officials - Community and local level Publications - Advocacy publication - Policy briefs - Project summary - Documentary video/dvd - Project brochure Promotional materials - Stickers Workshop Ministry, BIWTC and BIWTA websites - Web stories - Photos - Case studies Media articles Project Staff Ministry, BIWTC and BIWTA websites - Web stories - Photos - Case studies Publications - Advocacy publication - Policy briefs - Project summary - Documentary video/dvd - Project brochure - Training manual Promotional materials - Stickers Workshop External Stakeholders Stakeholder/Audience Communication channel Aid Agencies and Donors Ministry, BIWTC and BIWTA websites - Web stories - Photos - Case studies Media articles Reports - Project report (monthly, quarterly and annually) Publications - Advocacy publication - Policy briefs - Project summary - Documentary video/dvd - Project brochure Promotional materials - Stickers Workshop Local Government Promotional materials -Stickers -Publications - Advocacy publication - Policy briefs - Project summary - Documentary video/dvd - Project brochure National workshop Local Media articles Local Communities Meetings - Local and community level meetings - Exposure visits - Field worker visits - Presentation sessions Promotional materials - Stickers - Billboards Local media - Newspapers - Online Publications - Project summary - Documentary video - Policy briefs - Training manual - Project brochure - Advocacy publication Workshop NGOs/Research Ministry, BIWTC and BIWTA websites organisations/Development - Web stories practitioners - Photos - Case studies Media articles Reports - Project Report (monthly, quarterly and annually) - Baseline Report - Training Assessment Report Publications - Advocacy publication - Policy briefs - Project summary - Documentary video/dvd - Project brochure Meetings - Validation meeting - Meeting with stakeholder representatives - Meeting with policymakers Workshop Private Sector Ministry, BIWTC and BIWTA websites - Web stories - Photos - Case studies Media articles Publications - Advocacy publication - Policy briefs - Project summary - Documentary video/dvd - Project brochure Meetings - Meeting with stakeholder representatives - Meeting with policymakers Workshop Media Media release Ministry, BIWTC and BIWTA websites - Web stories - Photos - Case studies Workshop Publications - Advocacy publication - Policy briefs - Project summary - Documentary video/dvd - Project brochure Promotional materials - Stickers Exposure visits (dependant on budget) Communication objectives per audience COMMUNICATION OBJECTIVE AUDIENCE To outline appropriate communication The Shipping Ministry, the government activities to strengthen capacity and skill agencies, private sector and local of both government agencies and private community sector to sustainably manage the ountry‘s inl nd w ter tr nsport se tor To assist in building capacity of The Shipping Ministry, the government communities, community-based agencies, aid agencies, NGOs, research organisations and local government organisations and local community agencies through various programmes to manage water resources To build awareness among a wide but The Shipping Ministry, the government defined group of audiences and user agencies, aid agencies, NGOs, research groups about the importance of inland organisations and local community and water sector media as well To influence policymakers, civil society The Shipping Ministry, the government and development practitioners for agencies, aid agencies, NGOs and media dissemination of project achievements using local media, publication of policy briefs and the publishing of book To sensitise private sector and donor Private sector, the Shipping Ministry, agencies to invest more in inland water government agencies, aid donors and transport sector media Key Messages The key messages to be delivered through this project are: 1. BIWTA is working to revive the ountry‘s inl nd w ter tr nsport se tor y ensuring sustainable management of water resources in Bangladesh. 2. Inland water transportation is the most environmentally friendly and low-cost transport modes in the world. 3. Dhaka-Chittagong Inland Water Transport Corridor project will help increase inland water traffic in the country and will minimise transport pressure on road and rail communications. 4. Dhaka-Chittagong Inland Water Transport Corridor project will contribute to the increase of volume of trade and commerce. Thus, it will help enhance the ountry‘s socioeconomic development. 5. Once the project is implemented, local community as well as private sector will be benefited from it. Communications Mix The Communications Strategy and Action Plan for Dhaka-Chittagong Inland Water Transport Corridor Project will use different tools to reach the message to different sections of audiences during a year period. The list of communications tools is given bellow: External Communications Mix  Press Press release Radio Opinion editorial Features Features advisories  TV  News and features  Long-format programmes and online television options  Advertising  Print  Radio  Television  Print  Brochures  Posters  Letters  Leaflets  Scientific reports  Etc.  Public Relations  Event  Endorsements  Telephone calls  conferences  Etc. Internal Communications Mix  Conference calls  Face-to-face meetings  Etc. Budget (Budget to be fixed in consultation with the project officials) The amount of money available now The amount of money available in the future Action Plan This communication action will cover over the next 12 months of the project. During this period, two local workshops will be held in Barisal and Chandpur involving local stakeholders and community leaders to inform local people about the project. Besides, some 20 focus group discussions (FGDs) will be held with local community at different locations. During the FGDs, leaflets, stickers and posters will be distributed among the local people to sensitise them. What: Two local workshops Why: To inform local people Where: Barisal and Chandpur When: (To be fixed) Who: (Chief Guest Name) How: Involving community leaders and local authorities Target Audience: Local government representatives and community leaders Key Message(s): (To be fixed) Media Strategy: (To be fixed) Tools and Materials: (To be fixed) This table is a living document, to be updated on a continual basis – by the project team at BIWTA EVENTS When Activities Target Audience Message Communications Channel Persons Cost Materials responsible Communications Plan Ongoing, Create individual - BIWTA Overview of the Overall - Staff time ideally project - Government communications communications Communications created communication agencies activities for the strategy Officer during the plan that allow for - Donor agencies project project broad planning of - Project Staff planning event, workshops, stage and media releases reviewed quarterly Meetings Validation - BIWTA Validate -Communications Meeting - Project Staff - Staff time Date: Meeting - Government communications plan - - Venue agencies strategy - Presentation Communications - Transport - Donor agencies - Project Officer costs summary - Accommodation costs - Food costs Dates Meeting with MSP - BIWTA - Introduce - Project Meeting Project staff - Transport (Multi-stakeholder - Government project summary - Food platform) agencies - Project Update - Presentation - Representatives - Donor agencies - Issues/ Accommodation MSP Challenges - Way forward - Knowledge Sharing Workshops Date: Local Workshop - Policymakers Project - Press release - Workshop cost, - Partners information, - Invite media Communication consultant fee Venue: - Local community Project - Banner Officer and staff time, Chandpur - Local authorities achievement, - Project Staff media - Project Staff risks faced and - NGOs future direction - Media Date Local Workshop Project Press release Work shop cost - Policymakers information, Invite media - , consultant fee Venue: - Partners Project Banner Communication and staff time, Chandpur - Local community achievement, Officer media - Local authorities risks faced and - Project Staff - Project Staff future direction - NGOs - Media Date Local Workshop Project Press release Work shop cost - Policymakers information, Invite media - , consultant fee Venue: - Partners Project Banner Communication and staff time, Chandpur - Local community achievement, Officer media - Local authorities risks faced and - Project Staff future direction - Project Staff - NGOs - Media Date: Local Policymakers Project - Press release - Workshop cost, Workshop - Local information, - Invite media Communication consultant fee Venue: Barisal community Project - Banner Officer and staff time, - Local achievement, - Project Staff media authorities risks faced and - Project Staff future direction - NGOs - Media Focus Group Discussions (FGDs) 20 FGDs - Local Campaign on - Press release Communication Consultant Dates: community IWT project - Invite media Officer fee and staff Venues: - Local - Banner - Project Staff time, and authorities media - Project Staff - NGOs - Media Reports - Monthly Project Report - Donor - Progress Pre-designed Report format Project Staff Staff time - Quarterly - Monthly - Shipping report format supplied - Annually - Quarterly Ministry - Financial by Donor - Annually - BIWTA report - BIWTC -Govt agencies Evaluating Success How will we measure the success of our communications? It is important to assess the communication strategy/project so that any changes, if necessary, can be made when engaging in a similar strategy/project in the future. Communications Verifiable Indicator Means of Timing objective Verification • To outline - Presence of Media monitoring Collection on appropriate proje t‘s stories in – collecting online daily/weekly basis. communication media and on the and newspaper activities to BIWTA website. articles Dissemination to strengthen capacity IWT Corridor and skill of both - Changes in the Log of project staff and government ommunity‘s disseminated Communication agencies and attitude to IWT materials Coordinator on private sector to sector monthly basis. sustainably manage the ountry‘s As disseminated. inland water sector • To ssist in building capacity of communities, community-based organisations and local government agencies through various programmes to manage water resources • To uild awareness among a wide but defined group of audiences and user groups about the importance of inland water sector • To influen e policymakers, civil society and development practitioners for dissemination of project achievements using media, publication of policy briefs and the publishing of book • To sensitise private sector and aid agencies to invest more in the ountry‘s inl nd water transport sector Annex I: Stakeholders Consultation Record National Stakeholder Consultation on Inception and Scoping Report Public Consultations Record (National) Overview of the consultation event A public consultation event was held on October 14th, 2015 at the CIRDAP International Conference Center (CICC) in Dhaka on the Environmental and Social Impact Assessment study of Dhaka-Chittagong Inland Water Transport Corridor Project. The purpose of the event was: (a) to share preliminary information about the proposed project, and (b) to share and seek feedback on the proposed scope and methodology of the environmental and social safeguards studies, as per the Government of Bangladesh and World Bank requirements and standards. Bangladesh Inland Water Transport Authority (BIWTA), responsible agency of the project, and Institute of Water Modeling (IWM), consultant for the Environmental and Social Impact Assessment study, publicized the event through sending invitations to the attendees by means of invitation cards, emails and phone calls during October 2-6, 2015. The list of attendees is presented in Table 1. Table 1 : List of attendees in the National Stakeholder Consultation Workshop held on 14 October 2015 at CIRDAP International Conference Center (CICC), Dhaka. Ministry of Shipping Sl. Name Position Organizatio Phone Email n number 1. Mr. Shajahan Khan, MP Honourable Minister, Ministry of Shipping 2. Mr. Shafique Alam Mehdi Secretary, 0171152772 Ministry of Shipping 2 3. Mr. Abu Jafar Md. Farid Deputy Chief 0181544220 Uddin Chowdhury 3 4. Ms. Sirat Mahmuda Senior Asst. Chief 0171751415 2 5. Mr. Mohammad Anamul Project Procurement Consultant 0171579084 Haque Bhuiyan PMU 4 6. Mr, Md. Jahangir Alam PRO 0171142536 Khan 4 7. Dr. BKD Raja Environment Specialist 8. Venkata Nukala Socio-Development Specialist Bangladesh Inland Water Transport Authority Sl. Name Position Organizatio Phone Email n number 1. Mr. Md. Moniruzzaman Chairman (in-charge) 2. Mr. Mohammed Mofizul Member (Engineering) 0171854752 Haque 8 3. Mr. Md. Mahbub Alam Director, Hydrography 0171139727 Department 7 4. Mr. Mahmud Hasan Salim Director (Planning), 0191191463 Planning Department 6 5. Mr. Md. Abdul Hai Director, Conservancy & 0171111118 Pilotage Department 4 6. Mr. Majibur Rahman Chief Engineer, Engineering 0172606043 Sarker Department 3 7. Mr. Md. Siddiqur Rahman, Director, Audit Department 0171307656 4 8. Mr. Gopal Chandra Saha Director, Finance Department 0171225676 8 9. Mr. Abdul Awal Director, Account Department 0171345321 1 10. Mr. Mahabubul Alam Director, Port Department 0171300708 4 11. Mr. Mazibur Rahman Joint Director (Planning). 0191216499 Planning Department 8 12. Mr. Zaved Anwar Joint Director (Planning), Planning Department 13. Mr. Md. Mohiuddin Deputy Director (Planning) Chowdhury Planning Department 14. Mr. Liaquat Akbar Assistant Director (Planning) 0168677377 Planning Department 1 15. Mr. Atahar Ali Sardar Addl. Chief Engineer (Marine) 0171260292 Dredging Department 2 16. Mr. Rokibul Islam Addl. Chief Engineer (Dhaka Talukder Zone) Engineering Department 17. Mr. Md. Mohidul Islam Addl. Chief Engineer (Barisal 0191191463 Zone) 6 Engineering Department 18. Mr. Shajadur Rahman Superintending Engineer (Dhaka 0191784563 Circle), Engineering Department 9 19. Mr. Saidur Rahman Superintending Engineer 0191304878 (Dredging) 6 Dredging Department 20. Mr. Md. Saifur Rahman Joint Director (Survey) 0155247206 Hydrography Department 2 21. Mr. Md. Alfaz Uddin Deputy Director (Survey) 0191373391 Hydrography Department 6 22. Mr. Monjurul Haque Deputy Director (Survey) 0172217947 Hydrography Department 9 23. Mr. Mostafizur Rahman Assistant Director (Survey) 0171779616 Hydrography Department 9 24. Mr. Babul Akhter Assistant Director (Survey) 0191310913 Hydrography Department 9 25. Mr. Sabur Khan Deputy Assistant Director 0171284430 (Survey) 9 Hydrography Department 26. Mr. Mortaza Kabir Ahmed Additonal Director, Hydrography Department 27. Mr. Md. Nesar Uddin Khan Additional Chief Engineer 0172012345 MME Department, 5 28. Mr. Mohammad Tariqul Executive Engineer, 0174577003 Hasan Dredging Department 3 29. Md. Mosarrof Hossain Deputy Assistant Director 30. Md. Enayet Hossain Joint chief 31. Md. Mizanur Rahman Joint Director 32. Md. Motaher Hossain Assistant Director 33. Md. Iqbal Alam System Analyst 34. Burhanuddin Ahmed 35. Md. Obaidur Rahman Assistant Director 36. Md. Sharfuddin Deputy Assistant Director Bangladesh Inland Water Transport Corporation Sl. Name Position Organiz Phone number Email ation 1) Mr. NSM Shahadat Ali GM (Commerce), BIWTC, Dhaka 2) Ms. Jesmin Ara Begum Chief Planning, BIWTC, Dhaka 01199007062 Bangladesh Water Development Board Sl. Name Position Organ Phone number Email izatio n 1) Niger Sultana Deputy Chief 2) Dr. Shamol Chandra Das Executive Director 3) Abul Kalam Azad Chief Engineer 4) Mr. Md. Maqbul Hussain Director, Planning-2. BWDB 01715208986 Anser Building (7th Floor) 5) Mr. Saleh Ahmed Executive Engineer, Office of Chief BWDB 01711198577 Planning 6) Mr. Muhammed Mahboob- Director, Central Procurement Cell, BWDB Ul-Kabir 7) Mr. Belal Uddin Biswas Deputy Chief, Forest & BWDB 01711264593 Environment, Office of the Chief Planning, Mongla Port Authority Sl. Name Position Organiz Phone number Email ation Rear Admiral Riazuddin Chairman MPA 01706363591 Ahmed, BSP, NDU, Mongla Port Authority AFWC, PSC, BN Md. Bazlur Rahman Deputy Chief Engineer (H) MPA Mongla Port Authority Md. Motiur Rahman Assistant Engineer 01948901970 Civil and Hydraulics Department Md. Golam Kader ATM, MPA Department of Environment Sl. Name Position Organiz Phone number Email ation Dr. Sultan Ahmed Director (Natural Resource 01552328617 Management) A K M Rafiqul Islam Deputy Director/CC (Research & 01711446249 Monitoring) Department of Agricultural Extension (DAE) Sl. Name Position Organiz Phone number Email ation Tahmina Begum Deputy Director Water 01716481517 Management (WM), Department of Agricultural Extension, International Union for Conservation of Nature Sl. Name Position Organiz Phone number Email ation Dr. Ishtaq Uddin Ahmed Country Representative 01712085944 International Union for Conservation of Nature (IUCN) Bangladesh University of Engineering and Technology Sl. Name Position Organiz Phone number Email ation 1) Professor Dr. Md. Mashud Head, Dept. of Naval 01715313384 Karim Architecture and Marine Engineering (NAME) World Fish Sl. Name Position Organiz Phone number Email ation Dr. M. Yousuf Ali Focal Manager, World Fish Mahtab Khan Bhadhon Junior Provisionary Fishery Officer Delta Plan Sl. Name Position Organiz Phone number Email ation 1 Mollah Ruhul Alom Directorate General of Forces Intelligence Sl. Name Position Organiz Phone number Email ation 1 Md. Shahjahan 2 Md. Faizur Private Sector Sl. Name Position Organiz Phone number Email ation Mr. SP Mahabuddin President 9871432 Ahmed Bir Bikrom. Bangladesh Inland Water Transport (Passenger Carriers) Association Tuhin Dutta MD, DSS Mr. Md. Shah Alam President Bangladesh Launch Labour Federation Mr. Chowdhury Ashiqul Secretary Alam Bangladesh Launch Labour Federation Momin Islam President B ngl desh Oil T nkers Owner‘s Association A.M.M. Shahadat Hossain Director, Logistics, Shipping & Port M/S A.K.Khan& Co Ltd. (Former Chairman, Chittagong Port Authority) Habibul Alam, Bir Pratik Chairman, Bangladesh Oil T nkers Owners‘ Asso i tion Sharif Md. Afzal Hossain Managing