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Initial Environmental Examination ___ March 2013

BAN: City Region Development Project (Banani Integrated Traffic Management Subproject) Prepared by the Local Government Division, Ministry of Local Government, Rural Development and Cooperatives, Government of the People’s Republic of Bangladesh for the Asian Development Bank

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Government of the People’s Republic of Bangladesh

Ministry of Local Government, Rural Development and Co-operatives Local Government Division

Local Government Engineering Department (LGED)

City Region Development Project (CRDP) ADB Loan No. 2695-BAN

Environmental Safeguards Assessment Initial Environmental Examination (IEE) Report

(Modified)

BANANI INTEGRATED TRAFFIC MANAGEMENT SUBPROJECT Package No: CRDP/LGED/DNCC/ICB/2014/W-01

Dhaka North City Corporation

February 2014

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CURRENCY EQUIVALENTS (as of 31 March 2013)

Currency unit – BDT BDT 1.00 = $ 0.0127

$1.00 = BDT 79

ABBREVIATIONS

ADB – Asian Development Bank BDT – Bangladesh Taka BOQ – Bill of Quantities CEO – Chief Executive Officer CRDP – City Region Development Project DMDP – Dhaka Metropolitan Development Plan DOE – Department of Environment DPHE – Department of Public Health Engineering EARF – Environmental Assessment and Review Framework ECR – Environmental Conservation Rules EIA – Environmental Impact Assessment EMP – Environmental Management Plan GRC – Grievance Redress Committee GRM – Grievance Redress Mechanism IEE – Initial Environmental Examination LGED – Local Government Engineering Department LGU – Local Government Unit MDSC – Management, Design and Supervision Consultant DNCC – North Dhaka City Corporation NGO – Nongovernment Organization NOC – No Objection Certificate O&M – Operations and Maintenance PIU – Project Implementation Unit PMCU – Project Management Coordination Unit REA – Rapid Environmental Assessment ROW – right of way RPM – respiratory particulate matter RSS – resettlement support staff SPS – Safeguard Policy Statement SWM – Solid Waste Management

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CONTENTS Executive Summary

Page

I. INTRODUCTION 1

A. Background 1 B. Purpose of the IEE 1 C. Environment Regulatory Compliance 1

II. DESCRIPTION OF PROJECT COMPONENTS 3

A. Vision and Objectives 3 B. Characteristics of the Project Area 3 C. Traffic Management Plan 5 D. Proposed Subproject Components 5

III. DESCRIPTION OF ENVIRONMENT 12

A. Physical Environment 12 B. Biological Resources 14 C. Economic Development 15

IV. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 16

A. Land Acquisition and Resettlement Impacts 16 B. Environmental Impacts 16

V. ENVIRONMENTAL MANAGEMENT PLAN 19

A. Summary of Environmental Impacts and Mitigation Measures 19 B. Institutional Arrangements 19 C. Environmental Monitoring and Reporting 22 D. Environmental Management and Monitoring Costs 23

VI. PUBLIC CONSULTATION, DISCLOSURE AND GRIEVANCE REDRESS 26

A. Process for Consultation during PPTA 26 B. Consultation During Detailed Design 26 C. Disclosure 28 D. Grievance Redress Mechanism 28

VII. FINDINGS, RECOMMENDATIONS AND CONCLUSION 30

A. Findings 30 B. Recommendation 30 C. Conclusion 30

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List of Tables

1 Banani Road Inventory 4

2 Proposed Road and Footway Widths 5

3 Banani Traffic Management Proposals 6

4 Schedule of Pedestrian Crossings to be Installed at Banani 7

5 Proposed Development of Roads and Drains 8

6 Potential Environmental Impacts and Mitigation Measures 20

7 Environmental Monitoring Plan 24

8 Consultations with Stakeholders 26

9 Record of Stakeholder Consultations during Detailed Design 27

List of Figures

1 Banani Location Map (area outlined) 3

2 Traffic Management Diagram for Banani with Walkway 10

3 Detail of Intersection (Roads 8 and 11) 11

4 CRDP Grievance Redress Mechanism 28

Appendices: Appendix 1: Environmental Clearance from Department of Environment Appendix 2: Rapid Environmental Assessment (REA) Roadway and Drainage Checklist Appendix 3: Environmental Specifications for Construction Contractor Appendix 4: Traffic Management Plan Template

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Executive Summary

1. The Banani Integrated Traffic management project, proposes strengthening and improvement of 8.76 km of urban roads within Banani, a mainly residential area of north Dhaka, within Gulshan Thana. The Subproject will improve pedestrian access and routing of utilities along with improved drainage to address the current water logging. An Initial Environmental Examination (IEE) is prepared to comply with both Government of Bangladesh (GoB) and ADB requirements.

2. The proposed interventions will take place within the Banani urban area, a subdivision of the Gulshan Thana in Dhaka. There is no environmentally sensitive area nearby the project location. Environmental impacts due to the Subproject will be associated with traffic interference during construction and other construction-related impacts as well as those associated with removal and relocation of overhead utility lines. Environmental management measures to address construction related impacts are described in the Environmental Management Plan (EMP) along with a proposal for environmental monitoring.

3. The Local Government Engineering Department (LGED) through its Project Management and Coordination Unit (PMCU) for the Capital Region Development Project (CRDP) is the executing agency for the subproject. The Dhaka North City Corporation (DNCC) is the implementing agency and will set up a Project Implementation Unit (PIU) to oversee construction activities. The PIU will appoint an Environmental Management Officer (PEMO) to undertake monitoring of the subproject. Environmental specialists with the PMCU will provide capacity building and training for the DNCC PIU PEMO for implementation and monitoring of environmental provisions described in the IEE. The IEE describes public consultation to-date during project preparation and loan implementation, and mechanisms for information disclosure and grievance redress regarding environmental complaints during project implementation.

4. The IEE is an update of a previous version prepared during the project preparation phase for the CRDP. It examines environmental implications of the proposed improvements. Potential negative impacts stem primarily from construction. Mitigation measures have been proposed to reduce negative impacts to acceptable levels. The recommendation is that environmental impacts of the subproject, stemming mainly from construction, should be mitigated through the measures described in this report. An environmental monitoring program should be conducted during construction to ensure that mitigation measures are carried out. This will include observations of construction practice, document checks, and interviews with workers and beneficiaries, followed by a periodic reporting procedure. The PIU supported by the MDSC should follow the prescribed monitoring and reporting procedures to insure that mitigation measures are implemented by the Contractor.

5. Environmental impacts of the proposed integrated traffic management subproject have been assessed with the conclusion that, if mitigation and monitoring measures are implemented, there should be no significant negative environmental impact as a result of location, design, construction or operation of the subproject. Improvements in quality of life and public welfare will result once the scheme is in operation.

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I. INTRODUCTION

A. Background

1. The City Region Development Project (CRDP) emphasizes economic growth in Dhaka and Khulna city regions of Bangladesh through (i) creation of an enabling environment towards improved governance and capacity building of the local governments and (ii) prioritized investments in infrastructure sectors in the two regions. The objectives of CRDP are: (i) to improve the regional economic and social context through long-term development plans and investment programs, set within an institutional and regulatory context that will ensure implementation and review; (ii) to improve the capacity and mandate of local government to govern and to invest in improved economic activity at local level; (iii) to improve the economic context for sustainable commercial and industrial growth; and (iv) to improve the economic and social needs of the urban population, as an inclusive aspect of the CRDP.

2. The Project has been designed as a Sector Loan and is formulated to provide opportunities for replication of the project in other Local Government Units1 (LGUs) within the identified city regions. An Initial Environmental Examination (IEE) for the proposed Banani Integrated Traffic Management Subproject was undertaken during the Project Preparation Technical Assistance (PPTA) for the Dhaka City Corporation (DCC). The current version of the IEE was prepared after the DCC split into two entities, North and South DCC. The North Dhaka City Corporation (DNCC) is the implementing agency for the subproject.

B. Purpose of the IEE

3. The purpose of the IEE is to assess environmental impacts due to the Banani Integrated Traffic Management Subproject and specify mitigation measures in line with requirements of the Environmental Assessment Review Framework (EARF) prepared during the PPTA, the ADB Safeguard Policy Statement (SPS) and requirements of the Government of Bangladesh (GOB). The current version of the IEE is an update of the version prepared during the PPTA and incorporates detailed design information at the time of preparation of procurement documents and bidding for construction works. The IEE also serves to finalize the Environmental Management Plan (EMP) for the implementation of the Subproject to be included in the procurement packages and appended to the construction contract.

C. Environment Regulatory Compliance

4. Government of Bangladesh. The provisions for environmental protection and pollution control in Bangladesh are contained in the Environmental Conservation Rules (ECR) 1997. This legislation also provides the principal mechanism for assessing and mitigating the environmental impacts of projects. Projects are classified as green, orange, or red. Roadway and drainage improvements under the Subproject are categorized as Orange B category projects, in accordance with Schedule 1 of the ECR. The Department of Environment (DOE) issued an Environmental Clearance Certificate for CRDP subprojects (up through Orange B), excluding water treatment plants and distribution pipe line laying/relaying/extensions, and sanitary landfills, bus and truck terminals by means of a letter No. DOE/ Clearance/5194/2013/180 dated 21/07/2013 shown in Appendix 1. Excluded subprojects are of the Red Category and invoke the environmental assessment process that may include preparation of an EIA. The Banani Integrated Traffic Management Subproject is covered by the exemption letter.

1 LGUs include city corporations, pourashavas, upazillas and union parishads.

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5. Asian Development Bank. ADB categorizes projects as A, B or C depending on severity of impact and level of required environmental assessment, a process that is extended to subprojects, necessitating preparation of an IEE with elements consistent with the ADB SPS: environmental assessment, an environmental management plan (EMP) describing specific mitigation measures to be taken during construction and operation, information disclosure, consultation and participation, the grievance redress mechanism established under the Project, and monitoring and reporting requirements and procedures.

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II. DESCRIPTION OF PROJECT COMPONENTS

A. Vision and Objectives

6. Banani is located in North Dhaka as shown in Figure 1. A fast growing area of some affluence within the City, it suffers from increased traffic congestion due to the overload of automobiles and three-wheelers on narrow roads put in place during a different era when simpler modes of transport prevailed. The subproject aims to upgrade the environment of the street to improve living and commercial conditions. Various objectives have been proposed for the subproject:

The pedestrian environment is improved;

Traffic flow is improved by appropriate traffic and environmental management measures;

Bottlenecks are resolved by the application of traffic signs, road markings, traffic signals and one-way streets;

Random parking is disciplined by the provision of dedicated parallel parking along local distributor roads;

People who live and work in the area are brought into the decision-making process; and

The economic value of the area is more amenable to commercial activity.

Figure 1: Banani Location Map (area outlined)

B. Characteristics of the Project Area

7. The area is bounded on the west by the busy dual-four lane New Airport Road. Banani Lake defines its eastern border, and the area itself is bisected by two east-west roads that effectively split it into three „character areas‟. The widest of these roads is Kamal Ataturk Avenue, a divided highway that connects New Airport Road with the district centre of Gulshan 2 Circle. Banani Road 11 provides the other east-west route. Until quite recently this road terminated eastwards at the edge of Banani Lake, but the construction of the Gulshan-Banani Bridge and its link roads on the Gulshan side have transformed Banani Road 11 into a heavily-trafficked thoroughfare.

8. The „Sub-Project Area‟ comprises the busiest and densest of Banani‟s three character areas, situated between Kamal Ataturk Avenue and Road 11. The main development type is residential flats, typically rising to the maximum permitted six stories (although this limit now appears to have been relaxed to eight stories). Commercial premises dominate Road 11, while along the northern edge several buildings reach as high as 20 storeys –, lining the southern side of Kamal Ataturk Avenue and two parallel streets, both known as Road 17. Other high rise buildings are under construction along Road 11. Roads that are affected by the subproject are listed in Table 1.

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Table 1: Banani Road Inventory

Road Length (m) Width (m) Remarks

KAA 933 2 x (12/14) District distributor, dual carriageway, commercial frontages.

