Appendix - G EIA

Government of the People’s Republic of Bangladesh
Bangladesh Bridge Authority
Feasibility Study for Construction of Four Bridges of

Eastern and Southern Regions of Bangladesh
DRAFT FINAL REPORT
DECEMBER 2018
Proposed
Veduriya Bhola Bridge
Alignment
Laharhat
Tung Char Gazir Char

Barisal
Bhelu Mia Bhola
Bazar
Dhulia
Joint Venture of
Environmental Impact Assessment (EIA) Report on Construction of Bhola Bridge.
Executive Summary
Project Overview and Description
Eastern and Southern regions of Bangladesh are characterized by a cobweb of rivers and
natural canals. Such a cobweb seriously inhibits human movement, movement of goods and
services and, hence, regional as well as national trade and commerce along and across the
regions. Such constraints hinder the dynamics of the aforesaid entire process and render it
extremely complex, hazardous and time-consuming. In order to remove such constraints as
well as to improve the system of road connectivity in the above regions, linking important
commercial, industrial and business centres comprising the districts of Barisal, Patuakhali
and Bhola, Bangladesh Bridge Authority (BBA) has embarked upon undertaking a project
named as ‘Construction of Four Bridges in Eastern and Southern Region of Bangladesh’. As a
component of the above project, the Bhola Bridge is proposed to be constructed on the
existing road connecting the districts of Barishal and Bhola and across two major natural
water systems comprising the rivers Arialkhan-Kalabadar and Tentulia. The proposed Bhola
Bridge is to be over the above rivers to develop direct connectivity between the main land
and the island district of Bhola.
The bridge on Barisal-Bhola route is expected to be about 11.52 km, end-to-end, with
approach bridges and Re-Walls. This makes the proposed Bhola Bridge significantly larger
than the Padma Bridge, as it will be built over river system comprising Arialkhan, Kalabadar
and Tetulia and a charland of Sripur to establish direct and unhindered connectivity between
Bhola and Barishal districts. Bhola end of bridge at Bhedaria is situated at the northern edge
of Bhola district and located on the National Highway which leads to llisha, the west bank of
Meghna River. Apart from establishing direct link between Bhola and Barisal, the proposed
bridge will also play a crucial role in the development of industry and, hence, help establish
enhanced socio-economic profile on a sustained basis in Bhola following the discovery of
natural gas field there. Once the proposed Bhola Bridge constructed, it will, certainly, play a
significant role in enhancing economic activities in the project command area.
Goal of this project is to reduce travel time for both public and industrial transportation in
Bangladesh by providing a fast four-lane dual carriageway road communication between the
districts of Barisal and Bhola, as the proposed by BBA. Design speed along this Bridge and its
alignment is 80kmph. The project will be implemented over a period of four years after
completion of its detailed design stage. Total project cost has been estimated at Tk 7554
crore.
Outline of the Project Features
Significant features of the Project are as under:
Project Location: The proposed Bhola Bridge is located in the south-west region of
Bangladesh. The bridge under this project will be constructed on the rivers Arialkhan-
Kalabadar and Tentulia and on a charland to connect Barishal and Bhola through the upazilas
of Laharhat (Barisal) and Bhedaria (Bhola).
Bridge Access Alignment: The bridge is to fall on the existing alignment N809 linking the
i
Laharhat portion of Barisal and Bhedaria portion of Bhola. The alignment, on its route,
passes over floodplains of the rivers Arialkhan-Kalabadar and Tentulia and over a charland
Sripur. Areas crossed by the alignment, approach roads, approach bridges and re-walls
appear in the following figure (Figure ES1).
Navigation Clearance: Minimum vertical and maximum horizontal clearance will be
determined according to the classification and information of Standard High Water Level
from BIWTA as given in the table below. In addition, an allowance of 0.37 m will be made for
the increase in flood levels as a result of global warming (Table ES1). This arises as global
warming is expected to cause more intense storms and thus, higher flood levels.
Figure ES1: The Bhola Bridge Alignment with Bridge-Access Roads, Approach Bridges and Re-
Walls.
Table ES1: Navigation Clearances (from SHWL)
Minimum Clearance (m)