Director, S.S.Rahman Shipping Lines Ltd. Mahbub Ahmed Managing Director, Ship Owners Rights Md.Sharif Knowledge Management Consultants Shoumo Khondoker CARRINUM Shah Abdul Latif WMSM Tanjim Mashrur CARRINUM Ms. Anannya CARRINUM Mr. Ariful Haque CARRINUM Institute of Water Modelling Sl. Name Position Organiz Phone number Email ation Prof. Dr. M. Monowar Executive Director, Institute of 01716415528 Hossain Water Modelling Mr. Abu Saleh Khan Deputy Executive Director (opn), 01819238085 Zahirul Haque Khan Director, CPE, IWM 01819432538 Md. Ashraf Ali Khan Manager, HRD 01714 395624 M.H. Anupam Mahmud Program Associate, HRD 01841-930041 M. Samiun Nabi Manager, Business Development 01711489961 Mr. Ruhul Amin BD officer, IWM 01841930036 Rubayat Alam Senior Specialist 01841930017 Shume Akhter Associate Specialist 01841930023 Md. Abdus Salam Sikder Sr. River and Coastal Morphologist Md. Moshiur Rahman Associate Specialist 01847189319 Sheikh Nahiduzzaman Junior Specialist 01914758134 Md. Raqubul Hasib Junior Engineer 01823798921 Farhan Md. Zahir Junior Engineer 01798144187 Md. Ziaur Rahman Associate Specialist 01715814390 Md. Mohaimenul Islam Manager (Admin) Md. Mainul Islam Secretary, CPE 01911906602 Md. Samsuddin Environmental Specialist Dr. Sheikh Muhammad River Ecologist, IWM Abdur Rashid Mr. Khairul Matin, Socio-Development Specialist, 01741127731 KMC Mehedi Hasan Emon Environmental Specialist 01811446974 Syed Monowar Hossain Navigation Specialist Dipen Shaha Junior Engineer Md. Golam Rasul Agronomist Zahirul Islam Agronomist Morsheda Begum Junior Engineer World Bank Sl. Name Position Organiz Phone number Email ation 1 Venkata Nukala Environmental Specialist 2 BKD Raja Socio-Development Specialist 3 Leanne Farrell 4 Elaile Jiang 5 Md. Akhtar zaman 6 Iqbal Ahmed 7 Dick Konijn 8 Jiry de Waal 9 Deepak Man Singh Shrestha 10 Diep Nguyen-Van Houtte Bangladesh Land Port Authority Sl. Name Position Organiz Phone number Email ation 1 Md. Hasan Ali Executive Engineer 2 Md. Rezaul Karim Estate Officer Media Sl. Name Position Organiz Phone number Email ation 1 Amadul Haque Reporter, BTV 2 Kazi Zabel Daily Jagantar (News Paper) 3 Kamal Ahemd Bangladesh Radio 4 Mr. Sohag Daily New Nation The event was attended by senior government officials of the Shipping Ministry and representatives from other bodies like BIWTA and BIWTC and DoE, Development Partners, NGOs, Research Organizations, Private Sector, Print Media (including The Daily Star and Prothom Alo etc.) and electronic media (including BTV, RTV, channel 9, Channel 24 etc.) Shipping Minister Shajahan Khan, MP, addressed the workshop as the chief quest while Secretary of Ministry of Shipping Shafique Alam Mehdi spoke on the occasion as special guest. BIWTA acting chairman M Moniruzzaman presided over the workshop. Honourable Shipping Minister Shajahan Khan said Bangladesh is a riverine country with some 700 rivers, streams and canals with a total length of about 24,000 km. ―A out 6,000 km re n vig le during the monsoon for different size vessels, shrinking to out 3,900 km in the dry period, which is not acceptable. To restore our navigation routes, our government h s t ken initi tives whi h re eing implemented y BIWTA,‖ he dded. The Shipping Minister said the Government has identified 65 main river navigation routes that are essential to passenger and freight tr nsport within B ngl desh. ―Of these, 12 h ve een le rly identified s high priority.‖ The Dhaka-Chittagong corridor is the main trafficked route for inland water transport and carries approximately 80 percent all Inland Water Transport traffic, Shajahan Khan said, this is why this route has been given highest priority. ―This route is very signifi nt s goods of inter ountry nd tr nsit tr de under Proto ol on IWT between Bangladesh and India are transported by these routes. Growth of international sea borne trade will largely depend on this Dhaka-Chitt gong Corridor,‖ he s id. The Shipping Minister said that the projection of IWT Container Traffic is 8.52 million TEU in 2035, which is very promising and this also demands the improvement of navigability of Dhaka- Chittagong river route. ―I m h ppy to know th t IWM is rrying out omprehensive EIA nd SIA studies of the proje t. I believe that the institute will perform their activities with detailed analysis with risks and impacts on environment and risks to the aquatic, estuarine and marine environment, terrestrial environment, socio-economic impacts on populations in relation with the investments and activities in project re ,‖ he s id. Shajahan Khan thanked the World Bank to come forward for such an important project and expressed his sincere thanks and gratitude to all participants, electronic and print media and the organizers. Speaking as special guest, Shipping Secretary Shafique Alam Mehdi said the routes are the most important passenger corridor with almost 200,000 passengers travel by these waterways daily on ver ge. ―Even with the exp nsion of ro d network m jority of the p ssengers prefer w terw ys for travelling to and from Barisal Division, Chandpur District and adjacent areas of Laxmipur and No kh li Distri ts.‖ Similarly, he said, in terms of freight movement, the routes under study play a vital role in the overall transport sector. These routes connect the main consumption and distribution area of the country, including Dhaka-Narayanganj area, with maritime ports and other major consolidation places of goods. The Shipping Secretary said the movement of break-bulk cargo and POL depends on these routes. This natural advantage has inspired investors to establish industrial units along these routes or on average within a distance of 10km from the routes. ―Goods of inter-country trade between Bangladesh and India are being transported by these routes under the provisions of the Protocol on Inland Water Transit and Trade (PIWTT). Goods from one place to other place of India are also being transported through these routes under the provisions of PIWTT,‖ he s id. Secretary Shafique Alam Mehdi informed the workshop that the Ministry of Shipping has engaged one independent Environmental Safeguard Specialist and one Social Safeguard Specialist to oversee nd provide guid n e on the EIA/SIA nd SMF studies. ―They will interf e with nd guide the IWM study team on an ongoing basis to make sure that the resulting studies are fully compliant with ppli le environment l nd so i l s fegu rd poli ies of the World B nk,‖ he dded. BIWTA acting chairman M Moniruzzaman said the proposed project might result in significant environmental impacts, if the project activities are not properly planned, designed, executed, and m int ined in the perspe tive of physi l, iologi l nd so i l environment. ―Further to th t, the project will provide an opportunity to improve the institutional capacity for environmental management, social management, nd s fety in over ll IWT se tor.‖ He said the Dhaka-Chittagong corridor is the main trafficked route for inland water transport and rries pproxim tely 75 to 80 per ent ll Inl nd w ter tr nsport tr ffi . ―This is why this orridor has been given much importance nationally and internationally. BIWTA has playing its role and providing ne ess ry supports for su ess of the study s implementing gen y,‖ Moniruzzaman added. IWM Executive Director Prof Dr M Monowar Hossain made a power-point presentation on overview of the study ―Environment l nd So i l Imp t Assessment study of Dh k -Chittagong Inl nd W ter Tr nsport Corridor Proje t‖. The workshop was carried out in English language and it was recorded and filmed. The length of event was three hours and 30 minutes. Project brief and its map were distributed among the participants. After the inaugural session of the workshop, five power-point presentations on environmental and social assessment of the study were presented during technical session followed by an open discussion. Dr. Sultan Ahmed, director (Natural Resource Management) of Department of Environment, chaired the technical session while five power-point presentations were made: A) Presentation on overview of Bangladesh Trade and Transport Facilitation Project by Venkata Nukala, Environmental Consultant of Ministry of Shipping B) Presentation on the scope of environmental and social assessment of the study and proposed methodology for carrying out the study by Md. Zahirul Haque Khan, Team Leader and Director CPE Division, IWM C) Presentation on Physical Environment of the Project and Key Issues by Mr. Mehedi Hasan Emon, Environmental Specialist, IWM D) Presentation on Ecological Environment of the Project and Key Issues by Mr. Dr. Sheikh Muhammad Abdur Rashid, River Ecologist, IWM E) Presentation on Socio-cultural Environment of the Project and Key Issues by Mr. Khairul Matin, Socio-Development Specialist, IWM. Mahmud Hasan Salim, Project Director and director (Planning) of Bangladesh Inland Water Transport Authority (BIWTA), gave welcome address at the event. Summary of comments, questions, and feedback received The table below summarizes the key issues raised (including those not relevant to the proposed project) by stakeholders, and responses from BIWTA and IWM. Stakeholder category #1 CENTRAL GOVERNMENT AGENCY OFFICIALS Stakeholder comment BIWTA and IWM response Remarks/Additional actions / agreed follow-up BIWTA director Abdul Hye BIWTA responded that it will put recommended for upgrading forward the recommendation to the Kanchpur and Sultana Kamal authorities concerned. bridges as these are creating barrier against plying of big- seize containers on the river route. DoE director Sultan Ahmed Project authorities responded that asked project officials to they will submit EIA of the project to submit EIA of the project to DoE within stipulated timeframe. the DoE to get environmental clearance. Md. Saidur Rahman, Project authorities responded that Superintend Engineer, they will t ke h r nurul isl m‘s BIWTA, Dredging department characteristics into consideration. said that Char nurul islam is a Cutter suction dredger and hopper part of the project and the area is very much unpredictable, dredger (for estuarine) will be used siltation rate is very high, for the project. water velocity is very high during tide, river bed always changes, so that area should be taken into consideration during study and he asked What type of dredger will be used in the project. Md. Alfazuddin, Deputy Project authorities responded that the Director (Survey), BIWTA proje t doesn‘t onsider route up to emphasized on Bank mongla. protection/river control plan and he asked whether the project will be extended up to mongla port in pussur river AKM Rafiqul Islam, Deputy Project authorities agreed with his Director, DOE said Identifying views and assured that the report will ecologically critically be uploaded in the website in due areas(ECA) within project area time. should be done, wet land and water bodies should not be filled up by spoils and he asked for a disclosure of the ESIA at website for comments and suggestions. Md. Saiful Islam, Joint BIWTA and IWM said that Director, BIWTA said that Bangladesh is hopeful of getting origin of most of the rivers are adequate water from upstream in upstream in India. So to countries as per agreements to sustain the project the issue of maintain water flow of Dhaka- water flow between two Chittagong Inland Water Transport countries should be settled in Corridor. priority basis. Tahmina Begum, Deputy Project authorities said that it will be Director, DAE Extension considered. asked to consider Cost benefit ratio Shajadur Rahman, Superintend Project authorities said that likely Engineer, BIWTA said that a impacts of dredging will be assessed good co relation needs to be and in accordance with that ECA assessed for river-bay/estuary will be formulated with monitoring in terms of aquatic life during program. dredging interventions. Dr. Shamal Chandra Das, Project authorities informed that for Executive Engineer, BWDB tributary and distributary 1 km wanted to know the criteria of influence area has also been selecting project influence area considered. which is one km either side of the river bank. And In case of tributaries and distributaries- what will be the influence. Stakeholder category #2 Media Stakeholder comment BIWTA and IWM response Remarks / Additional actions / agreed follow-up Morshedul Islam of Daily BIWTA and IWM said that Nayadigantha said that Bangladesh is hopeful of getting regional cooperation will be a adequate water from upstream key to ensure water flow of the countries as per agreements to Dhaka-Chittagong water way maintain water flow of Dhaka- as Bangladesh depends on Chittagong Inland Water Transport water of trans-boundary rivers. Corridor. Stakeholder category #3 Academics Stakeholder comment BIWTA and IWM response Remarks / Additional actions / agreed follow-up Dr. Md. Mashud Karim, Project authorities informed that the study Professor, BUET said will be carried out. that a comparative study of the route should be done with rail and roadways. Stakeholder category #3 Private Sector Stakeholder comment BIWTA and IWM response Remarks / Additional actions / agreed follow-up A former chairman of BIWTA responded that they will sincerely Chittagong Port consider the suggestion Authority suggested upgrading Shitalakhya River route to Class-1 from existing Class-2. Chowdhury Ashiqul Project authorities agreed with his views. Alam, Secretary General , Bangladesh noujan sramik federation asked for Tidal management policy and said that river should be free from man-made obstacle in national and international river. Event closing The event closed at 13:20 pm and stakeholders were thanked for their attendance and participation. They were also informed about the following current plans for future consultation and engagement opportunities rel ted to the proje ts, where to find ongoing inform tion out the proje ts‘ pl nning and development, and how to get in touch with BIWTA with any further questions, concerns or suggestions. Participants were furthermore informed that this summary would be made publicly available (both in English and Bengali) at January, 2016 within 90 days of the event. Annex 1: detailed list of consultation participants Annex 2: Photo log of event Welcome Address by Mr. Mahmud Hasan Salim, Project Director Speech by Special Guest Mr. Shafique Alam Mehdi, Secretary, Speech by Chief Guest Mr. Shajahan Khan, Hon’ble Minister, Ministry of Shipping Ministry of Shipping Speech by Chairperson Commodore Mohammad Mozammel Presentation on the scope of environmental and social assessment of the Haque, Chairman, Bangladesh Inland Water Transport study and proposed methodology for carrying out the study by Md. Zahirul Haque Khan, Team Leader and Director CPE division, IWM Authority (BIWTA) Presentation on Physical Environment of the Project and Key Audiences giving their feedback about the project Issues by Mr. Mehedi Hasan Emon, Environmental Specialist, IWM Open Discussion Qustion & Answer Session Qustion & Answer Session Prof. Dr. M. Monowar Hossain, Executive Director, Institute of Water Modelling (IWM) answering the queries put by the stakeholders Mr. Mahmud Hasan Salim, Project Director answering the queries Dr. Sultan Ahmed,Director (Natural Resource Management), put by the stakeholders Department of Environment along with other speakers in the technical session Regional Stakeholder Consultation on Inception and Scoping Report Public Consultations Record (Regional) Overview of the consultation event A public consultation event was held on November 17th, 2015 at RJ Tower Hotel & Resort (2nd floor), Sariat Nagar, Ashuganj, B. Baria on the Environmental and Social Impact Assessment study of Dhaka-Chittagong Inland Water Transport Corridor Project. The purpose of the event was: (a) to share information about the proposed project, and (b) to share and seek feedback on the proposed scope and methodology of the environmental and social safeguards studies and mitigation measures for measure environmental and social impacts ,(c) involve the stakeholders in the project planning process, as per the Government of Bangladesh and World Bank requirements and standards. Bangladesh Inland Water Transport Authority (BIWTA), responsible agency of the project, and Institute of Water Modeling (IWM), consultant for the Environmental and Social Impact Assessment study, publicized the event through sending invitations to the attendees by means of invitation cards, emails and phone calls and advertising through two national newspapers during November 10-16, 2015. The list of attendees is presented in Table 1. Table 1: List of attendees in the National Stakeholder Consultation Workshop held on 17 November 2015 at RJ Tower Hotel & Resort (2nd floor), Sariat Nagar, Ashuganj, B. Baria. Bangladesh Inland Water Transport Authority Sl. Name Position Organization Phone number Email 1 Mr. Md. Mohiuddin Deputy Director (Planning) Chowdhury Planning Department 2 Mr. Saiful Islam Joint Director, Marine Safety & 01819673257 Traffic Management Department 3 Mr. Shah Alam Traffic Officer 01717747906 4 Mr. Mainuddin Traffic Officer Upazilla Administration Sl. Name Position Organization Phone number 1 Ferdousi Akter Assistant Commissioner (Land), District Administration 01705411244 Ashuganj Upazilla 2 Abu Asif Ahmed Upazilla Chirman, Ashuganj Upazilla Parishad Community Representative 3 Mr. Ayub Khan Chairman, 2 No. Char Chartala Union Community Representative Parishad, Ashuganj 4 Rehena Begum Vice Chairman, Ashuganj Upazilla Parishad Community Representative 01703325452 5 Ferdousi Zahan 7,8,9 Word Union Parishad Member, Community Representative Ashuganj 6 Nazmul Haque Rana UP Secretary, 2 No. Char Chartala Union Community Representative 01747005635 Union Parishad, Ashuganj 7 Selina Akter Fatema UP Member Char Chartala Union Parishad, Ashuganj Department of Livestock Sl. Name Position Organization Phone Email number Mr. Nasir Uddin Upazilla Livestock Officer, Livestock Ashuganj Upazilla From NGO 1. Hazi Md. Mizanur Rahman, Chairperson, Sushashoner Jonno Nagorik, Ashuganj Upazilla Local Businessman 1. Mohammad faruque, Owner, R J Tower, Ashuganj, B. Baria 2. Abul