4 322 4.5/7.5 Narrow road used as N-S local distributor, commercial frontages. Some katcha surface.

6(0) 322 6/15 Relatively narrow, used as N-S local distributor. Some katcha surface.

6(1) 144 6/12 Residential E-W access road.

6(12) 122 5.5/7.5 Residential minor N-S access road, residential.

6(2) 144 5.5/8.5 Residential E-W access road.

6(21) 122 5.5/7.5 Residential minor N-S access road, residential. Some katcha surface.

8 233 7.5/15 N-S local distributor, commercial frontages.

10 322 6/15 N-S local distributor, mixed (shop house) frontages. Katcha surface at southern end.

11 1172 9/21 E-W local distributor used as district distributor. Worst pedestrian and traffic conditions of any road in Banani.

12 322 6/18 N-S local distributor, commercial frontages.

13(0) 389 4.5/9 Residential E-W access road, narrow usable carriageway.

13(1) 194 4.5/7.5 Residential E-W access road, narrow usable carriageway.


13(3) 161 5.5/14 Residential N-S access road, narrow usable carriageway.

13(4) 100 5.5/14 Residential N-S access road, narrow usable carriageway.

13/A(1) 266 4.5/10.5 Residential E-W access road, narrow usable carriageway. Some katcha surface.

13/A(2) 128 4.5/7.5 Residential N-S access road, narrow usable carriageway.

13/A(3) 67 7.5/10.5 Residential N-S access road, reasonably wide carriageway.

13/B 194 4.5/12 Residential E-W access road, narrow usable carriageway, semi-pacca and katcha surface.

13/C(1) 200 6/20 Residential E-W access road, reasonably wide carriageway.

13/C(2) 122 5.5/12 Residential E-W access road, reasonably wide carriageway.

13/C(3) 61 3.5/10.5 Residential N-S access road, very narrow usable carriageway.

15(1) 266 7.5/18 Residential E-W access road, reasonably wide carriageway.

15(2) 233 9/18 Residential N-S access road, wide carriageway.

17(1) 144 10.5/17 E-W access, educational activity, many pedestrians, wide carriageway.

17(2) 305 12/24.5 E-W access road, canyon-like street between tall buildings (commercial, educational, hotel). Seriously degraded street.

17(3) 389 7.5/21 E-W access road, tall buildings to north (commercial, educational, hotel). Seriously degraded street: just over a third of its width is available for traffic.

17(4) 200 7.5/15 E-W access road, mainly commercial to north side.


17/A(1) 194 7.5/18 Residential E-W access road, reasonably wide carriageway.

17/A(2) 117 3/7.5 Residential E-W access road, very narrow carriageway.

19/A 339 6/14 Residential N-S access road, narrow usable carriageway. Blockaded during site visit because of construction works.

UNR(1) 83 15/24.5 Short, relatively wide N-S commercial connector.

UNR(2) 111 12/17 Shopping street with tall frontages to both sides; heavily trafficked.

UNR(3) 56 12/17 Very wide N-S connector alongside open air car park.

UNR(4) 44 7.5/9 Short, relatively wide N-S residential connector.

Notes: KAA = Kamal Ataturk Avenue.

UNR = un-named road (at least no name is given on the source map).

In the width column the first width is that of the carriageway and the second is the frontage-to-frontage width.

9. The subproject area covers 32 ha and contains 8.76 km of roads (including the bordering roads of Kamal Ataturk Avenue and Road 11). Roads were originally set out in a

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hierarchical fashion. Kamal Ataturk Avenue is a district distributor, whilst Road 11 has assumed a similar role, despite being totally unsuited to such a function. Several north-south roads serve as local distributors, even though the available carriageway widths are inadequate for the task. All east-west roads (other than Kamal Ataturk Avenue and Road 11) are local access roads: some are very narrow and several lack metalled surfaces.

C. Traffic Management Plan

10. The traffic management scheme for central Banani is specified in Table 2 and illustrated diagrammatically by Figure 2. All but two of the major and minor roads have been made into one-way streets. All but three of the local distributors have also been made one-way, the exceptions being Roads 8, 10 and 11. However, Road 11 has a one-way eastbound section towards its western end to discourage through traffic, in combination with the prohibition of the right-turn northbound from New Airport Road. Vehicular access has been maintained in Road 11 for the benefit of frontage traders, but consideration could be given to pedestrianizing the central section of Road 11 between its junctions with Roads 6(0) and 10. However, it is proposed to wholly pedestrianize one street (Road 17(1)), which serves university premises and which is heavily thronged with pedestrians at most times.

Table 2: Proposed Road and Footway Widths

Road classification Width Remarks

Local distributor (two-way) 8.5 m May be reduced to 7.0 m if wide vehicles or rickshaws are prohibited.

Local distributor (one-way) 4.5 m May be reduced to 4.0 m where frontage constraints apply.

Major access road (two-way) 7.0 m Scope for reduction not recommended.

Major access road (one-way) 4.0 m May be reduced to 3.5 m in extreme situations.

Minor access road (two-way) 7.0 m Possible scope for reduction to 6.0 m in constrained situations.

Minor access road (one-way) 3.5 m May be reduced to 3.0 m in extreme situations.

Sidewalk (commercial and other high-activity streets)

3.0 m each side

May be expanded to 4.0 m or more where activity levels are high or where frontage positions allow.

Sidewalk (other streets) 2.0 m each side

May be reduced to 1.5 m where necessary, or a single 3.0 m sidewalk may be provided on one side of the road only.

Car parking bay (parallel to the carriageway)

3.0 m May be reduced to 2.5 m in constrained situations.

Rickshaw „station‟ 3.0 m

Depending on space available, may be considered on north-south local distributor or major access roads at junction approaches with KAA and Road 11.

11. The internal one-way system has been proposed because it will make the roads safer for vehicles and pedestrians and it will also lengthen journey times, thereby discouraging drivers seeking short-cuts. Careful attention has been given to road and footway widths. Bearing such considerations in mind, the width requirements shown in Table 3 were developed for guidance purposes.

D. Proposed Subproject Components

12. Table 3 presents the traffic management proposals for Banani. Most local access roads in the area will be narrower than they are now. The roads are made narrower in order to incorporate trees (now in the roadways) into the pedestrian footpaths, and of course to

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widen the footpaths so that pedestrians will no longer need to walk in the line of traffic. One-way traffic arrangements make possible a narrower overall road width. A narrower, safer road with proper sidewalks, planned on-street parking will greatly improve the character and operations in the area. Redundant space can be landscaped, rather than becoming a dump for refuse and construction materials. It will be important to enlist the co-operation of residents and business tenants to ensure that standards are maintained.

Table 3: Banani Traffic Management Proposals

Road Length (m) Width (m) Remarks

KAA

11 1120 12.35/15.35 Local distributor, two-way, signals at junctions with Roads 8 and 10 and New Airport Road. One-way eastbound between Roads 6 and 10.

19 A 348 5.10/11.40 Major access road, one-way southbound, no right turn at Road 11

12 330 9.90/17.90 Local distributor, one-way, signals at junction with KAA, no right turn from Road 11 westbound. Parallel parking can be permitted in bays 2.5 m wide.

13/11 91 4.00/7.00 Minor access road, one-way northbound.

13/10 107 5.40/7.40 Major access road, one-way eastbound.

13 C/3 106 3.70/7.70 Minor access road, one-way northbound.

17/6 100 7.90/11.90

Local distributor, two-way, signals at junction with Road 11. Parallel parking can be permitted in bays 2.5 m wide.

10 333 8.58/15.08

Local distributor, two-way, signals at junction with Road 11 and KAA. Parallel parking can be permitted in bays 2.5 m wide.

13/9 150 4.00-4.20/ 7.50-7.70

Minor access road one-way, northbound

13/8 114 4.00-4.20/ 7.30-7.50

Minor access road, two-way,

13/7 51 4.00-4.20/ 7.30-7.50

Major access road, one-way eastbound.

13, B1 80 5.70/9.00 Minor access road, one-way eastbound.

13, B2 83 5.70/9.00 Minor access road, one-way eastbound.

13C1,13C2 173 7.10/9.10 Minor access road, one-way westbound.

17 A/1 173 5.00/8.50 Minor access road, one-way westbound.

17 A/2 60 5.70/7.70 Minor access road, two-way north-south way.

17 A/3 102 4.60/8.70 Minor access road, one-way northbound.

6/12 128 3.5/7.5 Minor access road, one-way southbound.

6/21 128 3.5/7.5 Minor access road, one-way eastbound.

13 C/4 48 5.50-5.60/ 7.50-7.60

Minor access road, one-way westbound.

UNR / 2 97 9.30/12.00 Minor access road, one-way westbound.

17/5 43 5.30/8.50 Minor access road, one-way northbound.

UNR / 3 44 5.40/11.40 Minor access road, one-way eastbound.

8 238 7.70-10.60/ 12.70-15.60

Major access road, two-way north-southbound.

13/4 48 4.90/7.40

Pedestrian street, shared surface type with block or sett surface dressing, residents’ access only.

15/6,15/5,15/4 4.70-7.40/

9.70-12.40

Major access road, one-way eastbound, parallel parking can be permitted in bays 2.5 m wide. Remaining width to be pedestrianised..

15/1 484 4.70-7.40/

6.70-9.40

Minor access road, one-way eastbound.

15/3,15/2 4.70-7.40/

8.70-11.40

Minor access road, one-way southbound.

13/3 148 5.60/7.40 Minor access road, one-way eastbound.

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13/2 75 5.60/8.40 Minor access road, one-way westbound.

13/1 44 5.60/9.40 Minor access road, one-way westbound.

13 A/3 150 5.15/6.95 Minor access road, one-way southbound.

13 A/2 90 5.15/8.55 Minor access road, one-way northbound.

13 A1 60 5.15/7.15 Minor access road, one-way westbound.

17/3 356 11.33/16.83 Major access road, one-way westbound, parallel parking can be permitted in bays 2.50m wide.

17/2 278 14.10/18.10 Major access road, one-way eastbound, parallel parking can be permitted in bays 2.50m wide.

17/1 130 7.40/11.40 Minor access road, one-way west bound, with Rickshaw lane eastbound

6 330 4.80/9.30 Local distributor, one-way southbound

6/1 128 5.50-6.80/ Major access road, one-way westbound.

6/2 130 5.50/8.70 Major access road, one-way eastbound.

4 331 5.40/9.00 Major access road, two-way.

17/4 96 7.05/ Major access road, one-way westbound.

UNR 1 78 10.10/18.40 Major access road, two-way

13/5,13/6 161 2.90/8.40 Minor access road one-way

Notes: KAA = Kamal Ataturk Avenue

UNR = un-named road (at least no name is given on the source map)

In the width column the first width is that of the carriageway and the second is the aggregate road plus sidewalk width (combined sidewalk widths for each side of the road). All recommended widths fit within frontage-to-frontage widths given in Table 1. Extra width left over after rebuilding the roads and footways can be used for landscaping or parallel parking bays

13. Continuous walkways have been provided along both sides of nearly all roads within the subproject area, as shown in Figure 2. Pedestrian crossings are provided near roadway junctions as listed in Table 4. A detail (Figure 3) of one of these junctions (Road 11 and Road 8) shows the pedestrian crossings. Table 5 summarizes the length of roadways, carriageway widths, footway widths and drain clear openings.