Waterway Class
Vertical Horizontal
Class I 18.30 76.22
Class II 12.20 76.22
Class III 7.62 30.48
Class IV (including seasonal rivers) 5.00 20.00
ii
Geometric Design of Standards to be Used in the Project:
DESIGN PARAMETER VALUE
Main Bridge/Approach Bridge
Design Standard for live load AASHTO LRFD (2012)
Design Speed 80 km/hr (max)
Curve radius (minimum) 250 m
Single lane carriageway width 3.65 m
Two-lane carriageway width 7.60 m
Four-lane carriageway width 15.20 m
For Extradosed PC Box Girder Main Bridge
Median width 2.50 m
Side safety barrier width (each side) 0.50 m
4-Lane, total width in/c sidewalk & safety barrier 18.70m
For PC Girder Approach Bridge
Median width 0.65 m
Side friction Superelevation 6% (max) 0.15
Longitudinal Gradient 4% straight (Max)
Cross fall 2.5%
Vertical clearance
over road 5.7 m (min)
Length of the Bridge: The bridge on Barisal-Bhola route is expected to be about 11.52 km,
end-to-end, with viaducts and approach roads.
Environmental Impacts Anticipated due to the Project
Falling under the ‘Red’ Category as per the Environment Conservation Rules, 1997, the
Project had undergone an Environmental Impact Assessment (EIA) process as part of
iii
Feasibility Study of the project. This report, called the Environmental Impact Assessment
(EIA) of the Construction of Bhola Bridge as a component of the ‘Construction of Four
Bridges of Eastern and Southern Regions of Bangladesh’ Project has been based on
assessment undertaken in respect of the potential impacts during the following aspects and
stages of the proposed project planning and implementation:
Pre-Construction Impacts: Impacts during this stage of the project could be as under:
Location impacts associated with site selection, including impacts on environment and
resettlement or livelihood related impacts on communities
Design impacts arising out of project design, including proposed route of the bridge access,
the technology used, scale of operations etc.
Construction impacts: Impacts resulting from construction activities including site clearance,
earthworks, civil works including those due to construction of the bridge across the river
system comprising Arialkhan, Kalabadar and Tentulia, a charland of Sripur and over the point
on the mainland Bhola.
Operational and Maintenance (O&M) impacts: Impacts associated with the operation and
maintenance of the proposed Bhola Bridge activities such as vehicles and pedestrians along
the road, safety barriers, vehicular exhaust emissions etc.
As part of this EIA process a detailed baseline survey – including physical, ecological and
socio-economic survey – of areas along and surrounding the alignment of the road leading to
and from the proposed Bhola Bridge were carried out.
Topographically, the area pertaining to the Barisal part of the project, is mostly flat. The
elevation ranges mostly between 2 m to 4.5 m PWD. However there are some small patches
of land having elevation as high as 5m PWD. Situated on the east bank of the lower Meghna
River, the area under the Bhola part of the project is predominantly low-lying marked with
depressions with some of it is below the sea-level. Land elevation varies between -0.17m
PWD and 5.42m PWD.
According to the baseline ecological survey, Barisal, especially, the southern Barisal, and
Bhola comprises fresh/saline water estuarine environment. Such an environment very much
conducive to luxuriant vegetative growth. Homestead gardens abound with timber, fruit
yielding and vegetable species. Some aquatic plant species exist in the banks of the rivers
and khals and in water of ponds, khals and rivers. Terrestrial and aquatic faunal species are
characteristic of those of other riverine and swampy areas of central and southern
Bangladesh.
The proposed alignment of the proposed Bhola Bridge with viaducts and access roads in the
vicinity is situated in the floodplains, mainly of the rivers Arialkhan, Kalabadar and Tentulia.
Impacts anticipated during construction phase of the proposed Bhola Bridge are as under:
Air pollution caused by exhaust gases of various construction vehicles and various moving
and stationary equipment, and dust from construction activities;
Noise caused by machines and equipment and various other construction activities;
Contamination of water courses and drainage channels by construction activities.;
Possible contamination of agricultural food production activities during the clearing and
extraction of materials along the proposed Bhola Bridge alignment, dredging, and new
construction activities;
iv
Potential contamination of top soil, surface water sources, ground water resources, and
vegetation adjacent to the road;
Potential negative impact on aquatic life-forms, navigability, river transport, commercial
fishing along the rivers across which the new large bridges along the alignment have been
proposed;
The mitigation and management of these impacts will largely be the responsibility of the
contractors and are covered in detail in the Environmental Management Plan.
Major physico-chemical parameters considered for assessment of environmental impacts