Kalam Azad, Shokal-Shondha Shopping Mall, Ashuganj, B. Baria 3. Mr. Shahjedda Shaju, Owner, M/S Malek Group Local Stakeholders and Influenced People 1. Md. Zahirul haq, Ferrighat Lease Owner, Ashuganj 2. Md. Kader Ali Sarker, Representative, Ashuganj Boatman Association 3. Ishrak Sarder, Representative, Ferri Ghat Labour Association, Ashuganj 4. Md. Mostafizur Rahman, Bhairab Bazer 5. Md. Kanchan Miah, Ashuganj 6. Md. Saiful, Ashuganj 7. Md. Abdul Ali, Ashuganj 8. Shobuj, Ashuganj 9. Salek, Ashuganj 10. Ripon, Ashuganj 11. Md. Nannu, Ashuganj 12. Md. Sohel, Ashuganj 13. Md. Hossain Ali, Ashuganj 14. Md. Shahin, Ashuganj 15. Abdur Razzak, Ashuganj 16. Neyeb Ali, Ashuganj 17. Hazi Md. Jamal Uddin, Ashuganj 18. Md. Nasir Miah, Ashuganj 19. Siddik, Ashuganj 20. Abu Bokor, Ashuganj 21. Shourov, Ashuganj 22. Alamgir, Ashuganj 23. Noor Sayed Rubel, Ashuganj 24. Awal, Ashuganj 25. Parvez Alam, Ashuganj 26. Md. Ismail Sumon, Ashuganj 27. AKM Md. Asir Uddin, Ashuganj 28. Md. Babul, Ashu Ganj 29. Md. Bakul, Ashujanj 30. Hazi Md. Zamal Uddin, Ashuganj 31. Aronno Kabir, Ashuganj 32. Jurain Al Abdullah, Ashuganj 33. Md. Abu Siddik, Ashuganj 34. Md. Dulal, Ashuganj 35. Kawsar, Ashuganj 36. Shakil Mahmud, Ashuganj 37. Zahir Miah, Ashuganj 38. Hasne Maymuna, Ashuganj 39. Shefali, Ashuganj 40. Sayra Khatun, Ashuganj 41. Shakil, Ashuganj 42. Rajon, Ashuganj 43. Sorful, Ashuganj 44. Mr. Nazum Uddin, Ashuganj 45. Mr. Billal Hossain, Ashuganj Launch Ghat 46. Mr. Shofiqul Islam, Ashuganj Launch Ghat 47. Mr. Riazul Islam, Ashuganj Launch Ghat 48. Mr. Ramzan Ali, Ashuganj Launch Ghat 49. Md. Hero Hossain, Ashuganj Launch Ghat 50. Mrs. Shahera Khatun, Tarua Union, Ashuganj 51. Mrs. Shefali, Begum, Tarua Union, Ashuganj 52. Mr. Jamal Hossain, Char Chartala, Ashuganj 53. Md. Moinuddin, Ashuganj Ferri Ghat, Ashuganj 54. Md. Faruque, Ashuganj 55. Masud Ahmed, Ashuganj 56. Tanvir Hasan, Char Chartala Union Parishad, Ashuganj 57. Ramjanul Islam, Char Chartala Union Parishad, Ashuganj 58. Mrs. Masuda Begum, Char Chartala Union Parishad, Ashuganj 59. Taslim Ahemd, Char Chartala Union Parishad, Ashuganj 60. Mrs. Helena Begum, Char Chartala Union Parishad, Ashuganj 61. Moju Miah, Ashuganj, Aronno Kabir, Journalist, Ashuganj 62. Ishak Shumon, Journalist, Daily Manabjamin, Ashuganj 63. Azizul haque, Ashuganj 64. Sumon Shaha, Ashuganj 65. Rasel Munshi, Char Chartala Union Parishad, Ashuganj 66. Md. Abu Siddique, Char Chartala Union Parishad, Ashuganj 67. Shontos Shutrodhar, Ashuganj Many other govt. officials and local persons are also invited by invitation card and over telephone. Institute of Water Modelling Sl. Name Position Organization Phone number Email Zahirul Haque Khan Director, CPE, IWM 01819432538 Mr. Syed Monowar Hussain Navigation Specialist Farhan Md. Zahir Junior Engineer 01798144187 Md. Mainul Islam Secretary, CPE 01911906602 Mr. Khairul Matin, Socio-Development Specialist, KMC 01741127731 The event was attended by public representatives, Upazilla Chairman, Vice-chairman, Chairman of Union Parishad, local woman leader, official of land ministry, Launch owner association, ferry ghat leasee, sand businessmen, journalists, livestock officials, NGOs, local people and representatives from other bodies like BIWTA and BIWTC, Private Sector, Print Media and electronic media (ATN etc.) Upazilla Chairman, Mr. Abu Asif Ahmed, addressed the workshop as the chief guest while Chairman of Union Parishad, Mr. Ayub Khan spoke on the occasion as special guest. Former BIWTA Secretary Syed Monowar Hossain presided over the workshop. At the onset of the session, Syed Monoar Hossain former BIWTA Secretary and chairman of the session welcomed all. Then he invited to present overview of the project and other findings to the audience by power point presentation. Two power point presentations were made. A) Presentation on the baseline environmental conditions, Project Interventions and dredging locations by Zahirul Haque Khan, Team Leader E) Presentation on Socio-cultural Environment of the Project and Key Issues by Mr. Khairul Matin, Socio-Development Specialist, IWM. After presentation session, the participants gave their feedback, raised many suggestions and comments about the project. Honorable Upazilla Chairman, Mr. Abu Asif Ahmed said Bangladesh is a riverine country and daily 2-3 million people travel using the navigational route. He expressed his opinion that Ashuganj, one of the largest inland ports of the country requires further development to meet the increasing transport demand. He further added that navigability of inland water route should be developed by dredging and port and terminal facilities should be developed as well. At the cost of inconvenience that will cause to some people by this project, benefit of maximum may be yielded. So, the Upazilla Parishad and people of Ashuganj would extend all out cooperation for implementation of this project. He cautioned that the list of the affected persons should be prepared carefully and an appropriate resettlement program should be worked out. He also suggested that the dredged materials can be used effectively. There is a proposed road Nabinagar-Ashuganj-Dhaka which reduces the distance 25 km between Ashuganje to Dhaka. The dredged materials can be used to construct the proposed road. Dredged materials can also be used to develop Ashrayon Prokolpo and to raise the government Khashland. Traditional local dredger shouldn't be used and proper procedure and rules and regulations must be followed during dredging. Ashuganj is very important considering the connectivity between Dhaka to Delhi through navigational route. He particularly mentioned that special care should be taken in respect of boatmen and landing station of boat should be earmarked and be developed. Speaking as honorable guest, Assistant Commissioner (land), Ferdoisi Akhter said the Ashuganje launch ghat will be used widely in future and considering this the development work should be sustainable. For a sustainable project ESIA is indispensible. Work plan should be taken according to public opinion based on social survey output. Participation of local people in all stages must be ensured. Print and electronic media should focus the importance of Ashuganj launch route properly. The Upazilla administration will extend assistance and cooperation to conduct ESIA. She assured that appropriate compensation package will be awarded to the persons to be affected by the project. Rehana Maqbul, Vice Chairperson (woman), Upazilla Parshad, Ashuganj, said that the project must uphold the rights and privilege of the women. She mentioned that with many other projects this is one of the important projects that would enhance livelihood of people. She hoped that the project will provide sufficient provision to create employment opportunity for women. Ayub Khan, Chairman, Union Parishad No. 2, Chartala, Ashuganj said that the importance of Ashuganj Port is characterized by national and sub-regional traffic. It is the gateway of the vast Haor area where food grains and other agricultural commodities are produced and transported to elsewhere in the country through Ashuganj. On the other hand, Ashuganj is the nodal point for transportation between neighboring seven sisters and mainland of India. Project for development of Ashuganj Port and inland routes will certainly facilitate the economy. We welcome the project what is conducive to vision 2021. Land what will require for implementation of the project may affect some people but appropriate compensation package may remove grievances substantially. Discharge of dredged spoils will not be a problem if it is managed properly integrating local community need for land development for the purpose of constructing community facilities like bazaars, rural roads, educational and other social institutions. Hazi Mijanur Rahman, president, Shuzon (a social welfare institute), said that the Ashuganj launch ghat will be recognized as an international river port in future. He added that in the past depth of Upper Meghna river was more and the water depth was about 17 m. But now the navigational depth has been decreasing day by day. Dredging should be conducted to have at least 4 m depth. As a result water reserve will be increased and fish availability will be increased. Due to implementation of this project, 17 Upazilla will be benefited. The government of India will provide loan for development work as they will use this navigational route for their transport. He also mentioned a vessel shelter is required here. He suggested to make market every 2 to 5 mile interval along the Nabinagar-Ashuganj-Dhaka road. He also strongly mentioned that the agricultural land must be protected and shouldn't be damaged by dredged materials. Mr. Mostafizur Rahman, representative of Launch owner association, said that this navigational route will become more important if it is connected to Surma-Kushiara river. He also urged that a permanent terminal is required here. Sufficient facilities should be provided for disable people. Dredged materials can be used to develop land for landless people. Md. Kader Ali, representative from boatman association, said that this Launch and ferry ghat is very old. The boatman must be compensated if any development work effects them. Transport contractor of Ferry ghat suggested that the ghat should be more spacious. The boat and the Ferry launch at the same ghat. As a result many times the boats are damaged due to the collision with Ferry. He proposed a new Ferry ghat with sufficient facilities and wide space. Miss Selina Akhter Fatema, representative of woman group informed that boatman and fisherman both are affected due to Ferry and launch movement. So there should be a plan to overcome their sufferings. Sufficient security must be provided for woman in the launch. Miss. Mashra Begum, urged that women's right must be protected. She also suggested that dredged materials should be used for improvement of the rural road. Mr. Israq, leader of ghat laborer said that it will be good if the dredging of the river is done. He also complained that there is no facility for accommodation or primary treatment for the laborer. Government also provides no facilities for the welfare of ghat laborer. During flood, navigational depth is decreased. Measures should be taken to minimize this. The dredged materials can be sold to sand business man by open tender. Dyke can be made with dredged materials and later this dyke can be used as road. Mr. Nasir Uddin, livestock officer said that India is directly related to the navigational route. Environmental impacts will be minimum due to this project. Food security should be considered. A project of grass cultivation can be taken by dredged materials. Event Closing The event closed at 13:00 pm and stakeholders were thanked for their attendance and participation. They were also informed about the following current plans for future consultation and engagement opportunities related to the project, where to find ongoing information about the proje t‘s pl nning nd development, nd how to get in tou h with BIWTA with ny further questions, concerns or suggestions. Participants were furthermore informed that this summary would be made publicly available (both in English and Bengali) at January, 2016 within 90 days of the event. Annex 1: detailed list of consultation participants. Annex 2: Photo log of event News Paper Notices of Public Consultaion Figure: Notice of Public Consultation (The Daily Independent, 16 November 2015, Page 8) Figure: Notice of Public Consultation (The Daily Vorer Pata, 16 November 2015, Page 2) National Stakeholder Consultation on Draft Final Report Public Consultations Record (National) Overview of the consultation event A public consultation event was held on March 30th, 2016 at the BRAC Centre in Dhaka on the Environmental and Social Assessment studies for the Proposed Bangladesh Regional Waterway Transport Project. The purpose of the event was: (a) To share findings and recommendations of EMP, EMF & RPF with the stakeholders, (b) to share and seek feedback on the proposed mitigation measures, (c) to involve the stakeholders in the project planning process, as per the Government of Bangladesh and World Bank requirements and standards. Bangladesh Inland Water Transport Authority (BIWTA), responsible agency of the project, and Institute of Water Modeling (IWM), consultant for the Environmental and Social Assessment study, publicized the event through popular daily newspapers and through sending invitations to the attendees by means of invitation cards, emails and phone calls during March 23-28, 2016. The list of attendees is presented in Table 1. Table 1: List of attendees in the National Stakeholder Consultation Workshop held on 30 March, 2016 at BRAC Centre, Mohakhali, Dhaka Ministry of Shipping Sl. Name Designation Phone number Email 9. Zikrur Reza Khanam Addl. Secretary 01711635252 zikruranwar@gmail.com 10. Md. Nur UR- Rhaman Joint Secretary 01789655544 ji.audit.@mos.gov.bd 11. Md.Anamul Haque 01715790844 bhuiyasqoep@gmail.com Bhuiya 12. Ms. Sirat Mahmuda Senior Asst. Chief 01717514152 13. Md. Shahidul Islam Assistant Director 01712013856 (Finance) Bangladesh Inland Water Transport Authority Sl. Name Designation Phone number Email 1. Mr. Md. Siddiqur Director, Audit Department 01713076564 Rahman 2. Md. Saiful Islam Joint Director 01713076564 3. Md. Rafiqul Islam Addl. Director 01711363510 4. Mr. Zaved Anwar Joint Director (Planning), Planning 01713034638 Department 5. Mr Md Abu Jafar Director, Purchase & Stores 01712096780 Howlader Department 6. Mr Rokibul Islam Additional Chief Engineer (Civil), rislamruko Talukder n@gmail.c Dredging Department om 7. Mr. Abdul Awal Director, Account Department 01713453211 8 Mr. Gopal Chandra Saha Director, Finance Department 01712256768 9. Md. Mizanur Rahman Superintending Engineer 01917713554 10. Mr. Shajadur Rahman Superintending Engineer (Dhaka 01917545639 Circle), Engineering Department 11. Mr.Shafiqul Haque Director, Ports & Traffic Department 01733583359 12. Mr. Md. Abdul Matin Chief Engineer (Dredging) 01551227977 Dredging Department 13. Mr. Mohammed Mafizul Member (Engineering) 01718547528 Haque 14. Mr. Mahmud Hasan Director (Planning), 01911914636 Salim Planning Department 15. Mr. Md. Sadiqul Islam Deputy Director, 01555046999 Sadi.iwtaeg mail.com Conservancy & Pilotage Department 16. Mr. Md. Monjurul Deputy Director (Survey) 01722179479 Haque Hydrography Department 17. Mr. Md. Mahbub Alam Director, Hydrography Department 01711397277 18. Mr. Md. Saifur Rahman Joint Director (Survey) 01552472062 Hydrography Department 19. Mr Atahar Ali Sarder Additional Chief Engineer (Marine), 01712602922 Dredging Department 20. Mr. Md. Ayub Ali Superintending Engineer, 01716314580 Dredging Department 21. Mr. Md. Alfaz Uddin Deputy Director (Survey) 01913733916 Hydrography Department 22. Mr. Saidur Rahman Superintending Engineer (Dredging) 01913048786 Dredging Department Bangladesh Water Development Board Sl. Name Designation Phone number Email 1. Mr. Belal Uddin Biswas Deputy Chief, Forest & Environment, 01711264593 belalbiswas@yaho Office of the Chief Planning, o.com 2. Mr. Abul Kausar Superintending Engineer, Design 01712962502 Circle-4, BWDB 3. Umme Salma Assistant Engineer 01674509058 Design Circle-4, BWDB 4. Sharmin Jahan Sumi Assistant Engineer 01917749145 Design Circle-4, BWDB WARPO Sl. Name Designation Phone Number Email 1. Mr. Md. Sarafat Hossain Director General 01715038519 Khan 2. Md. Ekram Ullah Principal Scientific Officer, 01715064922 Agriculture Section 3. Mohammad Alamgir Principal Scientific Officer 01556555684 Environment, Forests & Fisheries Section 4. Dr. Aminul Haque Principal Scientific Officer 01810172149 Department of Environment Sl. Name Designation Phone Number Email 1. Md. Samsuzaman Sarker 01716861848 2. Farhana Mustari 01616323799 3. Md.Abdul Motalib 01716932131 4. Syed Nazmul Ahsan Director(Environment Clearance(CC)) 01819427358 5. Quazi Sarwar Imtiaz Additional Director General, 01711145269 Hashmi, Department of Environment, , Ministry of Environment and Forests Government Sector Sl. Name Designation Phone Number Email 1. Mr. Mohammad Member Of NRCC Alauddin 2. Mr. Shahadat Hossain Director 01841296286 3. Md. Manjur Chief Hydrographer, CPA 01199030000 4. Mr. Pintu Chief Scientific Officer, RRR 01768250796 5. Mr.Tareq Govt. Officer 01733651507 6. Mohammad Nasir Uddin Hydrographer 01554330893 Researchers Sl. Name Organization Phone Number Email 1. Henk Blok RHDHU IWT Project Henk.blok@rhdhu.com 2. Mr. Majibul Haque CEGIS mhuq@cegisbd.com Private Stakeholder Sl. Name Organization Phone number Email 1. Mr. Saifuddin Land Owner, Bancharampur 0181632965 2. Mr. Majibur Rahman Land Owner, Bancharampur 3. Mr. S.S Biddya Baron DDC Pvt. Ltd 01717232615 Sarker 4. Mr.Rafiqul Islam UNB 01818288857 5. Mr. Emran Chowdhury A.K. Khan & Co 01847001283 6. Mr. Md. Rustam Alam Bancharumpur 01761860921 7. Bushra Nishat IWA 8. Mr. Mahabubur Rahman Social Safety Net Foundation 01720811811 9. Mr. Ariful Hoque S.R. SML Ltd 01716714885 10. Mr.Hassan Yusuf Nadipokkho 01733955250 cedasbd@gmail.com 11. Md. Mostafa Kamal Bancharampur 01713561419 12. Md. Emdadul Haque 01711592404 13. Mr. Abdur Rahim SIRDA 14. S.M. Sajid CENDP 01712521041 15. Mr. Shahidul Islam Secretary 01919696865 Bhuiyan Launch Owner Association 16. Mr. Wajun B.N. S.P Institute of Water Modelling Sl. Name Designation Phone number Email 1. Dr. A.F.M Afzal Deputy Executive Director 01841930002 Hossain, PEng (P&D), Institute of Water Modelling 2. Md. Moshiur Rahman Associate Specialist 01847189319 mrr@ iwmbd.org 3. Asish Sutradhar Junior Specialist 01717444277 ash@iwmbd.org 4. M.A.S Sikder River Ecologist abs@iwmbd.org 5. Dr. Sheikh Muhammad River Ecologist rashidswa@yahoo.co.uk Abdur Rashid, 6. Sakib Mahmud Sakibmahmud7989@yah oo.com 7. Mr. Khairul Matin, Socio-Development Khairulmatingmail.com Specialist, KMC 8. Rubayat Alam Senior Specialist rba@ iwmbd.org 9. Shume Akhter Associate Specialist sha@ iwmbd.org 10. Dipen Saha Junior Engineer dpn@ iwmbd.org 11. Shaikh Nahiduzzaman Junior Specialist snn@ iwmbd.org 12. Md. Ziaur Rahman Associate Specialist zia@ iwmbd.org 13. Syed Monower Hossain Navigation Expert Hossain.syed.monoewer @gmail.com 14. Md. Shamsuddin Environmental Specialist m.shamsuddin51@yahoo. com 15. Md. Ashraf Ali Khan Manager, HRD aak@ iwmbd.org 16. Mr. Ruhul Amin BD officer rua@ iwmbd.org 17. Md. Saiful Islam Junior Specialist mds@ iwmbd.org 18. Farhan Md. Zahir Junior Engineer fmz@ iwmbd.org 19. Md. Mainul Islam Secretary, CPE mis@ iwmbd.org 20. Md. Raqubul Hasib Junior Engineer rqb@ iwmbd.org 21. Morsheda Begum Junior Engineer mbm@ iwmbd.org 22. Samiun Nabi BD Manager 01841930001 mdn@ iwmbd.org 23. Fowzia Amina Aurna Programme Officer faa@ iwmbd.org World Bank Sl. Name Designation Organization Phone number Email 1. Iqbal Ahmed Environmental World Bank Specialist 2. Kirti Nishan Consultant World Bank knchakma@worldbank.as Chakma Media Sl. Name Designation Organization Phone number Remarks 1. Zaman Reporter B.T.V 01818541686 Electronic media 2. Md. Mustafa B.T.V 01674189004 Electronic media 3. Md.Khalilur Somoy 01964444021 Electronic media Rahman 4. Papon Cameraman ATN Bangla 01819690398 Electronic media 5. Md. Mohosiinur Channel 24 01711392667 Electronic media Rahman 6. Mahit JTV 01712837807 Electronic media 7. Saifuddin Robin JTV 01715370087 Electronic media 8. Imran utzaman Reporter B.T.V 01911752288 Electronic media 9. Jabel The Daily 01712784329 Print media Jugantor 10. Riyad Senior Reporter SA. TV 01711307677 Electronic media 11. Abdul Zaman ETV 01712920205 Electronic media 12. Mohammad Ali Mohona 01914183898 Electronic media 13. Sheikh Javed Somoy 01964444174 Electronic media 14. Zannatul Baishakhi 01765755009 Electronic media Ferdausi 15. Yasin Baishakhi 01726326159 Electronic media 16. Shahin Akhter The Daily New 0191241140 Print media Age 17. Imdadul Babu ATN Bangla 01671807140 Electronic media 18. Jahangir Alam Channel 21 01716786776 Electronic media 19. Monir Hossain Cameraman SA TV 01766666183 Electronic media 20. Md. Masudur The Daily 01911083392 Print media Muktokhbor 21. Muntasir The Daily Borer 01819433718 Print media Patha 22. Yosuf Hassan Bangladesh Betar 0173395525 Electronic media 23. Tazrian Announcer 01746541037 24. Muhib Bangla Vision 01716699951 Electronic media 25. Farhad JTV 01777778632 Electronic media The event was attended by senior government officials of the Shipping Ministry and representatives from relevant government departments including BIWTA, BIWTC, DoE, WARPO, BWDB, Development Partners, NGOs, Research Organizations, Private Sector, Print Media and Electronic Media. Zikrur Reza Khanam, Additional Secretary, Ministry of Shipping addressed the workshop as the chief guest while BIWTA Chairman Commodore M Mozammel Haque presided over the workshop. At the outset, Mr. Mahmud Hasan Salim, Project Director and Director (Planning), Bangladesh Inland Water Transport Authority (BIWTA) welcomed the distinguished participants. IWM Executive Director Prof Dr M. Monowar Hossain made a power-point present tion on the overview of the study ―Environment l nd So i l Assessment Studies of Bangladesh Regional Waterw ys Tr nsport Proje t‖ Honourable chief guest Mrs. Zikrur Reza Khanam said along with economic development other types of developments are also related with this project. Bangladesh is a riverine country and river plays a major role in her socio-economic development. No development work should be done by destroying nature. Blue Economy, Green Economy emerges from the concept of not disturbing nature while doing any development works. The chief guest said waterway is the most cheap and safe transportation system. But due to lack of planning and awareness we have lost the navigability of our rivers. Of 24000 km only 3800 km of waterways remain navigable during dry period, which is not acceptable at all. Bangladesh is a deltaic land having siltation problem since time immemorial. Besides, we don‘t get dequ te w ter due to intern tion l politi s. In ord n e with the tre ty with Indi we also need to keep the waterway of the project area navigable for our own interest. Majority of stakeholders of this project is mass people, so it is important to listen to their opinion during the second half of the consultation program. The chief guest wished and hoped that this project will play a major role in the socio-economic development of our country. BIWTA acting chairman Commodore Mohammad Mozammel Haque expressed that the proposed project might result in significant environmental impacts, if the project activities are not properly planned, designed, executed and maintained in environmentally compatible manner to protect the ambient physical, biological and social environment. Through this project BIWTA will inaugurate Performance Based Contract program. He said that currently BIWTA is running dredging work through annual contract which is not so effective. But in this PBC system contractor will be responsible for maintaining the navigability of the route throughout the contract period of 6-7 years. He s id th t BIWTA‘s t rget is to m ke 18,000 km w terw ys n vig le long with the protocol and connecting routes so that inland water communication with India, Nepal and Bhut n improves. He mentioned th t we don‘t h ve ny vessel shelter st tion in B ngl desh. Six vessel shelter stations will be built under this project, which will enable vessels to take shelters during storms and avoid losses of lives and cargo. He thanked IWM study team for their sincere and dedicated efforts to prepare overall environmental and social assessment document, EMP, EMF and RPF of the project within the stipulated time and date and in accordance with the safeguard policies of the World Bank. He also thanked the World Bank to come forward for funding such an important project and expressed his sincere thanks and gratitude to all participants, electronic and print media and the organizers. The workshop was carried out in English language and it was recorded and filmed. The length of the event was three hours and 30 minutes. Project brief and its map were distributed among the participants. After the inaugural session of the workshop, three power-point presentations on environmental and social assessment of the study were presented during technical session followed by an open discussion. Quazi Sarwar Imtiaz Hashmi, Additional Director General of Department of Environment, chaired the technical session. Following three power-point presentations were made: A) Presentation on the Environmental Baseline, Project Impacts, EMP and EMF of the study by Mr. Md. Zahirul Haque Khan, Team Leader of the project and Director, Coast, Port and Estuary Management Division , IWM. B) Presentation on Ecological Environment, Ecological Impacts and Biodiversity Management Plan of the Project by Mr. Dr. Sheikh Muhammad Abdur Rashid, River Ecologist. C) Presentation on Resettlement Policy Framework (RPF) by Khairul Matin, Socio- Development Specialist. Summary of Comments, Questions, and Feedback Received The table below summarizes the key issues raised by stakeholders, and responses from BIWTA and IWM. Name, Designation and Comment/Queries Response Address of Participant 1. Md. Rustam Alam, UP The Titas river is silted up with Chairman, BIWTA replied that the Chairman, B Baria poor water quality and less fish Titas River dredging project is produ tion‘ already on the list and is expected to start from next year. However, IWM informed that this is a loop river of the Upper Meghna River and included under this project. 2. Mr. Saiful Islam, Joint Is there any need of land Mr. Khairul Matin replied that Director, BIWTA Acquisition or requisition for the according to BIWTA there will be project intervention? requirement of land acquisition in Industries will be benefitted by various terminals. If it is not required the project. during detailed design stage, no land acquisition plan will need to be prepared. But people living/having temporary installation for running business in the government land will be entitled to have compensation for their lost assets. 3. Mr. Saif Uddin Expressed need for the dredging As stated in comment 1 Ahmaed, stakeholder, of the Titas river. Nabinagar , B Baria Land requirement per kilometer reach of dredging. 4. Mr. Mojibur Rahman, Land requisition will not be Mr. Khairul Matin replied that stakeholder, required if dredged material is iff the dredged material is dumpped Bancharampur, B Baria given free of cost to the traders. on private land, the land will need to be requisitioned as per law. Dredged materials will be free of cost for the community use, not for private use only. 5. Mr. Sahadat Hossain, Disscussed benefit of use of Chairman, BIWTA appriciated the Former water ways and expressed that in suggestion made by Mr. Sahadat Chairman,Chittagong Port next 15 years container will be Hossain. He also informed to have a three fold. He suggested separate meeting. Authority, Key involvement of private sector stakeholder, with proper master plan and provision of facilities. 6. Shahidur/Shajedur Raised 3 issues: Mr. Khairul Matin replied: Rahman, SE 1. Special recommendation for Disabled persons will have evry disabled person, possible facilities including 2. Inclusion of dredged material wheel chair, separate management in case of filling; arrangement for resting, etc. How the people will use the 6 Dredge materials will primarily vessel shelter during extreme be deposited in the river. weather condition? However, when appropriate in- river locations are not available, thye may be deposited on land. In those cases, they can be used for sand filling in play ground, yard of institutions, dyke and rural road construction as per needs of the community. During extreme weateher condition the passenger and cargo vessels will move to nearby shelter adjacent to the main route, where current and waves are less severe, mooring and pontoon facilities will be available. 7. Mr. Alamgir, WARPO To consider National Water Dr SMA Rashid responded that Master Plan, particularly MR treatment of toxic materials is 001-MR 003 & MR 006 for mentioned in the EMP. Moreover the dredged management. contractor will develop a toxic material management plan. Management of toxic spoil and inclusion of Transition Transition ecosystems represent the Ecosystem in the report. ecotones and have been addressed in the EIA, represented by the river Carrying capacity of the vessels banks, mudflats described as valued should be considered environmental components Scour holes are important The EIA, EMP and BMP has habitats for species, dredged categorically considered the scour spoil not to be dumped in scour holes. holes Consideration of loop cut, afforestation and regional cooperation for disposal. 8. Najmul Ahsan, TOR for ESIA was approved by The ESIA report has been prepared Director, DOE. DOE in February, 2016. This following approved TOR by DOE needs to be followed in the and WB Guidelines. preparation of ESIA report. 9. Commander Manjur, He expressed his concern that BIWTA noted the comment for Chief Hydrologist,CPA the proposed route near Hatiya favourable consideration. Island may not serve more than 6 months a year. Alternative route to be considered to ensure year round navigability. For disposal of dredge materials BWDB use it for land reclamation purpose. He also added to consider more vessel shelter and salvage vessels. 10. Mujib Haq, Advisor, Raised 4 issues: 1. Data at 12 1. Data are collected from the CEGIS locations only and not sufficient; dredging locations. In addition, 2. EMP to include monitoring as under the project, ongoing well; monitoring will be required 3. EMP is not location specific; including sampling of sediment and 4. 584 HH sample is scanty for water quality, at locations where socio-economic analyses. dredging is taking place. 2. Monitoring plan is included in the EMP. 3. Location specific EMP will be prepared by the PBC Contractor. 11. Md. Ekramul To follow NWMP guidelines for NWMP has been consulted. ,WARPO the study; BIWTA needs clearance from Project document would be sent to WARPO also; WARPO for clearance. Who will monitor dredging BIWTA would monitor the dredging operation? operation. For disposal of dredge material Disposal sites for on land will be on private land prior identified after consultation with consultation is essential; local people. WARPO may be sent the report for comments. BIWTA will send the report to WARPO. 12. Imran Ch. GM, A.K International and national Agreed. .Khan Group companies will use these water ways. They should be invited by BIWTA. 13. Rakibul/Rafiqul Islam In class 1 route only some 10 Dredging locations and volume of Talukder, XEN, BIWTA, Km may require dredging. The dredging will be identified by the Dredging Div. proposed Sandwip Channel is analyses of récent bathymetric / not feasible. Dredged volume hydrographic charts. Alternate estimate seems optimistic. PBC feasible route along Sandwip contract may lead to risks for Channel will be considered. PBC BIWTA as it is first time contract approach has been agreed by introduced. MOS and they have practiced it in Payra Port. 14. Wahidul Islam Cited that there is obstruction in Under the project appropriate Bulbul,Ship Master the navigation routes, navigation navigation aids will be provided and aids are not properly used and effective dredging will be ensured actual performance in drdging is for maintaining navigavility. needed. 15. Alfaj Uddin, Detail Hydrographic survey is Agreed. Hydrography Dept., needed. BIWTA 16. Md.Ahmadul Haq, For nontdal river bandalling is River training works including Former Director, BIWTA effective option for navigation; bandalling on pilot basis will be tried Need for visilent team to under separate component of the monitor the dredging operation project. with the key stakeholder. Imtiaz, Additional Pollution sources like oil spill, These pollutants are considered in Director, DOE ballast water, industrial wates to the EMP and monitoring plan. be considered. Toxicity test, BOD, COD of Tests have been conducted and surface water. results are incorporated in the EIA report. Multi-purpose use of the shelters. Improvement of inland transport would relieve the pressure on road transport. Event closing The event closed at 13:20 pm and stakeholders were thanked for their attendance and active participation in providing valuable comments and suggestions to improve the study findings. They were also informed about the ongoing information on the proje ts‘ pl nning nd development, nd how to get in touch with BIWTA with any further questions, concerns or suggestions. Participants were furthermore informed that this summary would be made publicly available (both in English and Bengali) by April, 2016 within 30 days of the event. Appendix 1: detailed list of consultation participants Appendix 2: Photo log of event Welcome Address by Mr. Mahmud Hasan Salim, Project Director Present tion on overview of the study ―Environmental and Social Speech by Chief Guest Zikrur Reza Khanam, Additional Secretary, Ministry Assessment studies of Bangladesh Regional Waterways Transport Project‖ of Shipping by Prof. Dr. M. Monowar Hossain, Executive Director, Institute of Water Modelling (IWM) Speech by Chairperson Commodore Mohammad Mozammel Haque, Presentation on the Environmental Baseline, Project Impacts, EMP and EMF Chairman, Bangladesh Inland Water Transport Authority (BIWTA) of the study by Md. Zahirul Haque Khan, Team Leader and Director, CPE Division Presentation on Ecological Environment, Ecological Impacts and Biodiversity Management Plan of the Project by Mr. Dr. Sheikh Muhammad Abdur Rashid, River Ecologist Presentation on Resettlement Policy Framework (RPF) by Khairul Matin, Quazi Sarwar Imtiaz Hashmi, Additional Director General of Department of Socio-Development Specialist Environment along with other speakers in the technical session Audience participated at the workshop Audience participated at the workshop A private stakeholder expressed his views about the impacts of the project Open discussion Audience participated at the workshop Open discussion Appendix 3: News Paper Notices of Public Consultation Annex J: Chance Find Procedures Chance Find Procedures (Ref: The World Bank Operational Manual, 1999 OP4.11) Works could imp t sites of so i l, s red, religious, or herit ge v lue. ―Ch n e find‖ pro edures would apply when those sites are identified during the design phase or during the actual construction period and the related activity will not be eligible for financing under the project. (1) Cultural property includes monuments, structures, works of art, or sites of significant points of view, and are defined as sites and structures having archaeological, historical, architectural, or religious significance, and natural sites with cultural values. This includes cemeteries, graveyards and graves. (2) The list of negative subproject attributes which would make a subproject ineligible for support includes any activity that would adversely impact cultural property. (3) In the event of finding of properties of cultural value during construction, the following procedures for identification, protection from theft, and treatment of discovered artifacts should be followed and included in standard bidding document. (a) Stop the construction activities in the area of the chance find; (b) Delineate the discovered site or area; (c) Secure the site to prevent any damage or loss of removable objects. (d) Notify the supervisory Engineer who in turn will notify the responsible local authorities; (e) Responsible local authorities and the relevant Ministry would be in charge of protecting and preserving the site before deciding on subsequent appropriate procedures. (f) Decisions on how to handle the finding shall be taken by the responsible authorities and the relevant Ministry. This could include changes in the layout (such as when finding an irremovable remain of cultural or archeological importance), conservation, restoration and salvage. (g) Implementation of the authority decision concerning the management of the finding shall be communicated in writing by the relevant Ministry. (h) Construction work could resume only after permission is given from the responsible local