Table 4: Schedule of Pedestrian Crossings to be installed at Banani

1. Intersection of Road-4 on Road 11

2. Intersection of Road-8 on Road 11

3. Intersection of Road-12 (North) on Road 11

4. Intersection of Road-12 (South) on Road 11

5. Intersection of Road-7 (East) on Road 11

6. Intersection of BWDB Colony Entrance on Road 11

7. Intersection of Road-17/1 (West) on Road 4

8. Intersection of Road-17/1 (East) on Road 6

9. Intersection of Road-17/A/1 on Road 17/5 and 17A/2

10. Banani Commercial Area – Super Market Area

11. Banani Commercial Area on Road no. 10

12. Banani Commercial Area - Road no. 17/3 on Road 8

13. Banani Commercial Area on Road no. 6 (North)

14. Banani Commercial Area on Road no. 17/1

15. Banani Commercial Area – West

16. Banani Commercial Area - East

17. Road 10 on Road 11 to Road 17A/1

18. Road 8 on Road 11 to Road 17/3

19. Road 6 on Road 11 to Road 17/1

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Table 5: Proposed Development of Roads and Drains Sl

No

Road

No

Lengt

h (m)

Carriageway Footway (m) Drain clear opening (mm)

BC overlay (mm) Widen (m) Side Side Side Side

1 KAA 900 50mm LC+ 50mm DC x X X 2.00m S/S x 800~100 S/S RCC

2 11 1120 50mm LC+ 50mm DC x X 3.00, N/S 3.00, S/S 600 -1400, N/S

RCC

800~1200 S/S RCC

3 19 A 348 50mm LC+ 50mm DC 1.2, W/S 1.00, E/S 2.10, W/S 2.00, E/S 600-650, W/S RCC 600-650, E/S RCC

4 12 330 50mm LC+ 50mm DC 1.00, E/S 1.00, W/S 3.00, W/S 3.00, E/S 600, E/S Brick 600, W/S Brick

5 13/11 91 125 WBM + 50 DC +50mm LC 1.00, E/S x 2.00, W/S x 500, W/S Brick 600, E/S Brick

6 13/10 107 125 WBM + 50 DC +50mm LC x X 2.00, S/S 2.00, N/S 500, S/S Brick 600, N/S Brick

7 13 C/3 106 125 WBM + 50 DC +50mm LC x X 2.00, N/S 2.00, S/S 500, B/S Brick 500, B/S Brick

8 17/6 100 125 WBM + 50 DC +50mm LC 2.00, N/S 2.00, S/S 500, B/S Brick 500, B/S Brick

9 10 333 50mm LC+ 50mm DC 1.00, W/S, BC 1.00, E/S, BC 2.50, W/S 2.00, E/S 500-600, W/S RCC 500-600, E/S RCC

10 13/9

133

40mm LC+ 50mm DC 1.00, E/S X 2.50, W/S 1.80, E/S 500, W/S Brick 500, E/S Brick

11 13/8 40mm LC+ 50mm DC 1.30, E/S , BC X 2.00, W/S E/S 500, W/S Brick 600, E/S Brick

12 13/7 40mm LC+ 50mm DC 1.30, E/S , BC X 2.00, W/S E/S 500, W/S Brick 600, E/S Brick

13 13 B1, 80 x x X 1.70, N/S x 500, N/S Brick 500, S/S Brick

14 13B2 83 x x X 1.70, N/S x 500, N/S Brick 500, S/S Brick

15 13 C1,

13C2

173 40mm LC+ 50mm DC x X 2.00, N/S x 500, B/S Brick 500, B/S Brick

16 17 A/1 173 125 WBM + 50 DC +50mm LC x X 1.75, W&E=18, N/S 1.75, S/S 500, N/S Brick 500, S/S Brick

17 17A/2 60 125 WBM + 50 DC +50mm LC x X 0.00, W/S 2.00, E/S 500, N/S Brick 500, S/S Brick

18 17 A/3 102 40mm LC+ 40mm DC 0.5, N/S, CC X 1.6, W&E=15, N/S 2.00, S/S 500, N/S Brick 500, S/S Brick

19 6/12 128 x x X x X x X

20 6/21 128 x x X x X x X

21 13C/4 60 40mm LC+ 50mm DC x X 2.00, W/S 0.00, E/S 500, W/S Brick 600, E/S Brick

22 UNR /

2

97 40mm LC+ 50mm DC 0.35, W/S, CC 0.35, E/S, CC 1.00, W/S 1.00, E/S 500, W/S Brick 500, E/S Brick

23 17/5 43 40mm LC+ 50mm DC x X 1.60, W/S 1.60, E/S 500, E/S Brick 500, W/S Brick

24 UNR /

3

44 40mm LC+ 50mm DC x X 3.00, W/S 3.00, E/S 500, E/S Brick 500, W/S Brick

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Sl

No

Road

No

Length

(m)

Carriageway Footway (m) Drain clear opening (mm)

BC overlay (mm) Widen (m) Side Side Side Side

25 8 238 50mm LC+ 50mm DC x X 2.50, E/S 2.50, W/S 600-650, W/S RCC 600-650, E/S RCC

26 13/4 48 X 0.5, W/S, CC X 0.00, N/S 2.00, S/S 500, N/S 500, S/S

27 13/5, 13/6

161 125 WBM + 50 DC +50mm LC 1.00 N/S BC 1.00 S/S BC 1.75 N/S 1.75 S/S 500, N/S Brick 500, S/S Brick

28 15/6, 15/5, 15/4

484 (as shown

in sheet no-33)

40mm LC+ 50mm DC 1.00, ch-0+428-ch-0+484, W/S

X 2.00, W/S 2.00, E/S 500-600, E/S Brick 500-600, W/S Brick

29 15/1 40mm LC+ 50mm DC 1.00 W/S X 2.00, E/S 0.00, W/S 500, E/S 600, W/S

30 15/3, 15/2

40mm LC+ 50mm DC x X 2.00, N/S 2.00, N/S 500, S/S Brick 500, N/S Brick

31 13/3 148 40mm LC+ 50mm DC x X 0.00, N/S 1.80, S/S 500, S/S Brick 500, N/S Brick

32 13/2 75 x x X 1.00, N/S 1.8, S/S 500, S/S Brick 500, N/S Brick

33 13/1 44 x 0.7, N/S, CC - 1.80, S/S 1.3, W/S 500, S/S Brick 500, N/S Brick

34 13 A/3 150 X x X 1.80, N/S 0.00, S/S 500, N/S Brick 500, S/S Brick

35 13 A/2 90 X x X 2.00, N/S 1.4, S/S 500, N/S Brick 500, S/S Brick

36 13 A1 60 X x X 0.00, W/S 2.00, E/S 500, E/S Brick 500, W/S Brick

37 17 / 3 356 40mm LC+ 50mm DC x X 3.00, N/S 2.5, S/S 500, N/S Brick 500, S/S Brick



40 6 48 50mm LC+ 50mm DC x X 2.25, W/S 2.25, E/S 600, W/S RCC 600, E/S RCC

41 6/1 130 x x x 1.60 N/S 1.60 S/S 500, S/S Brick 500, N/S Brick

42 6/2 130 125 WBM + 50 DC +50mm LC x X 1.6, N/S 1.6, S/S 500, S/S Brick 500, N/S Brick

43 4 331 40mm LC+ 50mm DC x X 1.8, W/S 1.8, E/S 500-600 RCC 500-600 RCC


45 UNR1 78 50mm LC+ 50mm DC 1.15, W/S, BC 1.15, E/S, BC 3.00, E/S 3.00, W/S 500, W/S Brick 500, E/S Brick

Total Length 8103

LEGEND N/S: North Side, S/S: South Side, E/S: East Side, W/S: West Side, LC: Leveling Course, DC: Dense Carpeting (Wearing Course) BC: Bituminous Carpeting

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Figure 2: Traffic Management Diagram for Banani with Walkway

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Figure 3: Detail of Intersection (Roads 8 and 11)

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III. DESCRIPTION OF ENVIRONMENT

A. Physical Environment

1. Topography, Soil and Geology

14. Dhaka is situated in Madhupur tract. Two characteristic geological units cover the city and surroundings, viz Madhupur Clay of the Pleistocene age and alluvial deposits of Recent age. The Madhupur Clay is the oldest sediment exposed in and around the city area having characteristic topography and drainage. The major geomorphic units of the city are: the high land or the Dhaka terrace, the low lands or floodplains and depressions and abandoned channels. Low lying swamps and marshes located in and around the city are other major

topographic features. The height of the land gradually increases from the east to the west.

The southern part of the project area is composed of the alluvium soil of the Bangshi and Dhalashwari rivers. The land feature of the project area bears uneven elevation. Once, the area was covered with green vegetation. Now, due to the rapid growth of population and industrialization, the area is being used for establishing buildings, mills and factories.

2. Climate

15. The climate of Dhaka is average tropical monsoon type with alternating dry/wet seasons. Including the pre-rainy season, there are three marked seasons:

November to February: The dry (winter) season is the coolest and driest period. Monthly average temperatures are below 290C with a minimum at 130C. Rainfall is very rare during this period (below 30 mm/month). Winds are predominantly blowing from the Northwest but with a high frequency of calm wind situations.

March and April: In the pre-rainy season (summer) and the early months of the west seasons, the highest temperatures are reached. The monthly average temperature can rise up to 340C. During this period, air becomes more humid, rainfall increases, and heavy rains with thunderstorm occur. This period is locally called as “Kalbaaishakhi”. Sometimes the rain falls with hail.

May to October: In the west season (“monsoon period”) more than 85% of the total annual rainfall occurs. Monthly average temperatures remain high with a maximum of 330C. The period of periodic heavy thunderstorms lasts until June. June to mid September to early November is the transitional period with decreasing rainfall, often thunder. During the wet season, the winds are predominantly blowing from the South. Monsoon rains are generally not stormy, but downpours of 50-75 mm per day are not uncommon and rainfall with more than 250mm per day is occasionally experienced.

16. With an average annual rainfall of about 2100 mm, the annual rainfall varies from 1800 mm to 2400 mm, and is unevenly distributed, with peak falls occurring in July and august. About 75% of the total annual rainfall occurs during the monsoon period.

3. Floodplains

17. Dhaka city is surrounded by the river Buriganga on the south, Turag on the west, Tongi khal on the north and Balu river on the east. The Dhaka region is in the natural floodplain of the various rivers in the area, and would have functioned as an important breeding ground for many aquatic species in the past. This function is still evident in the seasonal flooding that affects large parts of the city. The floodplain function has been further degraded by the construction of embankments to protect the city from flooding, and particularly from infilling to reclaim land, which reduces the water retention capacity of these areas and increasing flooding both upstream and downstream.

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4. Surface Water Resources

18. The surface water area of Dhaka city is about 10-15% of the total land area. This includes four rivers, four major canals, four lakes and several small ponds. Dhaka is primarily surrounded by three rivers, Buriganga on the southwest, the Turag on the north-west, and the Balu on the north-east. The Shitalakhya River flowing by the south eastern part of Greater Dhaka is also included in the surrounding river system, and contributes to the water supply through the Saidabad water treatment plant.

19. There are more than 40 canals within the city that were originally catering to the drainage function of the city area. Due to encroachment of these canals, and disposal of wastes including solid and liquid wastes onto these canals, several areas of the city have become vulnerable to water logging.

20. All the rivers receive a huge amount of untreated sewage and industrial liquid wastes as well as the municipal waste through the three major canal systems as well as direct disposal. Water quality parameters, DO, BOD, COD and pH exceed the permissible limits. Moreover, the presence of excess amount of concentration of heavy metals including Al, Cd, Cr, Pb and Hg confirm the chemical contamination of water.

21. Banani Lake is within the immediate subproject area. This is a shallow water body some 100 m wide on average, and about 2,500 m long that stretches along the east side of Banani separating it from Gulshan. The Lake is evidently a “beel” formed by inundation of low lying lands during flooding, where some water gets trapped even after flood waters recede back from the flood plains. Beels may also be caused by filling up of low lying areas during rains, especially during the monsoon season. Banani Lake is a permanent fixture much noted for its scenic contribution to the area. Some water quality data are available from public sources (dated 1990) that indicate a slightly alkaline pH, conductivity of about 340 µS/cm, relatively high phosphorous content (390 µg/L) and dissolved oxygen of 3.9. Current conditions are unknown, except that solid waste is commonly seen on the Lake and there are numerous drains discharging to it from residential areas on all sides of the Lake.

5. Groundwater Resources

22. There are three main aquifers in the central region of Bangladesh, where the Dhaka city region is located:

An upper (composite) aquifer, which can reach depths of 50 m and is covered with an upper silty clay layer of less than 20 m;

A middle (main) aquifer of fine to heavy sands, which is generally 10-60 m thick and in most areas is hydraulically connected with the composite aquifer above; and

A deep aquifer of medium, medium-to-fine or medium-to-coarse sand, which is generally found at depths below 100 m.