due to project activities include:
 Noise pollution
 Air pollution
 Vibration
 Possible drainage congestion, and
 Generation and disposal of wastes
According to the baseline ecological survey, most of the project areas have few biological
resources. Most of the floral species are cultivated or planted. Existing wildlife species of
the project area are common and are found throughout the country. The baseline survey
has not found or could not record any threatened fish species within or in areas surrounding
the project area.
Based on the above perspectives, the scope of this report have been to identify potential
significant impacts during construction and operational phases of the proposed Bhola
Bridge, recommend mitigation measures and an Environmental Management Plan (EMP)
toward mitigating/eliminating/offsetting adverse impacts and enhancing positive impacts.
During the pre-construction phase, the most significant impact will be on land due to
changes in the land use pattern.
Impacts anticipated during construction phase of the proposed Bhola Bridge are as under:
Air pollution caused by exhaust gases of various construction vehicles and various moving
and stationary equipment, and dust land development and construction activities;
Noise caused by machines and equipment and various other construction activities;
Contamination of water courses and drainage channels due to channel dredging and bridge
and bridge viaduct construction activities;
Potential degradation of top soil, surface water resources, vegetation, resting places and
habitat of terrestrial and marine avian species, movement routes and spawning ground of
aquatic and marine species, etc.
The mitigation and management of these impacts will largely be the responsibility of the
contractors and are covered in detail in the Environmental Management Plan.
Major environmental parameters considered for assessment of environmental impacts due
to project activities include: Noise pollution, Air pollution, Vibration, Possible drainage
congestion, Surface water pollution, Loss of vegetation, Loss/Degradation of Aquatic and
Marine Species, etc.
The following Table ES1 presents a summary of anticipated impacts on Physical-cum-
Biological Environmental and Socio-economic Environment during pre-construction and
construction phases of the project.
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Table ES1: Summary of Anticipated Impacts on Physical-cum-Biological Environment and

Socio-economic Environment During Pre-Construction and Construction Phases of the
proposed Bhola Bridge.
Anticipated Impacts on Physical and Biological Environment
Noise Pollution
Degradation of
Project Habitat
and Vibration
Surface Loss of
Air Pollution
Activities
Congestion
Loss/Degradation
Water Vegetatio
Drainage
of Aquatic/Marine
Pollution n Species
Land
Labour
camp
setting and -1 -1 -1S -2S -2S -2S 0
its
operation
Movement
of project
-2S -2S 0 -1S 0 0 0
vehicles,
equipment
Earthwork, -3P 0 0
-1S -1S -2S -1S
excavation
Dredging 0 0 -2
0 0 -1L -2L
operations
General
constructio
n works -2S -1S -1S -2S -1S 0 0
(e.g., piling,
RCC works)
Anticipated Impacts on Socio-economic Environment

Homesteads/
Employment
/Household/
Loss of Land
Dislocation
Livelihood of
Congestion
Project
Professional
Removal/
Community
Property
Fishermen
Income
Safety
Loss of
Activities
Traffic
Loss of
-3P
Land
-3P -1S 0 0 0 0
acquisition
General
constructio 0 0 -3P -3P -2S -2S +2S
n works
[Note: L = Long-term impacts; S = Short term impact; P = Permanent impact -3 = High

negative impact; -2 = Moderate negative impact; -1 = Low negative impact; +2 = Moderate
positive impact].
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Dredging of the rivers Arialkhan-Kalabadar and Tentulia being among the most important
activities of the proposed Bridge during all the three phases – pre-construction, construction
and post-construction-cum-operation, its anticipated impacts during all the above phases
have also been taken into account. In describing the impacts related to the engineering
interventions for the project one can distinguish between the temporary impacts directly
related to the dredging along the river and river-bank training activities including the long-
term impacts associated with the modified physical environment and a consequence of the
works. In addition, a systematic distinction can be made for the components of the
environment to be affected by various measures or activities, i.e. between impacts on the
resources system and impacts on the user system. Table ES2 presents impact matrices for
dredging and river-bank training activities.
Table ES2: Impact Matrix for Proposed Dredging Operations along River Arialkhan-
Kalabadar/River Tentulia.
System Potential Beneficial

Activity Potential Adverse Impact
Affected impact
Disturbance of aquatic (plankton &

benthos) organisms in the river-bed.
Risk of pollution of river water from oil
spills and leaks.
Deterioration of river-water quality by
Impact on disposal of liquid and solid waste.
Resource --
Disturbance to fish and mammals in the
System
Dredging river.
along the Increased water turbidity.
river and
river-bank Loss of aquatic/marine vegetation.
Training Risk of pollution of air, surface water, and
Works contamination of disposal site.
Public nuisance due to noise, dust, exhaust

gas emission, oil spill from dredging
Employment
Impact on equipment.
opportunities
User Obstacle to navigation traffic.
System Improved navigation
channel. Occupational health and safety risk.
Obstruction to fishing.
Hydro-morphological adjustment.
Impact on Improved waterway
traffic. Erosion and sedimentation.
Resource
Post
System Biodiversity. Disturbance to fish and mammals in the
dredging
channel.
and river-
bank
Navigation traffic.
training
Impact on Erosion and accretion.
works Employment.
User
System Socio-economic Need maintenance dredging.
development.
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System Potential Beneficial