authorities and the relevant Ministry concerning safeguard of the heritage. (4) These procedures must be referred to as standard provisions in construction contracts. During project supervision, the Site Engineer shall monitor the above regulations relating to the treatment of any chance find encountered. (5) Relevant findings will be recorded in World Bank Supervision Reports and Implementation Completion Reports will ssess the over ll effe tiveness of the proje t‘s ultur l property mitigation, management, and activities, as appropriate. Annex K: Dredge Material Management Plan Dredged Material Management Plan Dredge material management meeting the environmental and social requirement is a huge challenge. Criteria for selection of site for dredged material disposal in the Upper Meghna, Lower Meghna and Meghna Estuary has been devised considering environmental and social criteria and draft national guidelines which is presented in the following Figure-1. Approximate annual volume of dredged materials in the project’s rivers is 5.8 million m3. Composition of the dredged material is dominated by sand followed by silt and clay in the lower stretches of the river and Meghna Estuary. The Figure -2 and Table-1 provide locations and options for disposal of dredged material. It is important to dispose the dredge material at the downstream of the dredge locations at erosion vulnerable area and scour holes since the river sediment transport capacity is higher at this location and additional sediment disposal will reduce the erosion vulnerability. The disposal needs to be submerged disposal. It is essential to monitor the sediment concentration at the dredge location as well as at the disposal location by the contractor to examine the excess sediment concentration and its extent from the center of disposal and dredging location. The environmental criteria has also to be followed during disposal. Disposal in the river should avoid the Hilsha sanctuary, reed lands, mud flat, important bird area, fish and Dolphin habitats and other environment sensitive area and issues. Dredging also has to be avoided at specific period as mentioned in the EMP Al the rivers for the navigation routes are morphologically very active and dredging location and dredging volumes are likely to be changed in future. It is the responsibility of Bangladesh Inland Water Transport Authority to identify the dredging location considering the environmental and social criteria. There are some very narrow river branches at the Upper Meghna river, where disposal in the river is very critical, at this location disposal on land is preferable since disposal on river will increase the sediment backfilling rate. Criteria for selection of dredge material disposal location (Non- contaminated dredge material) Option-1 Option-2 Option-3 Option-4 1. In the flowing river Existing stake yard Government Lease land from 2. Scour hole of the sand traders. Land/Char land private/ 3. Erosion vulnerable (encumbrance- community area free) i. The area would be close to the river bank. Not ecologically ii. Close to the dredging location (2 km within the sensitive area, mud flat, reed lands, river bank) important bird ii. Encumbrance-free land area, fish iv. No adverse impact on income and livelihood of sanctuary areas individual or community during the v. Non-agricultural land spawning period vi. No beels/ponds/ marshy /reed land/mud flat/IBA Note: There is no contaminated dredge material within the study area of the project (Bangladesh Regional Waterway Transport Project 1) Figure-1: Criteria for selection of dredge material disposal location Figure-2: Locations for disposal of dredge material Table-1: Options for disposal of dredge material Options for disposal of dredge material Option Option 1 Option 2 Option 4* 3* In the river (Coordinates in Existing Governm Location of Scour hole (Coordinates in BTM) BTM) stake yard ent Lease Target of the Land/Ch Com land from Dredging sand ar land munit Propose the Northin Easting( Northin Proposed traders (encumb y Easting(m) d private g(m) m) g(m) Location (to be rance- Location identified) free) Algi Bazar, Algi Bazar, Uttar 597449 653482 Raipura Raipura Araisidha Hashempur Hashempur 594420 651977 Moulovi Moulovi bazar bazar Noorpur Noorpur Bazar 587293 650907 Bazar Char Madua Char Char 588582 643238 Bazar Madhua Madhua Barikandi 586599 640644 Barikandi Delarpur Delarpur Bazar 577879 641578 Bazar Hazipur Hazipur Bazar 575680 644652 Bazar Purba Uzan Sreemoddi Bazar 578184 621109 Char South Uttar Uttar Homna 575286 617252 Homna Options for disposal of dredge material Option Option 1 Option 2 Option 4* 3* In the river (Coordinates in Existing Governm Location of Scour hole (Coordinates in BTM) BTM) stake yard ent Lease Target of the Land/Ch Com land from Dredging sand ar land munit Propose the Northin Easting( Northin Proposed traders (encumb y Easting(m) d private g(m) m) g(m) Location (to be rance- Location identified) free) Dhanukunda Dhanukund 553077 616517 Bazar a Bazar Tarabo Bazar-2 550977 623029 Demra Kachikata Eklaspur Ekhlaspur 560847 580770 Bazar Rajrajeswar 562819 576649 Rajrajeswar Kallyanpur 568137 572895 Kallyanpur Puran Kallyanpur 565336 567631 Bazar, Chandpur Eidgah Eidgah Bazar 560010 563081 Bazar Char Char Fatejonpur 557755 559466 Fatejonpur Bazar Bazar Akhanar Akhanar Hat 544348 544621 Hat Nazirpur 537119 538240 Nazirpur Hijla 553122 537217 Hijla Koter Hat 559798 523076 Koter Hat Zia Bazar 554629 511315 Zia Bazar Options for disposal of dredge material Option Option 1 Option 2 Option 4* 3* In the river (Coordinates in Existing Governm Location of Scour hole (Coordinates in BTM) BTM) stake yard ent Lease Target of the Land/Ch Com land from Dredging sand ar land munit Propose the Northin Easting( Northin Proposed traders (encumb y Easting(m) d private g(m) m) g(m) Location (to be rance- Location identified) free) Jangalia 550847 511709 Jangalia Mokrampotab Mokrampot 543028 514797 Bazar ab Bazar Barisal 538761 510046 Barisal West Kadir Shaheber Bazar 584411 517266 Panditer Hat Selim Bazar 594599 492033 Selim Bazar Chandnandi 612697 486702 Chandnandi Nalchira 617769 473548 Nalchira Alokbali Alokbali Paschim Paschim Saifullakan Saifullakandi di Salimabad Salimabad Paschim Paschim Ghagutia Ghagutia Meghna Meghna Estuary 632863 461274 Estuary - -1 1 Meghna Estuary 643581 461133 Meghna Options for disposal of dredge material Option Option 1 Option 2 Option 4* 3* In the river (Coordinates in Existing Governm Location of Scour hole (Coordinates in BTM) BTM) stake yard ent Lease Target of the Land/Ch Com land from Dredging sand ar land munit Propose the Northin Easting( Northin Proposed traders (encumb y Easting(m) d private g(m) m) g(m) Location (to be rance- Location identified) free) -2 Estuary - 2 Meghna Meghna Estuary 653946 457537 Estuary - -3 3 1. Contaminated sediment (a permanent disposal site is required) No beels/reed areas Government owned land (encumbrance free) Private land (non agricultural) Details of the safeguard measures of the contaminated sediment disposal is included in the Environment Management Plan (EMP) Principles for lease agreement The Project Management Unit of the Bangladesh Inland Water Transport Authority (BIWTA) will arrange land for disposal of the dredged materials following GoB law i.e. Acquisition and Requisition of Immovable Property Ordinance 1982 (Ordinance No. 2) and subsequent amendment until 1994. The land will be requisitioned through the concerned Deputy Commissioners of the project districts. The PMU will pay the required amount to DC office as per law as required for renting/leasing for the particular land for the sand deposition. DC office will annually assess the rent for the land and claim fund from the PMU to disburse to the lessees. A lease agreement would be signed between the PMU and the land owners according to the broad principles as under- 1. DC will identify the actual owners of the proposed land taking into account of the record of rights to the property 2. Rent would be paid through the DC office on yearly basis at the beginning of the year 3. Land will be used for project purposes only (sand deposition) 4. Land will be restored to original condition and returned to the land owners after agreed lease period. The lease agreement will be based on requisition of land Annex L: Terms of Reference for Biodiversity Management Consultants Terms of Reference for Biodiversity Management Consultants Objective The objective of the proposed consulting services is to develop detailed biodiversity management plans to address environmental issues with the implementation of various project activities and carry out regular monitoring of the impacts on sensitive habitats and species. Activities The key activities to be carried out by the Biodiversity Monitoring Consultants are: Review the baseline data carried out by ESIA consultants of Component 1 and carry out additional baseline data collection on biodiversity in the project area and identification of sensitive habitats in the project area, i.e. habitats of endangered and keystone species Mapping of the above sensitive habitats Develop the biodiversity management plans to address impacts associated with various project interventions Develop habitat enhancement and protection for the key species. Regular monitoring of the impacts associated with dredging and dredge material disposal; and construction and operation of terminals, on the biodiversity. Key Qualifications The consulting firm or NGO should have minimum 5 years of experience in carrying out the assignments preferably international assignments and World Bank funded projects, related to collection of baseline ecological data, development and implementation of biodiversity and environmental management programs, and development and implementation of conservation programs in developing countries Estimated Man months The baseline study will be carried out over a period of one year covering all seasons ; and biodiversity management plans will be prepared in the first years. The implementation of of biodiversity enhancement measures will be carried out in the second year. The monitoring will be carried out during the entire dredging period of six years and one year after the dredging period. Monitoring will also be carried out during the construction of the terminals. The key staff and their estimated man months for the assignment are given below. No. International Consultants National Consultants Position Man month Position Man month 1 Aquatic Ecologist/team 30 Fish biologist/ 40 leader Deputy Team Leader 2 Wildlife biologist 10 Wildlife biologist 30 3 River morphologist 20 River 30 morphologist 4 Bird Expert 30 5 Conservation 20 specialist 6 Limnologist 20 Annex M: Terms of Reference for PIU Environmental Staff Terms of Reference for PIU Environmental Staff Objective Two environmental consultants, one environmental expert and one Environmental Officer, will be hired under the Project Implementation Unit (PIU) to support the Project Director (PD) in implementing the Environmental Management Plans of the Project and preparation of Environmental Assessment for Component 2 of the Project and finalization of the same in close co-ordination with the design consultants and the World Bank. Activities The key activities to be carried out by the Environmental Specialist are: Finalizing the terms of references and request for proposals for various environmental consulting firms or NGOs to be hired for implementation of the EMP Undertake environmental screening, assessment and management of any activities under Component 3 with environmental implications (including preparatory studies for future projects), Oversee the pre-construction baseline monitoring of air, noise, water, soil and sediment quality to be carried out by the construction supervision consultant Ensure integration of the EA and resulting EMP into the project redesign and implementation plans (contract documents); Ensure compliance of the mitigation measures by the Contractors; Liaison with the DOE on environmental and other regulatory matters; including renewal of environmental clearance documents as and when required Develop training program on environmental aspects for the key stakeholders (BIWTA, contractors, public representatives and local government institutions/ NGOs; Maintaining project-specific Database for Environmental Management Compiles monthly, quarterly and annual reports to update ongoing environmental processes and address current issues. Provide recommendations for implementation of corrective actions and suggest program improvements. The key activities to be carried out by the Environmental Officer are: Review the contractor’s Implementation Plan for the environmental and social mitigation measures, as per the EMP; Liaison with the contractors and CSC on the implementation of the EMP; Carry out site inspections, check and undertake periodic environmental monitoring and initiate necessary follow-up actions; Undertaking environmental monitoring and reporting to the Project Director and follow-up activities; Assist the PD to arrange for the Environmental Auditing and follow up action on the Audit recommendation. Document the good practices in the project on incorporation and integration of environmental issues into engineering design; Report to the PD on the environmental aspects pertaining to the project; Assist in the preparation of periodic reports for dissemination to the PIU, and World Bank. key skills The Environmental Specialist should have 10 years of experience and the Environmental Officer should have 5 years of experience in planning, implementation and monitoring of environmental management for large infrastructure projects. Both the consultants should have masters in environmental engineering or environmental sciences. Estimated Man months The consultants will be hired for a period of 72 months (6 years). Annex N: Terms of Reference for Environmental Staff of Monitoring and Evaluation Consultants Terms of Reference for Environmental Staff of Monitoring and Evaluation Consultants Objective The Project will be supported by a specialized an External Monitoring and Evaluation (M&E) firm that will be responsible for monitoring and evaluation of implementation progress of all project works and activities and it’s impacts as well the implementation of the EMP. The M&E reports will evaluate the success in project implementation in terms of meeting the project’s objectives, and assess its economic impacts. The M&E activities will provide continuous feedback to the PIU on the project’s performance, and on mitigation of negative impact under various components, so that corrective actions can be undertaken in a timely manner if necessary. Activities The key activities to be carried out by the M&E Consultants are: To develop specific monitoring indicators, checklists, and questionnaires to undertake external monitoring (a preliminary list of monitoring indicators has been given in the ESMP) in consultation with BIWTA and WB. To review and verify the implementation progress of various EMP elements, particularly, mitigation plan, compliance and effects monitoring, environmental trainings, documentation, and grievance redress mechanism. To review and verify the functioning of the key entities – E&S Cell, DSC, CSC, and contractors for environmental management. Identify the strengths and weaknesses of the design of EMP and its implementation, and also the entities tasked to undertake various tasks detailed in the EMP. Evaluate and assess the adequacy of the mitigation measures proposed in the Mitigation Plan in addressing the potentially negative impacts of the project activities and propose changes as appropriate. Review results of internal monitoring (compliance and effects monitoring) and verify its effectiveness through community consultations, spot checks, and field observations. Review the process and outcome of environmental trainings conducted by different project entities in line with the training program given in the EMP. Review the process and outcome of the documentation and reporting being carried out by various project entities in line with the EMP requirements. Identify, quantify, and qualify the types of EMP-related conflicts and grievances reported and resolved and the consultation and participation procedures. Provide recommendations to strengthen the grievance management and redress system. Recommend and describe any additional measures to strengthen capacity of implementing entities to ensure full and effective implementation of required mitigation and management measures. Describe any lessons learned that might be useful for environmental assessment and management of future projects. key skills The consultants should have minimum 10 years of experience in carrying out similar assignments. Staff requirements and Estimated Man months S.No. Position Man months 1 EMP Implementation Specialist 20 2 Environmental Specialist 20 3 Ecologist 20 Annex O: Environment Conservation Rules (ECR) '97 Standards Annex P: The Environmental Codes of Practice (ECoPs) ECoP 1: Dredging Management Project Activity/ Environmental Impacts Mitigation Measures/ Management Guidelines Impact Source Locations of Impact on habitats of The Contractor shall dredging sensitive species such • Avoid sensitive areas identified in the dolphin and migratory ESIA. No dredging will be carried out birds, and fish habitats within one hundred meters from these sensitive areas. • Obtain approval from Engineer/DSC (dredging supervision consultant) before starting dredging from any location Preconstruction Quality of river bed The Contractor shall studies sediments are to be • Will evaluate the river bed materials for established to identify their physical, chemical, biological, and potential impacts engineering properties prior to associated with dredging initiation of dredging activities, at least and placement. Proposed once per year at the start of the dry dredging locations are to season, at locations and according to be studied for their parameters approved in advance by the ecological sensitivity. Engineer / DSC. Sediment quality