23. In Dhaka region, 80% of the domestic water supply is obtained from the middle aquifer, extracted by tube-wells throughout the city. Recent studies have shown that water levels have fallen dramatically (20 m over the past six years) and suggest that the aquifer may be changing from a confined to an unconfined condition, which could make it vulnerable to contamination. There is already evidence of pollution by leaking underground tanks at petrol stations and chemical plants, and seepage from sewers, septic tanks and pit latrines.

24. The groundwater quality is slightly acidic, with high nitrate content that exceeds the permissible limit of the GOB environmental quality standards.

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6. Air Quality

25. The ambient air quality (AAQ) monitoring and analysis carried out by the DoE, as part of the Dhaka City- State of the Environment, 2005 indicates deterioration of air quality, largely attributed to the growth of settlements, brick fields and the number of motor vehicles. Tejgaon in the vicinity of Banani has a significant number of industries. In addition to the industries, increased vehicle traffic has resulted in air pollution impacts within the city.

26. The levels of carbon monoxide and lead in the air has decreased due to the banning of two stroke three wheelers in 2003, banning of buses older than 20 years and trucks older than 25 years, and introduction of unleaded gasoline (1999) and compressed natural gas (CNG). In Dhaka city, the emission of methane and other volatile organics is significant due to open dumping within the city. Banani Lake contributes methane and odors to the immediate area.

27. The summary of air quality for Dhaka obtained at the Continuous Air Monitoring Station (CAMS) of the DoE indicates that the main pollutant of concern is particulate matter. Both PM10 and PM5 are above the standards Lead (Pb) concentrations are now low, (around 100ug/cum) and therefore, airborne lead is not considered a health issue in Dhaka.

7. Floods and Disasters

28. As the project area is far away from the coastal region, there remains less risk of cyclone. The National Seismic Zoning Map produced by the Geological Survey of Bangladesh (GSB) (see inset), divides the country into three regions: a high risk zone between Mymensingh and Sylhet in the north and north-east; a medium risk zone stretching diagonally from Rajshahi in the north-west through Dhaka and Comilla to Chittagong and Cox‟s Bazar in the south-east; and a low-risk zone in the south and south-west, around Khulna and Barisal. Dhaka is located in seismic zone II which is vulnerable to earthquakes. In the medium risk zone, shocks of moderate intensity are possible, with a probable maximum magnitude of 6-7 on the Richter scale.

29. Seismic events in Bangladesh are relatively infrequent but historically have been severe, such as the earthquakes of 1930 and 1950 that caused widespread damage throughout the country, and the earthquake in 2004 that damaged large parts of Dhaka City.

B. Biological Resources

30. The subproject is within the Dhaka urban limits. Within Dhaka urban area, there are no natural terrestrial habitats, because in most cases vegetation was cleared many years ago to provide land for development and for agriculture in the suburbs. According to an estimate of the Arboriculture division of the Works Ministry, approximately 310 hectares of the total area of Dhaka city accommodate parks and gardens.

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31. The project area is similar in character to many areas of alluvial delta in Bangladesh with mixed crop vegetation. Terrestrial plants are now mainly limited to trees, shrubs and flowers grown alongside roads and in parks and gardens. There are no agricultural lands within the Subproject area and no wild animals or endangered species are present.

C. Economic Development

1. Population

32. Gulshan Thana, within which Banani is located, is spread over an area of 10.29 sq.km and had a population of 190,720 as per the 2001 census. The project area is a highly developed area having high rise buildings and houses the embassies and international organizations in Bangladesh, apart from housing for the people in these organizations. In the project area, the total number of markets, bazaars and shopping centers are 45, and include the Gulshan Shopping Centre, Navana Shopping Centre, Banani Bazar, DCC Markets I and II, Alam Market, Shahzadpur Bazar, Aarong, Iqbal Centre and ABC Shopping Complex.

2. Industrial Development

33. Tejgaon and Hazaribagh areas in Dhaka city have witnessed significant growth in the number of industries. Tejgaon is located within 3km of the project area, and is built up with a mixture of large industries (including jute, tannery, dyeing, and textile printing, metal, rubber, chemicals, plastics etc) which has been attributed (Dhaka city state of Environment 2005) as the main source of air pollution in the city, especially the SPM concentration, which exceeds the permissible limits all over the city.

3. Transportation

34. Dhaka has a road length of about 2300km of which 200km are main thoroughfares, 110 km secondary roads, 152 km feeder roads and the rest are narrow lanes and by lanes. The annual growth rate of motor vehicles in Dhaka has been about 6-7% which contributes to traffic congestion and low speeds, in the absence of a public transportation system.

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IV. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A. Land Acquisition and Resettlement Impacts

35. There is no land acquisition impact envisaged for the roads and drainage components of the Subproject, as proposed improvements are within the available RoW. The existing RoW is occupied, at some stretches by non-titleholders, mostly comprising street vendors and hawkers. The rehabilitation of these non-titleholders is addressed by a Resettlement Plan, in line with the provisions of the Resettlement Framework for the project.

B. Environmental Impacts

1. Location and Design Impacts

36. Location impacts are not likely to be significant as there are no environmentally sensitive areas in the vicinity of the subproject. Impacts pertaining to cutting of roadside trees are not envisaged. Road improvements will work around and incorporate the existing trees in the area. Removal of utilities (telephone lines, electric poles and wires, water and sewer lines) within the existing RoW will be required, and relocation of utilities will be undertaken prior to the initiation of construction in any given area. Underground utility ducts will be integrated into the proposed road designs. Drainage problems cause negative impact if omitted from the proposal, which is being addressed through incorporation of sufficient drainage measures into the design.

2. Construction Impacts

37. Construction presents the greatest potential for the subproject to exert a negative environmental impact. These are generally associated with interference with traffic movements, safety, convenience and local air quality impacts (dust). Impacts can be mitigated through environmental measures that are set out in the construction contract tender documents. These measures address the following key areas: worker provisions, use of land for construction purposes, sediment controls, community health and safety, site conditions, quarries, materials sourcing and haul routes, and other factors. A set of these provisions for use in the subproject tender documents is found in Appendix 3.

38. Worker Provisions are meant to insure that the GOB and ADB policies are complied with regarding employment and worker health and safety. Employment criteria relate to minimum age, wage and living provisions, benefits, hours of work, overtime arrangements and overtime compensation, as set out by the GOB. ADB, and by reference the World Bank/IFC performance standards, sets out requirements for a safety and accident prevention program; and provision of safety equipment and training in use. Other aspects of worker provisions include availability of first aid equipment at the jobsite, and provisions for lodging, sanitary and potable water services and other facilities in the event workers are lodged at worker camps near the jobsite. It is not expected there will be a need for worker camps, since workers will be sourced from the available labor pool in Dhaka, and there is no location in the vicinity of the jobsite for situating labor camps.

39. Locations for storage of materials and equipment are likely to be problematical due to the limited space available in the vicinity of the jobsite. The contractor will need to identify in advance such locations and obtain approval from the Engineer with the PIU for the location. No storage of building materials will be permitted in the public right of way for longer than two days prior to use. Concrete pipe and sections as well as paving stone may be delivered to the point of use if installed within two days. Sand and brick aggregate must be stockpiled in an aggregate yard with sufficient access and free of standing water, then transported in batches to the point of use. Use of land for construction purposes requires that local authorities be consulted on locations for worker camps and equipment yards, approval is

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obtained from landowners for temporary use and payments are made to legitimate owners, limits are placed on the types of activities permitted related to resource extraction, disposal of wastes at the site is prohibited, and final cleanup of the site is required.

40. Select fill will be needed to build up subgrade and base course for roadways and for embedment materials for drain pipes. Given the location of the subproject within the Dhaka metropolitan area, materials will need to be obtained from commercial sources. Hauling materials to the jobsite is probably best done during nighttime hours to avoid the traffic congestion that occurs during the day. The contractor is required to stockpile on the material that can be used within the next two days of work, in order to avoid blocking paths of travel for pedestrians and vehicles.

41. Sediment losses at the construction site are not expected to be significant, as the drainage currently in place is limited. For a variety of reasons, controls should be in places that limit the size of construction areas. The work taking place is linear in orientation; construction should be restricted to a zone of no more than 100 m in length before the work is finished out and a further stretch is begun, unless approved by the supervising engineer for a specific location. This minimizes interference with traffic and assures that open excavations and exposed earth will be protected to the extent possible from flowing water. Discharge of wastewater into natural water bodies is prohibited and works where there is a potential for sediment loss will be suspended during rains.

42. To protect community health and safety, a number of provisions have been put into place related to transport of materials along roadways, accident prevention, dust and noise control and use of flagmen to control traffic flow in the construction zone, location of equipment storage and batch mixing plants, provision of temporary access to shops and homes, and accommodating pedestrians especially in commercial areas and near schools.

These include the following:

Application of water to suppress dust where needed, and prompt removal of spoil materials.

Provide means to bypass construction where necessary using detours, bridging trenches and providing pathways. Specific clauses will be included in tender documents to backfill trenches and complete roadway repairs promptly. The Contractor must assure continued access to homes and businesses.

Provide signage, flagmen and detours around construction as appropriate; where pedestrian traffic is common, provide marked and barricaded paths of travel through construction. The contractor will post notices in advance regarding construction and detour arrangement.

43. To maintain safe and environmentally acceptable conditions, the Contractor will provide a Construction Environmental Management Plan for development of the construction zone, traffic management, worker camps, equipment yards and haul roads that minimizes interference with ongoing activity, noise and air pollution, congestion and visual impact. The contractor is required to avoid damage to any locations or artifacts of historical and archeological significance encountered during the progress of work.

44. Special considerations by the contractor will be necessary to assure the flow of traffic through the construction zone. Given the possibility of high volumes of traffic on some of the roadways during construction, the contractor is required to set out a traffic management plan, following the template provided in Appendix 4, to be approved by the PIU, for accommodating traffic flow (both vehicular and pedestrian traffic) during construction, which will involve at the minimum:

Set up detours around road construction that provide for continuous traffic flow.

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Perform work on one road at a time, unless specifically approved by the PIU.

Consecutively perform construction on segments of roadway of no longer than 100 m in length before moving to the next length.

Employ flagmen to control traffic flow through construction zones especially where road surfaces are being reworked.

Remove construction debris as soon as possible after construction is completed in a given section of roadway; and do not leave piles of earth standing in the roadway for long periods.

Other measures as may be necessary to assure traffic movement.

45. In regard to the installation of drainage, the PIU should insist that the Contractor close the newly installed drains as quickly as possible (e.g. install covers on the newly installed drop inlets and covers on box drains) to limit the amount of dirt that enters the drain, which would only serve to clog the drain and require early cleaning. The contractor should be responsible for turning over a newly installed drain free of obstruction or significant amount of dirt or silt deposits.

46. Special Conditions that encompass the above requirements are found in Appendix 3, to be included along with the Environmental Management Plan (EMP) in the procurement documents for the construction contract. The monitoring protocol set up for the implementation phase relies on observing contractor conformance with these rules.

3. O & M Impacts

47. Once in operation the improved roadways and drainage may be responsible for an increase in noise and air emissions from increased vehicular traffic. Still, any future condition needs to be compared to present circumstances, or to future circumstances without any improvement in the roads (future without-project conditions). These circumstances are difficult to predict or estimate; however it is nearly certain that conditions once the roads are improved will be better for local residents and businesses, for movement of pedestrians, and for vehicular movement than would be the case without improvements. The project provides improved roadways, drainage, and footpaths, as well as beautification of the areas that enhance the flow of traffic and improve environmental conditions.

48. Roadway safety for vehicles and pedestrians will be enhanced by improved road surfaces and walkways that provide room for pedestrians and slow moving vehicles. Still, there will be a tendency for increasing speed because of an improved driving surface. The LGU should install speed barriers wherever there is a potential for accidents, in particular around pedestrian areas such as schools and commercial areas.