Activity Potential Adverse Impact
Affected impact
Attraction of tourists.
Major parameters considered for assessment of socio-economic impacts of project activities

include:
 Loss of income
 Temporary dislocation/displacement
 Safety, and
 Employment (beneficial impact)
Post-construction and Operation phase of the project is likely to cause the following impacts:
Air pollution and noise, of intensity much less than those during pre-construction and
construction phase, from all vehicles operating within the proposed bridge area;
Impact due to regular dredging of the river, viz., continued of pollution of the river surface
water; continued degradation of various organisms in the river-bed, continued degradation
of habitats of fish and mammals of the river; deterioration of the site land due to deposition
of dredged material;etc.
There could yet be other impacts due to the project anticipated on land use, pollution on air
and noise qualities, quality of surface water and groundwater and other social factors. Some
of these will be short-lived and without long-lasting effects. Whereas, some effects will be
relatively significant impacts such as utilities services, which could be eventually obliterated
if appropriate mitigation actions are not taken. Short-term potential negative impacts can be
avoided or otherwise mitigated through adopting appropriate Engineering Designs and by
requiring Contractors to apply environmentally appropriate construction methods.
Long-term Impacts create poor land use and development patterns, local rainwater flooding
and/or water logging if projects are poorly designed. Acquisition of new lands can be
irreversible long term adverse impacts.
Some potential environmental impacts resulting from a major Project such as the one on
construction of a large bridge, like the proposed Bhola Bridge, cannot be prevented; they
can be minimized and mitigated. These are: land use impacts, air pollution affecting human
habitations within and in close vicinity to the proposed project area, affecting
households/homesteads with properties within the, etc.
The Matrix in the following Table (Table ES3) presents the above impacts anticipated during
pre-construction and construction stages of the proposed Bhola Bridge along with the
measures prescribed for corresponding mitigation. It also assigns responsibilities for
implementation of the above-prescribed mitigation measures. These mitigation measures
need to be implemented as part of the Environmental Management Plan (EMP). Mitigation
measures, prescribed above, are aimed at minimizing the intensity of the anticipated
impacts to tolerable and acceptable levels and enhancing the beneficial impacts. Most of
the adverse impacts anticipated due to the construction phase of the project could be
minimized if appropriate precautions are ensured beforehand which could, ultimately, result
in minimization of the intensity of the impacts and, hence, prove adequate as mitigation
measures. Apart from the Table ES2, guidelines for ensuring project-related occupational
health and safety have also been developed for the construction of the Bhola Bridge.
viii
Table ES3: Matrix for Anticipated Environmental Impacts during Pre-Construction and
Construction Phases of the proposed Bhola Bridge and Corresponding Mitigation Measures
Proposed
Responsible
Activity/Issues Anticipated Impacts Mitigation/Enhancement
Parties
Measures
Pre-Construction Phase
Raising awareness of PAPs

through public consultation
process prior to actual land
acquisition
Avoiding acquisition of private
lands as far as practicably
possible
Serving land acquisition notices
to actual land owners
With due consideration of
current market value and in
accordance with applicable laws
of the government as well as
Environmental and Social
Management Framework (ESMF)
for Investment Promotion Bangladesh
Financial Facility (IPFF), Bridge
Loss of land/property
providing for adequate, fair and Authority
quick compensation to real land (BBA)
Land
owners.
Acquisition
Providing for appropriate and
quick compensation for loss of
land, property and income to all
PAPs following the entitlement
matrix as presented in Table
10.2.
Ensuring involvement of local
people and people’s
representatives I settling social
tension related to land
acquisition including those likely
to develop during the progress
of work from the very beginning
of project implementation.
Giving time to residents for

Permanent shifting to new locations
dislocation/displacement BBA
of population (if any) Temporary accommodation for
displaced population
ix
Proposed
Responsible
Parties
Measures
Provision of compensation
(according to entitlement matrix
as presented in Table 10.2).
Provision of compensation
(according to entitlement matrix
as presented in Table 10.2).
Providing for alternative job
opportunities for PAPs, with
prioritization of PAPs having
Loss of income BBA
requisite skills for jobs in the
proposed project
Avoiding important festival
occasions (e.g., Eid) for possible
dismantling activities to
minimize loss.
Construction Phase
Construction of sanitary latrine

and septic tank system
Erection of “No Litter” sign,
Generation of sewage provision of waste bins/cans,
and solid waste at where appropriate
project site
Following waste reduction,
recycle and reuse (3R) principle
Proper disposal of solid waste
Ensuring adequate hygienic and