studies for nutrients and pollutants are particularly important to monitor the impacts of dredging. • Carry out survey of the area prior to dredging, and design the navigation alignment in a manner that minimizes dredging needs • Identify any sensitive receptors/habitats (e.g., turtle nesting area, birds colony) at or near the proposed dredging locations. These results are presented in the contractor’s monthly plans. • Determine ‘no-go’ areas for dredging, based upon the above survey, and design the design the navigation alignment to avoid these areas. • Where avoidance is not possible, propose detailed site-specific mitigation and management measures in accordance with the EMP as part of the monthly dredging plan, • Survey the area after dredging to identify any leftover impacts. Dredging - Increased turbidity, loss of The Contractor shall Excavation transparency and • Select dredging equipment which are increased suspended known to have a low risk of sediment sediment concentrations. dispersal. The suction action inside the Impact on benthic Cutter Suction Dredger means that most habitats. of the sediment removed by the cutter is captured. As high dredging efficiency and low turbidity at the cutter head are closely linked, it is uncommon for turbidity generated by the cutter head to cause environmental concern. • Monitor the dredging operation and, if necessary, change the dredge location to minimise fines or modify operations, e.g. restrict the amount of material being dredged (or the number of dredgers allowed to operate) at any one time. • Maintain record of all sand or sediment extraction (quantities, location shown on map, timing, any sighting of key species) Dredging: Lifting The release of suspended The Contractor shall sediments during lifting • Select dredging equipment (which are can cause mortality to known to have a low risk of sediment fish. The re-suspension of releases from lifting. sediments can also • Reduce the suspended material released release toxic chemicals into the water column by adjusting the or nutrients such as ratio of cutter revolutions to pump phosphates and nitrates, velocity to ensure that the cutter which may increase the advancement rate is not greater than eutrophic status of the the ability of the suction pump to system. Release of remove the material that has been cut. anaerobic sediment and • Monitor the lifting operations and if organic matter in high required use techniques (e.g. silt concentrations may in curtains) to minimize adverse impacts some cases deplete the on aquatic life from the resuspension of dissolved oxygen. sediments. Dredging: Leakages and spillage The Contractor shall Transportation from the hydraulic • Regularly inspect and maintain pipeline equipment and pipelines in order to prevent leaks. • Develop and implement a spill prevention plan to prevent and contain accidental spills Dredging: Placement Dispersion of sediments The Contractor and release of high • Shall directly place the sediments for sediment laden runoff filling the proposed disposal areas. Prior from the placement sites. to filling commencing, the areas being filled will be subdivided into compartments by construction of temporary containment bunds of suitable material ( e.g. dredged sand). Filling will be achieved by progressively pumping a slurry of sand and water into the bunded areas, allowing the surplus water to drain away to artificial and natural waterways in a controlled manner through the pipeline, without affecting floodplains. • Control the discharge of site runoff, including excess dredge water, by the installation and correct use of containment walls, bunds and weirs. • Monitor the quality of water (e.g. sediment content) in site runoff to confirm that the design and operation of the bunds and weirs, and the retention time for dredge waters which facilitates the settlement out of fine sediments prior to discharge off site, is adequate. If required, additional siltation ponds are to be provided to divert the runoff water before discharging in to the river. River Traffic The presence of barges The Contractor shall and associated vessels and • Provide proper navigational lighting for discharge pipelines will the barges and associated vessels pose a risk to local river • Provide appropriate lighting to all traffic. There is also risk of floating pipelines and buoys collision of construction • Check all navigational lights routinely to boats with dolphins. ensure that they are working properly. • Limit the motor boat speed to 15 km/h in accordance with best international practices and to avoid any collision with dolphins. . Pingers will be used to chase away dolphins form the construction areas thus minimizing the chances of any collision • • Provide advance notification to local communities and users of the river who may be at risk of collision with dredging equipment and vessels, including notification of measures to be undertaken to minimize risks. Noise from dredging Noise and vibration under The Contractor shall activities water: Disruption to fish • Reduce the dredger noise at source by migration and disturbance isolation of exhaust systems, by to dolphins keeping engine room doors shut and Noise and vibration above by additional measures such as water: Nuisance to local shielding. community, disturbance • Limit the noisy dredging to daylight to birds hours, where possible, rather than at sunrise or sunset (significant for wildlife) or during night time hours. Where unavoidable, the contractor should ramp up the levels of engines or other noise producing sources, so that the noise slowly increases. This will encourage riverine and terrestrial fauna to move away from the source area prior to significant noise emissions • Inspect and maintain equipment in good working condition Exhaust emissions Air pollution and release The Contractor shall of greenhouse gases from • Inspect and maintain equipment in good construction equipment working condition. Proper maintenance of engines ensures full combustion with low soot emissions. • Select and operate equipment and manage operations to reduce engine emissions. • Use low-Sulphur heavy fuels to reduce noxious emissions. • Provide Exhaust filtering. Oil spills Oil spills The Contractor shall • Refuel of barges and boats with a proper care to avoid any spills. • Make available spill kits and other absorbent material at refueling points on the barges • • Immediately contain and remediate the impacts of any spills for which they hold responsibility Bilge water Waste water disposal The Contractor shall from the barges and • Properly collect, treat and dispose the associated vessels bilge water from of barges, and boats. • Empty barge or hopper from rest load by washing or mechanical cleaning before moving between different dredging areas to prevent distribution of contaminated material through residual loads. ECoP 2: Waste Management Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts General Waste Soil and water The Contractor shall pollution from the  Develop waste management plan for various specific waste improper streams (e.g., reusable waste, flammable waste, construction management of debris, food waste etc.) prior to commencing of construction wastes and excess and submit to supervision consultant for approval. materials from  Organize disposal of all wastes generated during construction the construction in the designated disposal sites approved by the Project. sites.  Minimize the production of waste materials by 3R (Reduce, Recycle and Reuse) approach.  Segregate and reuse or recycle all the wastes, wherever practical.  CPE  Vehicles transporting solid waste shall be covered with tarps or nets to prevent spilling waste along the route.  Train and instruct all personnel in waste management practices and procedures as a component of the environmental induction process.  Provide refuse containers at each worksite.  Request suppliers to minimize packaging where practicable.  Place a high emphasis on good housekeeping practices.  Maintain all construction sites in a cleaner, tidy and safe condition and provide and maintain appropriate facilities as temporary storage of all wastes before transportation and final disposal. Hazardous Waste Health hazards The Contractor shall and  Collect chemical wastes in 200 liter drums (or similar sealed environmental container), appropriately labeled for safe transport to an impacts due to approved chemical waste depot. improper waste  Store, transport and handle all chemicals avoiding potential management environmental pollution. Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts practices  Store all hazardous wastes appropriately in bunded areas away from water courses.  Make available Material Safety Data Sheets (MSDS) for hazardous materials on-site during construction.  Collect hydrocarbon wastes, including lube oils, for safe transport off-site for reuse, recycling, treatment or disposal at approved locations.  Construct concrete or other impermeable flooring to prevent seepage in case of spills. ECoP 3: Fuels and Hazardous Goods Management Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Fuels and Materials used in The Contractor shall hazardous goods. construction have  Prepare spill control procedures and submit the plan for a potential to be a supervision consultant approval. source of  Train the relevant construction personnel in handling of fuels contamination. and spill control procedures. Improper storage  Store dangerous goods in bunded areas on a top of a sealed and handling of plastic sheet away from watercourses. fuels, lubricants,  Refueling shall occur only within bunded areas. chemicals and  Make available MSDS for chemicals and dangerous goods on- hazardous site. goods/materials on-site, and  Transport waste of dangerous goods, which cannot be recycled, to a designated disposal site. potential spills from these goods  Provide absorbent and containment material (e.g., absorbent matting) where hazardous material are used and stored; and may harm the ensure personnel trained in the correct use. environment or  Provide protective clothing, safety boots, helmets, masks, health of gloves, goggles, to the construction personnel, appropriate to construction materials in use. workers.  Make sure all containers, drums, and tanks that are used for storage are in good condition and are labeled with expiry date. Any container, drum, or tank that is dented, cracked, or rusted might eventually leak. Check for leakage regularly to identify potential problems before they occur.  Store hazardous materials above flood level.  Put containers and drums in temporary storages in clearly marked areas, where they will not be run over by vehicles or heavy machinery. The area shall preferably slope or drain to a safe collection area in the event of a spill.  Take all precautionary measures when handling and storing fuels and lubricants, avoiding environmental pollution.  Avoid the use of material with greater potential for contamination by substituting them with more Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts environmentally friendly materials.  Return the gas cylinders to the supplier. However, if they are not empty prior to their return, they must be labeled with the name of the material they contained or contain, information on the supplier, cylinder serial number, pressure, their last hydrostatic test date, and any additional identification marking that may be considered necessary. ECoP 4: Water Resources Management Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Hazardous Water pollution The Contractor shall material and from the storage,  Follow the management guidelines proposed in ECoPs 2 and Waste handling and 3. disposal of  Minimize the generation of sediment, oil and grease, excess hazardous nutrients, organic matter, litter, debris and any form of waste materials and (particularly petroleum and chemical wastes). These general substances must not enter waterways or storm water construction waste, systems. and accidental spillage Discharge from Construction The Contractor shall construction sites activities,  Install temporary drainage works (channels and bunds) in sewerages from areas required for sediment and erosion control and around construction sites storage areas for construction materials. and work camps  Install temporary sediment basins, where appropriate, to may affect the capture sediment-laden run-off from site. surface water  Divert runoff from undisturbed areas around the quality. The construction site. construction works  Stockpile materials away from drainage lines will modify  Prevent all solid and liquid wastes entering waterways by groundcover and collecting solid waste, oils, chemicals, bitumen spray waste topography and wastewaters from brick, concrete and asphalt cutting changing the where possible and transport to a approved waste disposal surface water site or recycling depot. drainage patterns  Wash out ready-mix concrete agitators and concrete handling of the area. These equipment at washing facilities off site or into approved changes in bunded areas on site. Ensure that tires of construction hydrological vehicles are cleaned in the washing bay (constructed at the entrance of the construction site) to remove the mud from regime lead to the wheels. This should be done in every exit of each increased rate of construction vehicle to ensure the local roads are kept clean. runoff, increase in sediment and contaminant loading, increased Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts flooding, and effect habitat of fish and other aquatic biology. Soil erosion and Soil erosion and The Contractor shall siltation dust from the  Stabilize the cleared areas not used for construction activities material stockpiles with vegetation or appropriate surface water treatments as will increase the soon as practicable following earthwork to minimize erosion. sediment and  Ensure that roads used by construction vehicles are swept contaminant regularly to remove sediment. loading of surface  Water the material stockpiles, access roads and bare soils on water bodies. an as required basis to minimize dust. Increase the watering frequency during periods of high risk (e.g. high winds). Construction Construction The Contractor Shall activities in water works in the water  Dewater sites by pumping water to a sediment basin prior to bodies bodies will release off site – do not pump directly off site. increase sediment  Monitor the water quality in the runoff from the site or areas and contaminant affected by dredge/excavation plumes, and improve work loading, and effect practices as necessary. habitat of fish and  Protect water bodies from sediment loads by silt screen or other aquatic bubble curtains or other barriers. biology.  Minimize the generation of sediment, oil and grease, excess nutrients, organic matter, litter, debris and any form of waste (particularly petroleum and chemical wastes). These substances must not enter waterways or storm water systems.  Do not discharge cement and water curing used for cement concrete directly into water courses and drainage inlets. Drinking water Untreated surface The Contractor Shall water is not  Provide the drinking water that meets NEQS standards. suitable for drinking purposes due to presence of suspended solids and ecoli. ECoP 5: Drainage Management Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Excavation and Lack of proper The Contractor shall earth works, and drainage for  Prepare a program for prevent/avoid standing waters, which construction yards rainwater/liquid supervision consultant will verify in advance and confirm waste or during implementation. wastewater owing Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts to the construction  Provide alternative drainage for rainwater if the construction activities harms works/earth-fillings cut the established drainage line. environment in  Establish local drainage line with appropriate silt collector terms of water and and silt screen for rainwater or wastewater connecting to the soil existing established drainage lines already there. contamination,  Rehabilitate road drainage structures immediately if and mosquito damaged by contractors’ road transports. growth.  Build new drainage lines as appropriate and required for wastewater from construction yards connecting to the available nearby recipient water bodies. Ensure wastewater quality conforms to NEQS, before it being discharged into the recipient water bodies.  Ensure that there will be no water stagnation at the construction sites and camps.  Provide appropriate silt collector and silt screen at the inlet and manholes and periodically clean the drainage system to avoid drainage congestion.  Protect natural slopes of drainage channels to ensure adequate storm water drains.  Regularly inspect and maintain all drainage channels to assess and alleviate any drainage congestion problem. Ponding of water Health hazards  Do not allow ponding of water especially near the waste due to mosquito storage areas and construction camps. breeding  Discard all the storage containers that are capable of storing of water, after use or store them in inverted position. ECoP 6: Soil Quality Management Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Storage of Spillage of The Contractor shall hazardous and hazardous and  Strictly manage the wastes management plans proposed in toxic chemicals toxic chemicals ECoP2 and storage of materials in ECoP3. will contaminate  Construct appropriate spill contaminant facilities for all fuel the soils storage areas.  Establish and maintain a hazardous materials register detailing the location and quantities of hazardous substances including the storage, use of disposals.  Train personnel and implement safe work practices for minimizing the risk of spillage.  Identify the cause of contamination, if it is reported, and contain the area of contamination. The impact may be contained by isolating the source or implementing controls around the affected site.  Remediate the contaminated land using the most appropriate available method. Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Construction Erosion from The Contractor shall material stock construction  Protect the toe of all stockpiles, where erosion is likely to piles material stockpiles occur, with silt fences, straw bales or bunds. may contaminate the soils ECoP 7: Erosion and Sediment Control Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Clearing of Cleared areas and The Contractor shall construction sites slopes are  Reinstate and protect cleared areas as soon as possible. susceptible for  Cover unused area of disturbed or exposed surfaces erosion of top soils, immediately with mulch/grass turfings/tree plantations. which affects the growth of vegetation and causes ecological imbalance. Construction The impact of soil The Contractor shall activities and erosion are (i)  Locate stockpiles away from drainage lines. material Increased run off  Protect the toe of all stockpiles, where erosion is likely to stockpiles and sedimentation occur, with silt fences, straw bales or bunds. causing a greater  Remove debris from drainage paths and sediment control flood hazard to the structures. downstream, and  Cover the loose sediments of construction material and water (ii) destruction of them if required. aquatic environment by  Divert natural runoff around construction areas prior to any site disturbance. erosion and/or deposition of  Install protective measures on site prior to construction, for example, sediment traps. sediment damaging the spawning  Install ‘cut off drains’ on large cut/fill batter slopes to control water runoff speed and hence erosion. grounds of fish  Observe the performance of drainage structures and erosion controls during rain and modify as required. ECoP 8: Top Soil Management Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Land clearing and Earthworks will The Contractor shall earth works impact the fertile  Strip the top soil to a depth of 15 cm and store in stock piles top soils that are of height not exceeding 2m. enriched with  Remove unwanted materials from top soil like grass, roots of nutrients required trees and similar others. Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts for plant growth or  The stockpiles will be done in slopes of 2:1 to reduce surface agricultural runoff and enhance percolation through the mass of stored development. soil.  Locate topsoil stockpiles in areas outside drainage lines and protect from erosion.  Construct diversion channels and silt fences around the topsoil stockpiles to prevent erosion and loss of topsoil.  Spread the topsoil to maintain the physico-chemical and biological activity of the soil. The stored top soil will be utilized for covering all disturbed area and along the proposed plantation sites.  Prior to the re-spreading of topsoil, the ground surface will be ripped to assist the bunding of the soil layers, water penetration and revegetation Transport Vehicular  Limit equipment and vehicular movements to within the movement outside approved construction zone. ROW or temporary  Plan construction access to make use, if possible, of the final access roads will road alignment. affect the soil fertility of the agricultural lands ECoP 9: Topography and Landscaping Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Land clearing and Construction The Contractor shall earth works activities especially  Ensure the topography of the final surface of all raised lands earthworks will (on-land dredged material disposal sites, construction yards, change topography approach roads and rails, access roads, etc.) are conducive to and disturb the enhance natural draining of rainwater/flood water. natural  Keep the final or finished surface of all the raised lands free rainwater/flood from any kind of depression that causes water logging. water drainage as  Undertake mitigation measures for erosion well as will change control/prevention by grass-turfing and tree plantation, the local landscape. where there is a possibility of rain-cut that will change the shape of topography.  Cover immediately the uncovered open surface that has no use of construction activities with grass-cover and tree plantation to prevent soil erosion and bring improved landscaping.  Reinstate the natural landscape of the ancillary construction sites after completion of works. ECoP 10: Borrow Areas MANAGEMENT Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Development and Borrow areas will The Contractor shall operation of borrow have impacts on  Use only approved quarry and borrow sites areas local topography,  Identify new borrow and quarry areas in consultation with landscaping and WAPDA, if required. natural drainage.  Reuse excavated or disposed material available in the project to the maximum extent possible.  Store top soil for reinstatement and landscaping.  Develop surface water collection and drainage systems, anti- erosion measures (berms, revegetation etc.) and retaining walls and gabions where required.  Control dust by application of watering.  Noise control, installation of mufflers on equipment, daytime works. ECoP 11: Air Quality Management Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Construction Air quality can be The Contractor shall vehicular traffic adversely affected  Fit vehicles with appropriate exhaust systems and emission by vehicle exhaust control devices. Maintain these devices in good working emissions and condition. combustion of  Operate the vehicles in a fuel efficient manner. fuels.  Cover haul vehicles carrying dusty materials moving outside the construction site.  Impose speed limits on all vehicle movement at the worksite to reduce dust emissions.  Control the movement of construction traffic.  Water construction materials prior to loading and transport.  Service all vehicles regularly to minimize emissions.  Limit the idling time of vehicles not more than 2 minutes. Construction Air quality can be The Contractor shall machinery adversely affected  Fit machinery with appropriate exhaust systems and by emissions from emission control devices. Maintain these devices in good machinery and working condition in accordance with the specifications combustion of defined by their manufacturers to maximize combustion fuels. efficiency and minimize the contaminant emissions. Proof or maintenance register shall be required by the equipment suppliers and contractors/subcontractors.  Focus special attention on containing the emissions from generators.  Machinery causing excess pollution (e.g. visible smoke) will be banned from construction sites.  Service all equipment regularly to minimize emissions. Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts  Provide filtering systems, duct collectors or humidification or other techniques (as applicable) to the concrete batching and mixing plant to control the particle emissions in all its stages, including unloading, collection, aggregate handling, cement dumping, circulation of trucks and machinery inside the installations. Construction Dust generation  Water the material stockpiles, access roads and bare soils on activities from construction an as required basis to minimize the potential for sites, material environmental nuisance due to dust. Increase the watering stockpiles and frequency during periods of high risk (e.g. high winds). Stored materials such as gravel and sand shall be covered and access roads is a confined to avoid their being wind-drifted. nuisance in the  Minimize the extent and period of exposure of the bare environment and surfaces. can be a health  Restore disturbed areas as soon as practicable by hazard. vegetation/grass-turfing.  Store the cement in silos and minimize the emissions from silos by equipping them with filters.  Establish adequate locations for storage, mixing and loading of construction materials, in a way that dust dispersion is prevented because of such operations.  Crushing of rocky and aggregate materials shall be wet- crushed, or performed with particle emission control systems. ECoP 12: Noise and Vibration Management Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Construction Noise quality will The Contractor shall vehicular traffic be deteriorated  Maintain all vehicles in order to keep it in good working due to vehicular order in accordance with manufactures maintenance traffic procedures.  Make sure all drivers will comply with the traffic codes concerning maximum speed limit, driving hours, etc.  Organize the loading and unloading of trucks, and handling operations for the purpose of minimizing construction noise on the work site. Construction Noise and The Contractor shall machinery vibration may have  Appropriately site all noise generating activities to avoid an impact on noise pollution to local residents. people, property,  Use the quietest available plant and equipment. fauna, livestock  Maintain all equipment in order to keep it in good working and the natural order in accordance with manufactures maintenance environment. procedures. Equipment suppliers and contractors shall Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts present proof of maintenance register of their equipment.  Install acoustic enclosures around generators to reduce noise levels.  Fit high efficiency mufflers to appropriate construction equipment.  Avoid the unnecessary use of alarms, horns and sirens. Construction Noise and The Contractor shall activity vibration may have  Notify adjacent landholders prior any typical noise events an impact on outside of daylight hours. people, property,  Educate the operators of construction equipment on potential fauna, livestock noise problems and the techniques to minimize noise and the natural emissions. environment.  Employ best available work practices on-site to minimize occupational noise levels.  Install temporary noise control barriers where appropriate.  Notify affected people if major noisy activities will be undertaken, e.g. blasting.  Plan activities on site and deliveries to and from site to minimize impact.  Monitor and analyze noise and vibration results and adjust construction practices as required.  Avoid undertaking the noisiest activities, where possible, when working at night near the residential areas. ECoP 13: Protection of Flora Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Vegetation Local flora are The Contractor shall clearance important to  Minimize disturbance to surrounding vegetation. provide shelters for  Use appropriate type and minimum size of machine to avoid the birds, offer disturbance to adjacent vegetations. fruits and/or  Get approval from supervision consultant for clearance of timber/fire wood, vegetation. protect soil erosion  Make selective and careful pruning of trees where possible to and overall keep reduce need of tree removal. the environment  Control noxious weeds by disposing of at designated dump very friendly to site or burn on site. human-living. As such damage to  Clear only the vegetation that needs to be cleared in accordance with the engineering plans and designs. These flora has wide measures are applicable to both the construction areas as range of adverse well as to any associated activities such as sites for stockpiles, environmental disposal of fill a, etc. impacts.  Not burn off cleared vegetation – where feasible, chip or mulch and reuse it for the rehabilitation of affected areas, Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts temporary access tracks or landscaping. Mulch provides a seed source, can limit embankment erosion, retains soil moisture and nutrients, and encourages re-growth and protection from weeds.  Return topsoil and mulched vegetation (in areas of native vegetation) to approximately the same area of the roadside it came from.  Avoid work within the drip-line of trees to prevent damage to the tree roots and compacting the soil.  Minimize the length of time the ground is exposed or excavation left open by clearing and re-vegetate the area at the earliest practically possible.  Ensure excavation works occur progressively and re- vegetation done at the earliest  Provide adequate knowledge to the workers regarding nature protection and the need of avoid felling trees during construction  Supply appropriate fuel in the work camps to prevent fuel wood collection. EoCP 14: Protection of Fauna Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Construction The location of The Contractor shall activities construction  Limit the construction works within the designated sites activities can result allocated to the contractors. in the loss of wild  Check the site for animals trapped in, or in danger from site life habitat and works and use a qualified person to relocate the animal. habitat quality, Impact on The Contractor shall migratory birds, its  Not be permitted to destruct active nests or eggs of migratory habitat and its birds. active nests  Minimize the tree removal during the bird breeding season. If works must be continued during the bird breeding season, a nest survey will be conducted by a qualified biologist prior to commence of works to identify and locate active nests.  If bird nests are located/ detected within the ledges and roadside embankments then those areas should be avoided.  Petroleum products should not come in contact with the natural and sensitive ecosystems. Contractor must minimize the release of oil, oil wastes or any other substances harmful to migratory birds’ habitats, to any waters, wetlands or any areas frequented by migratory birds. Vegetation Clearance of The Contractor shall clearance vegetation may  Restrict the tree removal to the minimum numbers required. Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts impact shelter,  Relocate hollows, where appropriate. feeding and/or  Fell the hollow bearing trees in a manner which reduces the breeding and/or potential for fauna mortality. Felled trees will be inspected physical after felling for fauna and if identified and readily accessible destruction and will be removed and relocated or rendered assistance if severing of habitat injured. After felling, hollow bearing trees will remain unmoved overnight to allow animals to move of their own areas volition. Night time lighting Lighting from The Contractor shall construction sites  Use lower wattage flat lens fixtures that direct light down and construction and reduce glare, thus reducing light pollution, camps may affect  Avoid flood lights unless they are absolutely required. the visibility of  Use motion sensitive lighting to minimize unneeded lighting. night time migratory birds  Use, if possible, green lights that are considered as bird’s friendly lighting instead of white or red colored lights. that use the moon and stars for navigation during their migrations Construction Illegal poaching The Contractor shall camps  Provide adequate knowledge to the workers regarding protection of flora and fauna, and relevant government regulations and punishments for illegal poaching.  Ensure that staff and Subcontractors are trained and empowered to identify, address and report potential environmental problems. ECoP 15: Protection of Fisheries Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Construction The main potential The Contractor shall activities in River impacts to fisheries  Ensure the construction equipment used in the river are well are hydrocarbon maintained and do not have oil leakage to contaminate river spills and leaks water. from riverine  Contain oil immediately on river in case of accidental spillage transport and from equipment; make an emergency oil spill containment disposal of wastes plan to be supported with enough equipments, materials and into the river human resources.  Do not dump wastes, be it hazardous or non-hazardous into the nearby water bodies or in the river. Construction The main potential The Contractor shall activities on the impacts to aquatic  Follow mitigation measures proposed in ECoP 4 : Water land flora and fauna Resources Management and ECoP 5: Drainage Management. River are increased Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts suspended solids from earthworks erosion, sanitary discharge from work camps, and hydrocarbon spills ECoP 16: Road Transport and Road Traffic Management Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Construction Increased traffic The Contractor shall vehicular traffic use of road by  Strictly follow the Project’s ‘Traffic Management Plan’ and construction work with close coordination with the Traffic Management vehicles will affect Unit. the movement of  Prepare and submit additional traffic plan, if any of his traffic normal road routes are not covered in the Project’s Traffic Management traffics and the Plan, and requires traffic diversion and management. safety of the road-  Include in the traffic plan to ensure uninterrupted traffic users. movement during construction: detailed drawings of traffic arrangements showing all detours, temporary road, temporary bridges temporary diversions, necessary barricades, warning signs / lights, road signs etc.  Provide signs at strategic locations of the roads complying with the schedules of signs contained in the Pakistan Traffic Regulations. Accidents and The Contractor shall spillage of fuels  Restrict truck deliveries, where practicable, to day time and chemicals working hours.  Restrict the transport of oversize loads.  Operate vehicles, if possible, to non-peak periods to minimize traffic disruptions.  