49. The project will provide drainage improvements in some areas. The LGU should regularly inspect and maintain the drains by removing residual dirt and repairing any breakage, including the covers of drop inlets, so that the drains do not become clogged and so that they continue to function as originally intended. The LGU should:

Establish a program of regular visual inspection to identify problems early, before they become critical (breakage, plugging, etc.)

Ensure that all remedial action is implemented promptly, to include clearing sediment and other material that could cause blockage and any required physical repairs to the drains to prevent long term deterioration.

50. Improved drainage means faster, more direct entry of drainage flows into Banani Lake, increasing the pollution load on the Lake. There is no easy way to quantify this in terms of load or effect; nor is the project equipped to address the issue of partially treated urban sewage discharges into the Dhaka drainage network.

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V. ENVIRONMENTAL MANAGEMENT PLAN

A. Summary of Environmental Impacts and Mitigation Measures

51. The potential adverse impacts of the Banani Integrated Traffic Management Subproject as identified and discussed in Sections IV and the mitigations proposed to reduce impacts to acceptable levels are summarized in Table 6. The table also shows how the mitigation will be implemented, who will be responsible, and where mitigation activities take place.

B. Institutional Arrangements

52. The Local Government Engineering Department (LGED) is the executing agency and has established a Project Management and Coordination Unit (PMCU) for the overall CRDP Project. The PMCU has assigned responsibility for environmental aspects to a particular individual as staff PMCU Safeguard Management Officer (PSMO) who is engaged full time with implementation of the project and oversees work related to monitoring. The PMCU will be assisted by the Environmental Specialists (ES), consultants retained by the PMCU who work alongside the Design and Supervision Consultant (DSC) to support environmental management of subprojects undertaken by the CRDP. The North Dhaka City Corporation (DNCC) is the implementation agency for the subproject. DNCC has established a Project Implementation Unit (PIU) to undertake construction of the Banani Integrated Traffic Management Subproject. The PIU has appointed an Environmental Management Officer (PEMO) to oversee environmental safeguards during implementation.

53. The PMCU is responsible for procurement of Contractors for specific works, based on the subcontract packages considered most suitable for execution. The Environmental Management Plan and Special Conditions related to environmental protection (Appendix 3) are required to be included in construction procurement documents and become part of contract agreements. For the main construction contracts, the Contractor will be required to prepare a Construction Environmental Management Plan (CEMP) to ensure that construction works do not adversely affect health, safety, amenity, traffic or the environment in the surrounding area. The Contractor‟s Site Manager is responsible for preparing this plan prior to the start of construction and receiving approval for the plan from the PIU before the start of construction. The Contractor‟s Site Manager is required to be accountable for environmental aspects of construction. For smaller construction contracts or subcontracts, the (sub-) contractor will still be held accountable for implementation of mitigation measures through a system of quality assurance supervised by the PMCU.

54. The IEE has been finalized during the detailed design phase and the Environmental Management Plan and Special Conditions will be incorporated into the construction procurement documents. The Environmental Specialists (ES) of the PMCU will assist the PIU to monitor implementation of mitigation measures during construction, to assist the PIU in reporting, and to prepare semi-annual safeguard monitoring reports2 to be provided to ADB. The ES also will provide training to PMCU and PIU staff, focusing on ADB safeguard policies and procedures, use of verification checklists for monitoring environmental safeguards during construction, and reporting.

2 Quarterly reports submitted by the PMCU to ADB will contain a summary of environmental performance during

the quarter, whereas a semi-annual safeguard monitoring report, as specified in Item f. under Environment in the Loan Covenant, will provide more detailed information.

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Table 6: Potential Environmental Impacts and Mitigation Measures

Potential Negative Impacts

Sig Dur Mitigation Activities and Method Responsibility Location

PLANNING, LOCATION & DESIGN

Detailed design fails to incorporate good engineering design

S2 P Analyze, survey and produce a technically and economically feasible design

MDS, LGED PMCU office

Accommodation of utilities in design

S2 P Identify utilities on plans, specify relocation with responsible agency prior to undertaking construction

CONSTRUCTION

General construction impacts

S2 T Prepare a construction environmental management plan to describe development of the construction zone, traffic management, worker camps, equipment yards and haul roads that minimizes interference with ongoing activity, noise and air pollution, congestion and visual impact.

Contractor All activities


S2 T Relocation of utilities will be undertaken prior to the initiation of construction in any given area.


Impact on air quality and noise levels due to construction activity

S2 T Application of water to suppress dust where needed. Prompt removal of spoil materials



S2 T No storage of building materials will be permitted in the public right of way for longer than two days prior to use. Concrete pipe and sections as well as paving stone may be delivered to the point of use if installed within two days. Sand and brick aggregate must be stockpiled in an aggregate yard with sufficient access and free of standing water, then transported in batches to the point of use


Construction blocks access from failure to backfill trenches and finish construction after roadway rehab, trenching and pipe laying

S2 T Provide means to bypass construction where necessary using detours, bridging trenches and providing pathways. Specific clauses in tender documents to backfill trenches and complete roadway repairs promptly. Contractor to assure continued access to homes and businesses.

Contractor Project Site

Traffic congestion and blockage of paths of travel

S2 T Provide signage, flagmen and detours around construction as appropriate; where pedestrian traffic is common, provide marked and barricaded paths of travel through construction. Post notices in advance regarding construction and detour arrangement.


Traffic and human movement may be disrupted by materials hauling

S3 T Plan routes to avoid congested areas and narrow roads. Schedule transportation to avoid peak traffic


Traffic congestion and blockage of paths of travel

S2 T The work taking place is linear in orientation; construction should be restricted to a zone of no more than 100 m in length before the work is finished out and a further stretch is begun, unless approved by the


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supervising engineer for a specific location

Disruption of utility services during construction

S2 T Provide notification to affected groups prior to disruption of services (water, electricity), and alternate arrange-ments for water supply in the event of disruption beyond reasonable time.

Quarters for workers in the proximity of worksites, and equipment/material yards

S3 T Minimize need for workers quarters, equipment yard and onsite repair facility in the immediate project area; otherwise provide lodging in a camp setting, potable water supply, food service facilities and adequate means for maintaining personal hygiene and solid/liquid waste disposal


Trench excavation and roadwork produces spoil materials that block road and walkways

S3 T Dispose of spoil material at a suitable location. Use tarpaulins to cover dry soil during transport


Lack of planning during construction fails to properly sequence activities and minimize disturbance/cost.

S2 T Prepare a Traffic Management Plan for approval by the PIU to accommodate traffic flow; perform work on one road before beginning work on another; complete construction on segments no longer than 100 m in length before progressing to new location. Increase workforce to complete work quickly in heavily congested areas

MDS, LGED PMCU office

Damage to archaeological and historical monuments

S2 P Local authorities to identify archaeological and historical sites prior to commencement of work; Contractor to cease work in area of any chance finds and notify the PIU, which will seek direction from the Department of Archaeology before instructing the Contractor to continue work at the location.

MDS All activities

Drains are clogged at end of construction period.

S2 P Close the newly installed drains as quickly as possible to prevent the entry of dirt; contractor to turn over to LGU installed drain free of dirt or foreign material.

Contractor Drainage works

Schools, mosques, hospitals, temples may be disturbed by noise, dust, vibration and impeded access

S2 T Increase work force to complete construction quickly in affected areas. Practice good housekeeping to minimize dust / avoid obstruction in the paths of pedestrians and vehicles


Potential for benefit from employment for local people

S2 T Provide preferential employment for locals in labor force as specified in procurement documents

MDS /PIU All activities

Trees may be removed along roadways easements

S2 P Avoid removing trees wherever possible and plan for compensatory plantation


Potential for accident and injury of construction workers and public in zone of construction

S2 T Implement a safety and health plan for workers and require personal protective gear suitable to the type of work being performed. Train in safe work procedures. Maintain a record of accidents that are reported to the supervising engineer. Bar the public from construction areas and barricade and mark excavations


Quarry sites cause environmental damage

S2 P Obtain select fill materials from commercial sources within the area


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Project closure S2 P Assure all construction materials, earth and debris are removed from the site upon completion of the work. Areas used for labor camps will be returned to pre-project conditions.


OPERATION & MAINTENANCE

Drainage channels are not maintained, solid waste builds up in drains, drains no longer function properly.

S2 P Prevent deposit of foreign materials (oil, grease, solid waste, plastics) into drains, inspect, repair and clean drain periodically.

Local Government Unit

All drains

Appearance and environment will deteriorate if material from drain cleaning piled on adjacent land

S2 T Dispose of material from blocked drain in location away from roadway and drain

All drains

Sig = Significance of Impact (S3 = Not Significant, negligible impacts; S2 = Moderate, reversible impacts which are site specific and simple to contain and mitigate; S1 = Significant, potentially irreversible impacts requiring complex mitigation); Dur = Duration of Impact (T = Temporary; P = Permanent)

C. Environmental Monitoring and Reporting

55. Monitoring of mitigation measures during construction are the responsibility of the PIU Environmental Management Officer, supported by the PMCU Environmental Specialists. The monitoring system involves a Monitoring Checklist, which reflects the requirements of the EMP and Special Conditions. The checklist will be filled in quarterly by the PIU, and consists of three sections:

a. A section to be completed one-time-only during the period when the design is being finalized, the project tendered, and construction activities started. This section provides monitoring of four performance indicators: Design and Preparations, Worker Provisions, Gender Equity and Community Based Monitoring. The section also contains information regarding public consultation and follow-up.

b. A section to be completed quarterly during the construction period. This section provides monitoring of two performance indicators: Community Values and Safety, and Hydrology/Water Pollution. This section will be completed for each period quarter of the construction duration.

c. A section to be completed one-time-only during the period when construction work is nearing completion. This section provides monitoring of Project Completion indicators of performance.

56. Monitoring also requires quarterly Performance Tracking, which involves:

a. Performance Follow-up, where performance shortfalls noted in prior monitoring are listed and checked against current monitoring results.

b. Community Complaints, where issues raised by the affected community are registered, tracked and outcomes recorded.

c. Performance Indicator Results, where environmental performance against indicators are recorded.

57. Analysis and reporting as done by the PIU involves gathering data from quarterly monitoring and submitting results to the PMCU. The ES will analyze the data and compile

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results for the contracts active during the quarter. Both quarterly and semi-annual summaries of results will be submitted to the ADB.

58. Table 7 shows the proposed Environmental Monitoring Plan for the subproject, which specifies the various monitoring activities, indicating location, frequency of monitoring and responsibility.

D. Environmental Management and Monitoring Costs

59. Mitigation costs are included in the overall cost for design and supervision consultants and/or the contract bid price for the construction work. Costs for monitoring are covered by the costs for environmental consultants, who will perform the monitoring. Costs associated with land acquisition and compensation are reported in the resettlement plan. No special cost is associated with the environmental mitigation and monitoring measures.

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Table 7- Environmental Monitoring Plan Mitigation Activities and Method Location Responsible

for Mitigation Monitoring Method Monitoring

Frequency Monitoring Responsibility

PLANNING, LOCATION AND DESIGN

Analyze, survey and produce a technically and economically feasible design

PMCU office MDS, LGED Critical evaluation of design outputs

Continuous Team Leader & Project Director

Identify utilities on plans and schedule relocation with responsible agency prior to undertaking construction

PMCU office MDS, LGED Critical evaluation of tender and construction pre-planning

Prior to tender award

Team Leader & Project Director

Locate trees on drawings, plan for conservation; provide compensatory planting for trees removed

PMCU office MDS, LGED Critical evaluation of tender and construction pre-planning

Prior to tender award

Team Leader & Project Director

CONSTRUCTION

Prepare a construction environmental management plan Construction zone

Contractor Review of plan On start of construction

MDS, PIU

Dispose of waste soil properly, for land raising, of infill Construction zone

Contractor Site visits; CC records Monthly MDS,PIU

Remove waste soil as soon as it is excavated Construction zone

Contractor Site visits Weekly MDS,PIU

Suppress dust with water in construction areas where vehicles and pedestrians pass

Construction zone


Use tarpaulins to cover dry soil and sand when carried on trucks

Haul routes Contractor Observations on and off site

Weekly MDS,PIU

Cover or damp down fill material, soil and sand stockpiled on site

Construction zone


Only bring construction material to site when needed. Inhabited areas

Contractor Site visits; CC records Weekly MDS,PIU

Plan truck routes to avoid congested areas, narrow roads and peak traffic

All sites Contractor Observations off site; CC record

Weekly MDS,PIU

Assure continued access to homes and businesses All sites Contractor Observations Weekly MDS,PIU

Land acquisition / compensation in accord

Resettlement Framework∗

Where required

DNCC Landowner surveys; DNCC record

As needed MDS,PIU

Provision of means to bypass construction where necessary using detours, bridging trenches and providing pathways. Post notice in advance regarding

construction and detour arrangement.

Distribution Contractor Site visit; resident survey

Weekly MDS,PIU

25

Mitigation Activities and Method Location Responsible for Mitigation

Monitoring Method Monitoring Frequency

Monitoring Responsibility

Increase workforce in congested areas to finish work quickly

Distribution Contractor Site visits; CC records Monthly MDS,PIU

Inform shopkeepers and residents of work in advance Distribution DNCC Resident surveys; CC records

Monthly MDS,PIU

Integrate components to complete all work along a length of roadway

Distribution MDS/DNCC Site visit; design reports Monthly MDS,PIU

Plan work with town authorities – work when traffic is light

Distribution Contractor Site visits; CC records Monthly MDS,PIU

Provide flagmen and traffic detours when necessary Distribution Contractor Site visits; CC records Monthly MDS,PIU

Request local authorities to identify archaeological sites All sites MDS MDS records; design reports

As needed MDS,PIU

Develop and apply archaeological protocol to protect chance finds

All sites MDS and CC MDS and CC records; Site visits

Weekly MDS,PIU

Plan work to minimize shutdown of roadways All sites MDS Design reports; resident surveys

Monthly MDS,PIU

Prepare and implement a site H&S Plan (safety of workers/public)

All sites Contractor Site visits; CC records Monthly MDS,PIU

Exclude public from the site with barricades; provide pedestrian path of travel through work area


Ensure that workers wear Personal Protective Equipment


Provide Health and Safety training for all personnel All sites Contractor CC records; interviews Monthly MDS,PIU

Keep accident reports and records All sites Contractor CC records Monthly MDS,PIU

Employ workforce from communities near sites All sites Contractor CC records; worker interviews

Monthly MDS,PIU

Obtain select fill materials from commercial sources within the area

All sites Contractor CC records Monthly MDS,PIU

Assure all construction materials, earth and debris are removed from the site upon completion of the work

All sites Contractor Observation Project completion

MDS,PIU

OPERATION AND MAINTENANCE

Prevent deposit of foreign materials (oil, grease, solid waste, plastics) into drains, inspect, repair and clean drain

periodically; dispose of materials removed from drains

DNCC Office OM contractor Site observations Monthly DNCC Office

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VI. PUBLIC CONSULTATION, DISCLOSURE AND GRIEVANCE REDRESS

A. Process for Consultation during PPTA

60. During project preparation, consultations were held with the officials of DCC involving the best means for improving traffic flow in the area. These consultations (Table 8) provided inputs in identification of the felt needs of the communities, and the relevant stakeholders.

Table 8: Consultations with Stakeholders Sl. No.

Place Date Number of participants

Participants Issues discussed Incorporation into IEEs and Project design

A Banani 12th

June 2010

20 Residents of Banani, shopkeepers, and road users

Understanding of the current issues pertaining to traffic and environmental conditions, including road safety, drainage issues etc within the project area Environmental issues including the disposal of construction wastes from buildings onto the roads, frequent digging up for laying/relaying/repair of utilities

The designs shall include traffic management measures worked out based on an integrated traffic management plan In addition to the improvement of the roadside drains, at the design stage, consultations with the DWASA on the drainage master plan (already prepared for Dhaka) shall be carried out and appropriate outfall to discharge the storm water shall be worked out and included in the costs Ducts for laying of utilities shall be integrated into the proposed designs Enforcement mechanisms by the DCC to avoid disposal of wastes within the RoW shall address the waste disposal issues. Protection of the RoW from encroachments shall be worked out by DCC.

B Banani DCC office

1s

July 2010

3 Executive engineer – DCC, Town planner DCC, Zonal Executive officer (DCC) - Banani,

Overview of the Safeguards policies Environmental impacts due to project, including disposal of debris onto roads, protection of RoW etc

B. Consultation During Detailed Design

61. Extensive consultations with a range of stakeholders was held during detailed design to refine the proposed traffic management plans and develop the best means for implementation. These are listed in Table 9. At the stakeholder consultation workshop held on Tuesday 2nd July 2013 the main design and implementation issues were discussed among a wide range of participants including traffic circulation and one-way arrangements; footways and drains; accommodating the commercial area into the design and arrangements for construction; parking controls and management; tree cutting and the extent to which select trees should be removed to accommodate improvements in traffic flow; and long term management and maintenance.

27

Table 9: Record of Stakeholder Consultations during Detailed Design Organization Date Subject / Purpose

DNCC 15-01-13 Introductory Meeting with PIU members

12-02-13 Second Meeting and Presentation to PIU members

06-03-13 Co-ordination Meeting with PIU Manager, DNCC

14-03-13 First Presentation Meeting to DNCC and other Govt. stakeholders (DMP, RAJUK, WASA, DESCO, BTCL, Titas Gas)

15-04-13 Second Presentation Meeting to DNCC – general proposals for traffic circulation, footways & drains, and commercial area

27-05-13 Third Presentation Meeting to DNCC – detailed proposals for traffic circulation, footways & drains, and commercial area

11-06-13 Fourth Presentation Meeting to DNCC – specific designs for the Commercial Area

29-08-13 Briefing Meeting with Chief Engineer – progress meeting and DNCC feedback on Package 2 proposals

10-09-13 Joint presentation (with DNCC) to ADB on Banani project proposals

January to Sept. 2013

Numerous individual meetings (over 25) with PIU Manager, Zonal Engineer, XEN Traffic Engineering, Chief Estates Officer, XEN Design & Planning, Street Lighting Engineer

DMPC 19-01-13 Consultation meeting with DC Traffic, Mr.Bidham Tripura

14-03-13 DMP attendance at 1st DNCC presentation meeting

31-03-13 Consultation meeting with Insp. Md. Nizamuddin, Gulshan-Banani Traffic Circle

01-04-13 Consultation Meeting with new DC Traffic, Mr.Ruhul Amin and out-going DC,Mr. Bidham Tripura. Banani Traffic Circulation Plan submitted for comment

11-04-13 DMP (DC Traffic) attendance at 2nd

DNCC presentation. Proposals distributed included: Banani map of proposed footway improvements Design drawings for Roads 11 and 12 (scale 1:500, showing islands and dividers)

RAJUK 30-01-13 MDS Consultants meeting with Director Town Planning, and Assistant Director,

14-02-13 Meeting with RAJUK (Town Planning Department)

14-03-13 RAJUK attendance at 1st DNCC presentation meeting

DWASA 14-03-13 DWASA attendance at 1st DNCC presentation meeting

March 2013

Individual meeting with senior WASA engineer

April 2013 Meeting with XEN, WASA and DNCC Zonal Engineer, to finalise drainage designs

Banani Society 24-02-13 1st Meeting and Presentation to Banani Society members

02-06-13 2nd

Meeting and Presentation to Banani Society members

02-07-13 Stakeholder Consultation Workshop presenting Map of Banani traffic circulation proposals Drawings of commercial area proposals Examples of junction treatments on Road 11

Other Stakeholders, Organizations and Individuals

02-07-13 Stakeholder Consultation Workshop – participants included representatives of local traders‟ organisations, large employers and businesses, retailers, schools, university, taxi driver samity

January to Sept. 2013

Numerous individual meetings with local residents, local traders, roadside vendors, rickshaw drivers, and general members of the public during the course of site visits and site surveys. Also, two consultation meetings with ADD (an NGO working on issues concerning disabled access and based in the Banani study area).

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C. Disclosure

62. The PMCU will submit to ADB the updated IEE and the environmental monitoring reports for disclosure on ADB‟s website, and will post the IEE on the LGED website. The summary of the IEE will be translated into Bengali and made available at the office of the PMCU and at the Office of the DNCC. Hard copies of the IEE will be available at the PMCU and PIU offices.

D. Grievance Redress Mechanism

63. The Grievance Redress Mechanism (GRM) follows the standard approach set up by the PMCU among all PIUs working with the CRDP. It is implemented at four levels depending on the effectiveness of a lower level to resolve the grievance. The purpose of the GRM is to address grievances among project affected people. A single mechanism is meant to address both resettlement/compensation and environmental issues including land acquisition, temporary relocation of structures, livelihoods impacts, entitlements, and assistance to disadvantaged people and women. The GRM is illustrated in Figure 4.

Figure 4: CRDP Grievance Redress Mechanism

64. The first level and most accessible and immediate venue for the fastest resolution of the grievance is the PIU, chiefly through the resettlement safeguards officer and Project Manager, with assistance from the safeguards consultants of the DSMC. The contact phone number will be posted in the project areas. Grievances will be resolved through continuous interaction with affected persons and the PIU. Corrective measures will be undertaken at the field-level itself within seven days. All grievances will be documented with full information of the person and issue.

65. Should the grievance remain unresolved, the PIU's Project Manager, will activate the second level of the GRM by referring the issue (with written documentation) to the local Grievance Redress Committee (GRC) of the DNCC, who will, based on review of the grievance, address it in consultation with the Safeguards Officer of the PIU and PMC, and

29

the affected person. A hearing will be called, if necessary, where the affected person can present his/her concern. The process will promote conflict resolution through mediation. The local GRC will consist of the following persons depending on the nature of the grievance: (i) Zonal Executive Officer of the DNCC – Zone 9 (GRC Chair); (ii) Representative of the mayor of the DNCC; (iii) People‟s Representative; (iv) Official of the land registry department; (v) Official of the DoE divisional office, Dhaka; (vi) Town planner of DCC; and (vii) environmental /resettlement support staff of the PIU. The local GRC shall meet twice a month, unless the Project Manager informs that there are no grievances to address, or they shall meet as needed as per the severity of the grievance. The local GRC will suggest corrective measures at the field level and assign responsibilities for implementing its decisions.

66. The functions of the local GRC are as follows: (i) provide support to APs on problems arising from land acquisition (temporary or permanent); asset acquisition; and eligibility for entitlements, compensation and assistance; (ii) record grievances of APs, categorize and prioritize them and provide solutions within a month.; and (iii) report to the aggrieved parties about developments regarding their grievances and decisions of the GRC.

67. Should the grievance still remain unresolved, the PIU Project Manager, will activate the third level of the GRM by informing the PMCU Project Director who will, based on review of the local GRC minutes and consultation with the PIU Project Manager, activate the PMCU level GRC. This committee shall comprise the following representatives:(i) Project Director PMCU, (ii) Environmental / Resettlement Safeguards Officer of the PMCU; (iii) Representative from Land Ministry, (iv) Representative from DoE; (v) Representative of the APs; and (vi) Environmental / Resettlement support staff of the PIU.

68. The GRC at the PMCU level shall meet based on the receipt of grievances, and the meeting shall be convened within 7 days of receipt of the grievance by the PMCU, and grievances redressed with 15 days. The Environmental / Resettlement Safeguards Officer of the PMCU will be responsible for processing and placing all papers before the PMCU GRC, recording decisions, issuing minutes of the meetings and taking follow up action to see that formal orders are issued and the decisions carried out.

69. In the event that a grievance is not addressed by the PIU, local GRC, or the PMCU GRC, the AP can seek legal redress of the grievance in the appropriate Courts (the fourth level of the GRM).