Enforce on-site speed limit. ECoP 17: RIVER TRANSPORT Management Project Environmental Impacts Mitigation Measures/ Management Guidelines Activity/ Impact Source Construction The presence of The Contractor shall activities in construction and • Not obstruct other normal riverine transport River dredging barges, pipe while doing riverine transport and works lines and other • Identify the channel to be followed clearly construction activities using navigation aids such as buoys, beacons, in the river can cause and lighting Project Environmental Impacts Mitigation Measures/ Management Guidelines Activity/ Impact Source hindrance and risks to • Provide proper buoyage, navigation lights and the river traffic. markings for bridge and dredging works to guide the other normal riverine transport • Keep regular and close contacts with Bangladesh Inland Water Transport Authority (BIWTA) regarding their needs during construction of the project • Plan the river transport and transportation of large loads in coordination with BIWTA to avoid traffic congestions. • Provide signage for river traffic conforming to the BIWTA requirements • Position the dredge and pipeline in such a way that no disruption to the channel traffic will occur Accidents The Contractor shall • Prepare an emergency plan for dealing with accidents causing accidental sinking of the vessels and ships • Ensure sufficient equipment and staffs available to execute the emergency plans • Provide appropriate lighting to barges and construction vessels. ECoP 18: Labor Camp Management Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Siting and Location Campsites for The Contractor shall of construction workers are the  Locate the labor camps within the designed sites or at areas camps important which are acceptable from environmental, cultural or social locations that have point of view; and approved by the supervision consultant. significant impacts  Consider the location of labor camps away from communities such as health and in order to avoid social conflict in using the natural resources safety hazards on such as water or to avoid the possible adverse impacts of the local resources construction camps on the surrounding communities. and infrastructure  Submit to the supervision consultant for approval a detailed of nearby layout plan for the development of the camp showing the communities. relative locations of all temporary buildings and facilities that are to be constructed together with the location of site roads, fuel storage areas (for use in power supply generators), solid waste management and dumping locations, and drainage Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts facilities, prior to the development of the construction camps.  Local authorities responsible for health, religious and security shall be duly informed on the set up of camp facilities so as to maintain effective surveillance over public health, social and security matters. Labor Camp Lack of proper Contractor shall provide the following facilities in the campsites Facilities infrastructure  Adequate housing for all workers. facilities, such as  Safe and reliable water supply, which should meet NEQS. housing, water supply and  Hygienic sanitary facilities and sewerage system. The toilets and domestic waste water will be collected through a sanitation facilities common sewerage. Provide separate latrines and bathing will increase places for males and females with total isolation by wall or by pressure on the location. The minimum number of toilet facilities required is local services and one toilet for every ten persons. generate  Treatment facilities for sewerage of toilet and domestic substandard living wastes. standards and  Storm water drainage facilities. health hazards.  Paved internal roads.  Provide child crèches for women working construction site. The crèche should have facilities for dormitory, kitchen, indoor and outdoor play area. Schools should be attached to these crèches so that children are not deprived of education whose mothers are construction workers.  Provide in-house community/common entertainment facilities. Dependence of local entertainment outlets by the construction camps to be discouraged/prohibited to the extent possible. Disposal of waste Management of The Contractor shall wastes is crucial to  Ensure proper collection and disposal of solid wastes within minimize impacts the camps. on the  Insist waste separation by source; organic wastes in one environment container and inorganic wastes in another container at household level.  Store inorganic wastes in a safe place within the household and clear organic wastes on daily basis to waste collector. Establish waste collection, transportation and disposal systems with the manpower and equipments/vehicles needed.  Do not establish site specific landfill sites. All solid waste will be collected and removed from the work camps and disposed in approval waste disposal sites. Fuel supplies for Illegal sourcing of The Contractor shall cooking purposes fuel wood by  Provide fuel to the camps for their domestic purpose, in order construction to discourage them to use fuel wood or other biomass. workers will  Made available alternative fuels like natural gas or kerosene Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts impact the natural on ration to the workforce to prevent them using biomass for flora and fauna cooking.  Conduct awareness campaigns to educate workers on preserving the protecting the biodiversity and wildlife of the project area, and relevant government regulations and punishments on wildlife protection. Health and Hygiene There will be a The Contractor shall potential for  Provide adequate health care facilities within construction diseases to be sites. transmitted  Provide first aid facility round the clock. Maintain stock of including malaria, medicines in the facility and appoint fulltime designated first exacerbated by aider or nurse. inadequate health  Provide ambulance facility for the laborers during emergency and safety to be transported to nearest hospitals. practices. There  Initial health screening of the laborers coming from outside will be an areas. increased risk of  Train all construction workers in basic sanitation and health work crews care issues and safety matters, and on the specific hazards of spreading sexually their work. transmitted  Provide HIV awareness programming, including STI (sexually infections and transmitted infections) and HIV information, education and HIV/AIDS. communication for all workers on regular basis.  Complement educational interventions with easy access to condoms at campsites as well as voluntary counseling and testing.  Develop and disseminate code of conduct for all workers, outlining expectations for worker behaviors whenever at the worksite or at the camp. This includes for example, expectations of workers to act in accordance with applicable laws with respect to alcohol and substance use, prostitution, crime and violence, etc.  Provide adequate drainage facilities throughout the camps to ensure that disease vectors such as stagnant water bodies and puddles do not form. Regular mosquito repellent sprays during monsoon.  Carryout short training sessions on best hygiene practices to be mandatorily participated by all workers. Place display boards at strategic locations within the camps containing messages on best hygienic practices. Safety In adequate safety The Contractor shall facilities to the  Provide appropriate security personnel (police or private construction security guards) and enclosures to prevent unauthorized camps may create entry in to the camp area and all other work sites and security problems facilities.  Maintain register to keep a track on a head count of persons Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts and fire hazards present in the camp at any given time.  Encourage use of flameproof material for the construction of labor housing / site office. Also, ensure that these houses/rooms are of sound construction and capable of withstanding wind storms/cyclones.  Provide appropriate type of fire fighting equipments suitable for the construction camps  Display emergency contact numbers clearly and prominently at strategic places in camps.  Communicate the roles and responsibilities of laborers in case of emergency in the monthly meetings with contractors. Site Restoration Restoration of the The Contractor shall construction  Dismantle and remove from the site all facilities established camps to original within the construction camp including the perimeter fence condition requires and lockable gates at the completion of the construction demolition of work. construction  Dismantle camps in phases and as the work gets decreased camps. and not wait for the entire work to be completed.  Give prior notice to the laborers before demolishing their camps/units.  Maintain the noise levels within the national standards during demolition activities.  Different contractors should be hired to demolish different structures to promote recycling or reuse of demolished material.  Reuse the demolition debris to a maximum extent. Dispose remaining debris at the designated waste disposal site.  Handover the construction camps with all built facilities as it is if agreement between both parties (contactor and land- owner) has been made so.  Restore the site to its condition prior to commencement of the works or to an agreed condition with the landowner. ECOP 19: Cultural and Religious Issues Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Construction Disturbance from The Contractor shall activities near construction  Communicate to the public through community consultation religious and works to the regarding the scope and schedule of construction, as well as cultural sites cultural and certain construction activities causing disruptions or access religious sites, and restriction. contractors lack of  Do not block access to cultural and religious sites, wherever knowledge on possible. cultural issues  Restrict all construction activities within the foot prints of the cause social construction sites. Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts disturbances.  Stop construction works that produce noise (particularly during prayer time) should there be any mosque/religious/educational institutions close to the construction sites and users make objections.  Develop and disseminate code of conduct for all workers, outlining expectations for worker behaviors whenever at the worksite or at the camp. This includes for example, expectations of workers to act in accordance with applicable laws with respect to alcohol and substance use, prostitution, crime and violence, etc. o Stop work immediately and notify the site manager if, during construction, an archaeological or burial site is discovered. It is an offence to recommence work in the vicinity of the site until approval to continue is given. o Delineate the discovered site or area; o Secure the site to prevent any damage or loss of removable objects, as per instruction of the responsible local authorities and the relevant Ministry. o It is an offence to recommence work in the vicinity of the site until approval to continue is given. Responsible local authorities and the relevant Ministry will instruct on how to handle the finding. This could include changes in the dredging alignment or layout of construction works (such as when finding an irremovable remain of cultural or archeological importance), conservation, restoration and salvage. o Construction work may resume only after permission is given from the responsible local authorities and the relevant Ministry concerning safeguard of the heritage.  Provide separate prayer facilities to the construction workers.  Show appropriate behavior with all construction workers especially women and elderly people.  Allow the workers to participate in praying during construction time.  Resolve cultural issues in consultation with local leaders and supervision consultants.  Establish a mechanism that allows local people to raise grievances arising from the construction process.  Inform the local authorities responsible for health, religious and security duly informed before commencement of civil works so as to maintain effective surveillance over public Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts health, social and security matters. ECOP 20: Worker Health and Safety Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts Best practices Construction works The Contractor shall may pose health and  Implement suitable safety standards for all workers and site safety risks to the visitors which should not be less than those laid down on the construction international standards (e.g. International Labor Office workers and site guideline on ‘Safety and Health in Construction; World Bank visitors leading to Group’s ‘Environmental Health and Safety Guidelines’) and severe injuries and contractor’s own national standards or statutory regulations, deaths. The in addition to complying with Pakistan standards. population in the  Provide the workers with a safe and healthy work proximity of the environment, taking into account inherent risks in its particular construction activity and specific classes of hazards construction site in the work areas. and the construction  Provide personal protection equipment (PPE) for workers, workers will be such as safety boots, helmets, masks, gloves, protective exposed to a clothing, goggles, full-face eye shields, and ear protection. number of (i) Maintain the PPE properly by cleaning dirty ones and biophysical health replacing them with the damaged ones. risk factors, (e.g.  Safety procedures include provision of information, training noise, dust, and protective clothing to workers involved in hazardous chemicals, operations and proper performance of their job. construction  Appoint an environment, health and safety manager to look material, solid after the health and safety of the workers. waste, waste water,  Inform the local authorities responsible for health, religious vector transmitted and security duly informed before commencement of civil diseases etc), (ii) works and establishment of construction camps so as to risk factors maintain effective surveillance over public health, social and security matters. resulting from human behavior (e.g. STD, HIV etc) and (iii) road accidents from construction traffic. Child and pregnant The Contractor shall labor  Not hire children of less than 14 years of age and pregnant women or women who delivered a child within 8 preceding weeks. Accidents Lack of first aid The Contractor shall facilities and health Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts care facilities in the  Ensure health care facilities and first aid facilities are readily immediate vicinity available. Appropriately equipped first-aid stations should be will aggravate the easily accessible throughout the place of work. health conditions of  Document and report occupational accidents, diseases, and the victims incidents.  Prevent accidents, injury, and disease arising from, associated with, or occurring in the course of work by minimizing, so far as reasonably practicable, the causes of hazards, in a manner consistent with good international industry practice.  Identify potential hazards to workers, particularly those that may be life-threatening and provide necessary preventive and protective measures.  Provide awareness to the construction drivers to strictly follow the driving rules.  Provide adequate lighting in the construction area and along the roads. Construction Lack of proper The Contractor shall provide the following facilities in the Camps infrastructure campsites to improve health and hygienic conditions as facilities, such as mentioned in ECoP 18 Construction Camp Management housing, water  Adequate ventilation facilities supply and  Safe and reliable water supply. sanitation facilities will increase  Hygienic sanitary facilities and sewerage system. pressure on the  Treatment facilities for sewerage of toilet and domestic local services and wastes generate  Storm water drainage facilities. substandard living  Recreational and social facilities standards and  Safe storage facilities for petroleum and other chemicals in health hazards. accordance with ECoP 3  Solid waste collection and disposal system in accordance with ECoP2.  Arrangement for trainings  Paved internal roads.  Security fence at least 2 m height.  Sick bay and first aid facilities Water and Lack of Water The contractor shall sanitation sanitation facilities  Provide portable toilets at the construction sites, if about 25 facilities at the at construction sites people are working the whole day for a month. Location of construction sites cause inconvenience portable facilities should be at least 6 m away from storm to the construction drain system and surface waters. These portable toilets workers and affect should be cleaned once a day and all the sewerage should be their personal pumped from the collection tank once a day and should be hygiene. brought to the common septic tank for further treatment.  Provide bottled drinking water facilities to the construction Project Activity/ Environmental Mitigation Measures/ Management Guidelines Impact Source Impacts workers at all the construction sites. Other ECoPs Potential risks on The Contractor shall follow the following ECoPs to reduce health and hygiene health risks to the construction workers and nearby community of construction  ECoP 3: Fuels and Hazardous Goods Management workers and general  ECoP 5: Drainage Management public  ECoP 11: Air Quality Management  ECoP 12: Noise and Vibration Management  ECoP 16: Road Transport and Road Traffic Management Trainings Lack of awareness The Contractor shall and basic  Train all construction workers in basic sanitation and health knowledge in health care issues (e.g., how to avoid malaria and transmission of care among the sexually transmitted infections (STI) HIV/AIDS. construction  Train all construction workers in general health and safety workforce, make matters, and on the specific hazards of their work. Training them susceptible to should consist of basic hazard awareness, site specific potential diseases. hazards, safe work practices, and emergency procedures for fire, evacuation, and natural disaster, as appropriate.  Complement HIV/AIDS and STI education campaign with a strong condom marketing, increased access to condoms in the area as well as to voluntary counseling and testing.  Implement malaria, HIV/AIDS and STI education campaign targeting all workers hired, international and national, female and male, skilled, semi- and unskilled occupations, at the time of recruitment and thereafter pursued throughout the construction phase on ongoing and regular basis. This should be complemented by easy access to condoms at the workplace as well as to voluntary counseling and testing.