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VII. FINDINGS, RECOMMENDATIONS AND CONCLUSION

A. Findings

70. The Banani Integrated Traffic Management Subproject aims to improve the quality of life of residents by improving traffic flow and pedestrian access in a congested area of Dhaka. Businesses that make up the local economy also will benefit through improved access to services. The project will provide a much needed model for renovating congested areas of the city that can be replicated in nearby areas.

71. During subproject planning and design, community meetings were held with local community leaders and affected persons to discuss project objectives, approaches and environmental concerns. The proposed design and implementation approach are the result of these consultations, which required consensus among a variety of stakeholders.

B. Recommendation

72. The IEE examines environmental implications of the proposed improvements. Potential negative impacts stem primarily from construction. Mitigation measures have been proposed to reduce negative impacts to acceptable levels.

73. The recommendation is that environmental impacts of the subproject, stemming mainly from construction, should be mitigated through the measures described in this report. An environmental monitoring program should be conducted during construction to document the extent that mitigation measures are being carried out. This will include observations of construction practice, document checks, and interviews with workers and beneficiaries, followed by a periodic reporting procedure. The LGU supported by the MDSC should follow the prescribed monitoring and reporting procedures to document the extent that mitigation measures are being implemented by the Contractor.

C. Conclusion

74. Environmental impacts of the proposed integrated traffic management subproject have been assessed with the conclusion that, if mitigation and monitoring measures are implemented, there should be no significant negative environmental impact as a result of location, design, construction or operation of the subproject. Improvements in quality of life and public welfare will result once the scheme is in operation.

Appendix 1: Environmental Clearance from Department of Environment

Appendix 2: Rapid Environmental Assessment (REA) Checklist

Yes No REMARKS

A.

● Road length < 20 Km √ Local roads within subproject area

● Road length > 20 Km √

●Drainage included with roadway improvements √ Improved drainage provided where

possible given space constraints

● Drainage improvements outside roadway ROW √

● Waterway dredging in addition to drainage works √

● Widening of road formation √

● Repair /Improvement of road √

● Road Length within/abutting wetland (beel etc.) (m) √

● Road constructed along river or canal (km) √

● Road crossing any stream, canal, river √

●Frequency of flood on either side of the road √ Localized flooding remediated through

improved drainage

● Plantation on ROW √ Trees are present; will not be altered.

B

● Cultural heritage site √

● Protected Area √

● Wetland √

● Mangrove √

● Estuarine √

● Buffer zone of protected area √

● Special area for protecting biodiversity √

● Bay √

Project Siting

Will the project area affect any of the following environmentally sensitive areas?

Name / Sector: Banani Integrated Traffic Management Subproject

SCREENING QUESTIONS

The Project

GOVERNMENT OF THE PEOPLE'S REPUBLIC OF BANGLADESH

LOCAL GOVERNMENT ENGINEERING DEPARTMENT

CITY REGION DEVELOPMENT PROJECT (ADB LOAN 2695-BAN)

Rapid Environmental Assessment (REA) Checklist for Screening of

(ROADS AND DRAINAGE)

C

♦√

♦√

♦√

♦√ During Construction work only, to be

mitigated

♦√ Traffic congestion addressed through

detours, routing

♦√ Safety signage will be installed during

construction period

♦√ Contractors required to provide

temporary access

♦√ Minor, Mitigated with standard means

♦√ Urban area construction; addressed

through traffic management plan

♦√ Local labourer will be engaged

♦√ Local labourer will be engaged

♦√

♦√

D

♦√ Potential increase in pollution loads to

Lake

♦√

♦√

♦√

♦√ Project aims to improve traffic flow,

hence reduce noise and air pollution

♦√

♦√

♦√Is there a chance for increased spread of water-borne diseases?

Does the drainage outfall discharge to irrigation canal?

Does the drainage outfall affect community water use in areas

adjacent to outfall?

Will the project create breeding habitats for mosquitoes?

Will there be increased noise and air pollution resulting from traffic

volume?

Is there increased risk of water pollution from vehicles using the

road?

Will there be blockage of canals by sediments

Does the project require construction camps and equipment

yards?

Will there be social conflicts between construction workers and

the community?

Is there a chance for increasing the spread of HIV/ AIDS and STD?

Does the project require dislocation or involuntary resettlement of

people?

Operations

Does the drainage outfall cause pollution or impact on ecology of

receiving water?

Are there community values affected by noise and vibration from

blasting and other civil works?

Will there be excess traffic disturbances due to construction?

Is there an increased risk of road accidents?

Will there be blockage of access, or negative effect on commercial

businesses or street vendors?

Are there other concerns relating to community impact in the

project areas?

Will the project cause hazardous driving conditions due to

interference with current traffic patterns?

Construction

Will construction affect critical waterbodies (rivers, irrigation

canals, lakes or beels in use by the local community)?

Deterioration of surface water quality due to silt run-off, sanitary

wastes from worker camps and chemicals used in construction?

Will air pollution from earth works, rock crushing, cutting and filling

works, and chemicals from asphalt processing substantially affect

the local community?

Appendix 3: Environmental Performance Specifications

General

1. The contractor shall review and comply with the environmental management plan (EMP) prepared for the subproject, and will note and implement any particular requirements therein, in addition to those found in this general specification. At the start of construction, the contractor will provide a Construction Environmental Management Plan for compliance with these specifications, including development of the construction zone, worker camps, equipment yards, haul roads and borrow/quarry areas.

2. The contractor will post a public notice regarding the nature, extent and cost of the project at the start of the construction zone; and post notices announcing the grievance redress mechanism in local government offices and in strategic places of the subproject‟s area of influence. For projects with multiple sites, a single notice may be posted at the Dhaka North City Corporation office.

3. The Contractor‟s Project Manager or other Technical staff shall serve as focal person for EMP implementation and for responsibilities under the Grievance Redress Mechanism (GRM). The Contractor‟s Project Manager or other technical staff is required to obtain construction environmental management training and orientation to be provided by an LGED specialist at the start of construction. Costs for implementing requirements set out herein are considered to be incorporated into the unit bid price for quantities unless indicated as paid for through provisional sums.

Worker Provisions

4. GOB criteria for minimum age, wage and living provisions, benefits, hours of work, overtime arrangements and overtime compensation, and leave for illness, maternity, vacation or holiday should be met for all workers. The Contractor will conform to national law in relation to hiring and employment; and will comply with the principle of equal opportunity, fair treatment, and nondiscrimination with respect to the employment relationship. Hiring of project-affected persons, women, residents of project-affected administrative units and disadvantaged groups is encouraged.

5. The contractor shall implement a safety and accident prevention program involving provision, training and use of safety equipment; minimum skills qualifications for operators and drivers; and record keeping related to accidents.

6. The Contractor will provide Personal Protective Equipment (PPE) to workers that offer adequate protection to the worker without incurring unnecessary inconvenience in its use3. Proper maintenance of PPE, including cleaning when dirty and replacement when damaged or worn out; and proper use of PPE should be part of training programs, as appropriate.

7. The contractor will maintain first aid kits onsite along with instructions for use, and personnel trained in basic first aid emergency response measures. In case of injury, the contractor shall arrange treatment of the injured worker(s) and bear the cost of treatment.

3 Depending on the application PPE may include safety glasses with or without side-shields, and protective

shades; plastic helmets with top and side impact protection; hearing protectors (ear plugs or ear muffs); safety shoes and boots for protection against moving & falling objects, liquids and chemicals; gloves made of rubber or synthetic materials; facemasks with appropriate filters for dust removal and air purification; single or multi-gas personal monitors; portable or supplied air; on-site rescue equipment, and insulating clothing, body suits and aprons of appropriate materials.

8. Laborers and others resident at the site will be provided with lodging in a camp setting, potable water supply, food service facilities and adequate means for maintaining personal hygiene and solid/liquid waste disposal.

9. Safe drinking water will provided at the worksite with sufficient numbers of access points to assure availability for workers. Water will be periodically tested for and assured safe from bacteriological contamination.

10. HIV/AIDS awareness should be incorporated into the contractor‟s policy and outreach toward workers.

Gender Equity

11. The contractor shall provide equal wage payment for work of equal value for women, as required by the Government of Bangladesh. Separate sanitation and bathing facilities shall be provided for women at work camps and at the construction site.

12. The contractor is encouraged to engage women laborers, project affected women and destitute persons on works suitable for them, and shall follow ILO conventions and relevant protocols. The contractor shall consult with the Women‟s Ward Councilor and others on the availability of women workers including indigenous women workers in the area to engage them in work suitable to their skills.

Use of Land for Construction Purposes

13. The worksite and ancillary sites shall be surveyed and pegged prior to construction to ensure correct lines and grades for alignments, earth fill, side slopes, flow lines and trees to be removed or preserved in accordance with the design. Final verification of affected persons and assets shall be undertaken prior to the commencement of the works.

14. The contractor will obtain approval from landowners for temporary use of land for ancillary sites such as labor camps and construction yards. Local authorities will be consulted on locations, which will in no case be within 100 m of sensitive receptors such as hospitals, schools, residential communities or identified archaeological, religious or cultural sites. The contractor shall obtain approval and permits from the concerned District Collector for sand mining in rivers. An ancillary site shall be above flood level, at least 10m away from watercourses, and its size kept to a minimum to reduce vegetation clearance and ground disturbance.

15. The contractor will not encroach upon vacant land, or damage forests, wildlife or fisheries in the project area. The Contractor will execute a plan for preventing firewood gathering in the project area and prohibit among workers possession of instruments or poisonous substances for killing or capturing fish or wildlife.

16. Vegetation clearance shall be confined to the minimum area required for construction. Trees within the boundaries of ancillary sites shall be retained wherever possible.

17. Cutting trees is prohibited except inside the construction zone, on upper and lower slopes requiring stabilization, and in quarry areas. Trees to be removed must be specified in the Project plans and specifications. Pits resulting from removal of trees and stumps shall be backfilled and compacted. The contractor shall dispose of removed vegetation at locations approved by the Engineer.

18. No fuel, oil, or parts cleaning fluids shall be spilled, wasted or disposed of at the project site. Secondary containment (earth or concrete berm with bottom and sides sealed with plastic sheeting) at least equal to the capacity of the fuel storage tank shall be provided

at fueling stations. Hazardous materials shall be stored above flood level and at least 20m away from any water course.

19. After completion of occupancy, all affected areas within the general project boundary shall be graded to their original elevation or to a continuous sloping grade that allows positive drainage. Machinery, equipment, structures, contaminated earth, plant matter and waste or unused materials shall be removed and disposed of at locations approved by the Engineer.

Sediment Controls and Spoil Materials

20. Areas to be cleared and excavated are limited to areas where construction will take place. The areas will be protected from flowing water including sheet runoff. The contractor will limit sediment loss from exposed surfaces. Existing drainage patterns should be maintained during construction to the extent possible.

21. Discharge of wastewater into water bodies is prohibited as is the discharge of wash water from concrete trucks to waterways. Land clearing activity will be suspended during rains to limit sediment loss.

22. Topsoil shall be removed from areas of fill or sub-surface excavation and stockpiled at designated locations for reuse in covering embankment slopes, berms, and other disturbed areas.

23. Unsuitable and spoil materials shall be disposed promptly and properly from the site at locations approved by the Engineer.

Community Values

24. Vehicles transporting dirt, sand and construction materials capable of producing dust will be covered when traveling through community areas or along roadways in use by the public. Vehicles will operate within the legal speed limits in populated areas. The operation of moving equipment in locations accessible to the public will be done in a manner so as to prevent the occurrence of incidents and accidents.

25. The Contractor should use available means to prevent accidents by emphasizing safety aspects among drivers; assuring sufficient driving skills and requiring licensing of drivers; adopting limits for trip duration and arranging driver rosters to avoid overtiredness; specifying and obtaining approval from the PIU in advance, and adhering to haul routes between borrow areas and the project site; avoiding dangerous routes and times of day to reduce the risk of accidents; use of speed control devices (governors) on trucks, and remote monitoring of driver actions.

26. The contractor is responsible for regular spraying of roadway surfaces in use as haul routes and of sites under construction as well as temporary detours where these locations are accessed by the public. The contractor will remove excess debris during construction and after completion of the item of work.

27. The contractor will locate aggregate crushing and batch mix plants at sufficient distance (at least one km) from populated areas, houses, schools and hospitals so as to reduce air pollution and noise. The contractor shall protect, conserve and maintain access to social and cultural properties in the project area including schools, mosques, hospitals, temples, shrines, graveyards, tourism sites and other public places. The contractor may increase the workforce to minimize the duration of construction in such areas.

28. The Contractor will post flagmen at intersections of transit paths for construction vehicles and local traffic, and along traffic lanes where work is in progress. Traffic detours will be clearly marked.

29. The contractor will provide a path for transit of pedestrians and vehicular traffic through or around the construction area; and barricade open excavations to prevent injury to the public.

30. The contractor shall ensure that working hours do not extend beyond 7.00 a.m. to 7.00 p.m., except in situations when working at night is required to avoid traffic congestion in the work zone, as approved by the PIU supervising engineer.

31. Depending on the conditions affecting work, no more than 300 m of box cut or trench shall be opened before work is completed for that section. Greater lengths will be undertaken only on approval by the PIU supervising engineer.

32. The contractor shall avoid trenching near to buildings, walls and existing buried pipelines. If unavoidable, the contractor shall provide adequate protective measures to prevent damage.

33. The contractor will avoid blocking access to land, homes and businesses; where unavoidable, the contractor will provide temporary access to affected properties and reinstate permanent access on completion of work; minimize the area under construction at any one time and the duration of works at any one location; and minimize impacts on infrastructure, access and services. Backfill and sealing of construction trenches shall be done promptly.

34. The contractor will install signs and lighting, where there is nighttime traffic, in the vicinity of works on public roads, and restrict access to the construction site by the public.

35. All construction machinery and vehicles to be used in works shall be of proven efficiency and shall conform to GOB standards for emissions and noise levels. The contractor shall regularly maintain the construction machinery and vehicles so that emissions, vibrations and noise levels conform to GOB‟s relevant standards. The Contractor shall prohibit the use of air horns in settlement areas.

36. The contractor shall promptly reinstate any services and reinstall any physical facilities that are cut, disconnected or damaged during construction activities, and shall maintain or provide temporary services that are interrupted by construction. The Engineer shall inspect and certify the adequacy of all reinstated services and facilities.

Site Conditions, Quarries and Haul Routes

37. At the start of construction, the contractor will provide a Site Environmental Management Plan for development of the construction zone, worker camps, equipment yards, haul roads and quarry areas.

38. Haul routes will minimize interference with ongoing activity in the area. Routes shall be approved by the PIU. Haul roads and transport/equipment routes shall be kept within the construction zone, unless authorized by the PIU.

39. Selection of borrow pits, quarry sites and haul routes shall minimize noise and air pollution in the site vicinity, visual impacts in inhabited areas, impacts on land use, air and noise emissions along haul routes, and congestion in populated areas.

40. Quarry and borrow pit locations will be permitted for use by the local authority, and shall be pre-existing sites, e.g. already in use prior to the start of the construction. Newly opened quarry locations require approval of the PIU.

41. The contractor shall select borrow pits that are free from organic materials. The use of dredged materials from rivers is permitted if the materials are sandy and free from organic matter. Topsoil from farmland should not be used as fill.

42. The contractor shall stockpile construction materials in such a way as to prevent any loss of materials to watercourses. Stockpiling of backfill shall be done outside the right of way and not on the side slopes of roads.

43. Borrow pits shall be restricted to areas within the construction zone as defined by right-of-ways for roads, embankments and irrigation canals. Borrow pits along linear alignments will be interconnected; smoothly excavated; of uniform depth, width and slope; and graded to drain after use.

Archeological and Cultural Relics

44. The Contractor will stop construction on discovery of objects of archeological origin; and notify the PIU, who will contact the Department of Archaeology, Ministry of Cultural Affairs to investigate and, if desirable, undertake recovery. Work must remain halted at the specific location until investigation is complete.

Appendix 4: Traffic Management Plan Template (source: ADB)

Sample Outline Traffic Management Plan A. Principles 1. One of the prime objectives of this TMP is to ensure the safety of all the road users along the work zone, and to address the following issues:

(i) the safety of pedestrians, bicyclists, and motorists travelling through the construction zone;

(ii) protection of work crews from hazards associated with moving traffic; (iii) mitigation of the adverse impact on road capacity and delays to the road

users; (iv) maintenance of access to adjoining properties; and (v) addressing issues that may delay the project.

B. Operating Policies for TMP 2. The following principles will help promote safe and efficient movement for all road users (motorists, bicyclists, and pedestrians, including persons with disabilities) through and around work zones while reasonably protecting workers and equipment.

(i) Make traffic safety and temporary traffic control an integral and high-priority element of every project from planning through design, construction, and maintenance.

(ii) Inhibit traffic movement as little as possible. (iii) Provide clear and positive guidance to drivers, bicyclists, and pedestrians as

they approach and travel through the temporary traffic control zone. (iv) Inspect traffic control elements routinely, both day and night, and make

modifications when necessary. (v) Pay increased attention to roadside safety in the vicinity of temporary traffic

control zones. (vi) Train all persons that select, place, and maintain temporary traffic control

devices. (vii) Keep the public well informed. (viii) Make appropriate accommodation for abutting property owners, residents,

businesses, emergency services, railroads, commercial vehicles, and transit operations.

3. Figure A2 to Figure A12 illustrates the operating policy for TMP for the construction of water pipes and the sewers along various types of roads. C. Analyze the impact due to street closure 4. Apart from the capacity analysis, a final decision to close a particular street and divert the traffic should involve the following steps:

(i) approval from the ULB/CMC/Public Works Department (PWD) to use the local streets as detours;

(ii) consultation with businesses, community members, traffic police, PWD, etc, regarding the mitigation measures necessary at the detours where the road is diverted during the construction;

(iii) determining of the maximum number of days allowed for road closure, and incorporation of such provisions into the contract documents;

(iv) determining if additional traffic control or temporary improvements are needed along the detour route;

(v) considering how access will be provided to the worksite; (vi) contacting emergency service, school officials, and transit authorities to

determine if there are impacts to their operations; and

(vii) developing a notification program to the public so that the closure is not a surprise. As part of this program, the public should be advised of alternate routes that commuters can take or will have to take as result of the traffic diversion.

5. If full road-closure of certain streets within the area is not feasible due to inadequate capacity of the detour street or public opposition, the full closure can be restricted to weekends with the construction commencing on Saturday night and ending on Monday morning prior to the morning peak period.

Figure A1: Policy Steps for the TMP

D. Public awareness and notifications 5. As per discussions in the previous sections, there will be travel delays during the constructions, as is the case with most construction projects, albeit on a reduced scale if utilities and traffic management are properly coordinated. There are additional grounds for travel delays in the area, as most of the streets lack sufficient capacity to accommodate additional traffic from diverted traffic as a result of street closures to accommodate the works. 6. The awareness campaign and the prior notification for the public will be a continuous activity which the project will carry out to compensate for the above delays and minimize public claims as result of these problems. These activities will take place sufficiently in advance of the time when the roadblocks or traffic diversions take place at the particular streets. The reason for this is to allow sufficient time for the public and residents to understand the changes to their travel plans. The project will notify the public about the roadblocks and traffic diversion through public notices, ward level meetings and city level meeting with the elected representatives. 7. The PIU will also conduct an awareness campaign to educate the public about the following issues:

Review• Review construction schedule and methods

Traffic Re-Circulation

• Identify initial traffic recirculation and control policy

Traffic Diversions

• Identify routes for traffic diversions

• Analyse adverse impact & mitigation at the detours

Full Road Colsures

• Begin community consultation for consensus

• Finalise or determine alternate detours

Temporary parking

• Identify temporary parking (on and off -street )

• Discuss with CMC, owner, community for use

Police Coordination

• Coordinate with theTraffic Police to enforce traffic and diversions

Install control devices

• Install traffic control devices (traffic cones, sgns, lightings, etc)

Awareness • Conduct campaigns, publicity, and notify public about street closure

Public

Redress

• Develop a mechanism to address public grievances regarding disruptons (traffic, utilities, and diversions)

(i) traffic control devices in place at the work zones (signs, traffic cones, barriers,

etc.); (ii) defensive driving behaviour along the work zones; and (iii) reduced speeds enforced at the work zones and traffic diversions.

8. It may be necessary to conduct the awareness programs/campaigns on road safety during construction. 9. The campaign will cater to all types of target groups i.e. children, adults, and drivers. Therefore, these campaigns will be conducted in schools and community centers. In addition, the project will publish a brochure for public information. These brochures will be widely circulated around the area and will also be available at the PIU, and the contractor's site office. The text of the brochure should be concise to be effective, with a lot of graphics. It will serve the following purpose:

(i) explain why the brochure was prepared, along with a brief description of the project;

(ii) advise the public to expect the unexpected; (iii) educate the public about the various traffic control devices and safety

measures adopted at the work zones; (iv) educate the public about the safe road user behaviour to emulate at the work

zones; (v) tell the public how to stay informed or where to inquire about road safety

issues at the work zones (name, telephone, mobile number of the contact person; and

(vi) indicate the office hours of relevant offices.

E. Install traffic control devices at the work zones and traffic diversion routes 10. The purpose of installing traffic control devices at the work zones is to delineate these areas to warn, inform, and direct the road users about a hazard ahead, and to protect them as well as the workers. As proper delineation is a key to achieve the above objective, it is important to install good traffic signs at the work zones. The following traffic control devices are used in work zones:

Signs

Pavement Markings

Channelizing Devices

Arrow Panels

Warning Lights 11. Procedures for installing traffic control devices at any work zone vary, depending on road configuration, location of the work, construction activity, duration, traffic speed and volume, and pedestrian traffic. Work will take place along major roads, and the minor internal roads. As such, the traffic volume and road geometry vary. The main roads carry considerable traffic; internal roads in the new city areas are wide but in old city roads very narrow and carry considerable traffic. However, regardless of where the construction takes place, all the work zones should be cordoned off, and traffic shifted away at least with traffic cones, barricades, and temporary signs (temporary “STOP” and “GO”). 12. Figure A2 to Figure A12 illustrates a typical set-up for installing traffic control devices at the work zone of the area, depending on the location of work on the road way, and road geometrics:

Work on shoulder or parking lane

Shoulder or parking lane closed on divided road

Work in Travel lane

Lane closure on road with low volume

Lane closure on a two-line road with low volume (with yield sign)

Lane closure on a two-line road with low volume (one flagger operation)

Lane closure on a two lane road (two flagger operation)

Lane closure on a four lane undivided Road

Lane closure on divided roadway

Half road closure on multi-lane roadway

Street closure with detour

13. The work zone should take into consideration the space required for a buffer zone between the workers and the traffic (lateral and longitudinal) and the transition space required for delineation, as applicable. For the works, a 30 cm clearance between the traffic and the temporary STOP and GO signs should be provided. In addition, at least 60 cm is necessary to install the temporary traffic signs and cones. 14. Traffic police should regulate traffic away from the work zone and enforce the traffic diversion result from full street closure in certain areas during construction. Flaggers/ personnel should be equipped with reflective jackets at all times and have traffic control batons (preferably the LED type) for regulating the traffic during night time. 16. In addition to the delineation devices, all the construction workers should wear fluorescent safety vests and helmets in order to be visible to the motorists at all times. There should be provision for lighting beacons and illumination for night constructions.

Figure A2 & A3: Work on shoulder or parking lane and shoulder or parking lane closed on divided road

Figure A4 & A5: Work in Travel lane & Lane closure on road with low volume

Figure A6 & A7: Lane closure on a two-line road with low volume (with yield sign) & Lane closure on a two-line road with low volume (one flagger operation)

Figure A8 & A9: Lane Closure on a Two-Lane Road (Two Flagger Operation) & Lane Closure on a Four-Lane Undivided Road

Figure A10 & A11: Lane Closure in Divided Roadway & Half Road Closure On Multi-Lane Roadway

Figure A12: Street closure with detour

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