Construction
healthy condition for
Supervision
employment
Mobilization Contractor ;
Provision of water supply with
BBA to
Workers’ health acceptable water quality
monitor
Raising awareness on hygiene
practices among workers
Regular medical monitoring of
workers
Possible development of Contractor to remove labour

labour camp into camp at the completion of
permanent settlement contract
Labour force coming Contractor to employ local work

from places outside the force, where appropriate;
x
Proposed
Responsible
Parties
Measures
project area causing promote health, sanitation and
adverse impact on road safety awareness
health and social well-
being of local people
Use of noise suppressors and

mufflers in heavy construction
equipment
Avoiding use of construction
equipment that produce
excessive noise during school
Noise and vibration hours and also at night
Avoiding prolonged exposure of
workers to noise produced by
construction-related equipment
Regulating use of horns,
especially hydraulic horns in
project vehicles
Ensuring all project vehicles in

good working condition
Spraying water on dry
Construction surfaces/unpaved roads at
of the regular intervals to reduce dust
proposed generation
Bridge Paving access roads
Maintaining adequate moisture
Air pollution content of soil during
transportation, compaction and
handling
Sprinkling water on and covering
stockpiles of loose materials
(e.g., fine aggregates)
Avoiding use of equipment, e.g.,
stone crushers, at site, that
produce significant amount of
particulate matters
Provision for adequate drainage

Disruption of local
of storm water
drainage (including that
due to Dredging Providing for adequate diversion
operations along river channels, if required
and river-bank training
Provision of facilities for
xi
Proposed
Responsible
Parties
Measures
work) pumping of congested water, if
necessary
Ensuring adequate monitoring of
drainage effects, especially, in
cases of construction works
being carried out during the wet
season.
Plantation of trees particularly at

appropriate locations and places
within the project area
Loss of vegetation Preferred plant species could be
those which are specific of the
area. Views and advice could be
sought of the Forest Department
Preventing drainage of fuel,

lubricants, chemicals and wastes
into surface water systems and
on land
Water and soil pollution
(including that due to Installing sediment basins to
Dredging operations trap sediments in storm water
along river) prior to discharge to surface
water
Replantation of vegetation when
soil gets exposed or disturbed
Dredging should be done in a

way not affecting the normal
behaviour of the resource base
Adverse impact on the of the river, preferably in phases
resource base organisms both across the river-width and
of the river, viz., along the river-length. Such a
planktons and benthose, procedure might allow sufficient
in the river-bed, fish and time for the resource system to
mammals and shift to safer areas where
aquatic/marine dredging is not done or come
vegetation in the river, back to areas where dredging
and their user system operation has been stopped.
during dredging and
Moreover, Dredging operation,
post-dredging periods
deposition or disposal of
(see Table 9.2).
dredged materials or materials
need to be carried out in a
cautious way as to avoid any
deterioration of surface water
xii
Proposed
Responsible
Parties
Measures
system of the river to be
dredged..
Erection of signs (with lights)

advising people/vehicles to
avoid certain areas during
overhead construction
Ensuring appropriate
measures/provision for
protecting workers from sudden
height-falls
Safety
Construction Supervision
Contractor shall prepare
emergency response plan (for
construction phase of the
project) and get it approved by
BBA prior to placing in place
throughout the construction
phase.
Regular and routine briefing on

environmental health and safety
Accidents
Ensuring protective gears for
workers
Good housekeeping
Proper handling of fuel,
Spills and leakage of oil
lubricating oil and chemicals
and toxic chemicals
Collection, proper treatment
disposal of spills
Providing alternative job

Temporary dislocation opportunities in project works,
and loss of income especially, for PAPs, where
possible
Employing local people in

project work, where possible
Employment of Prioritizing females (as

workforce and labour- appropriate) and the poor of the
force project area in project work
(e.g., excavation, removal of
excavated debris and other light
work) where possible..
xiii
Traffic impacts, vehicular air pollution, noise and vibration due to various activities of the
proposed Bridge and related traffic movement are the significant impacts anticipated during
the post-construction-cum-operation phase of the project. Table ES4 presents the
prescribed mitigation measures in respect of these anticipated impacts.
Table ES4: Matrix for Impact on Physical-cum-Biological Environment during Post-
construction-cum-Operation Phase of the Proposed Bhola Bridge and Corresponding
Mitigation Measures
Issue/Impact Mitigation Measures Responsible Parties
Ensuring good operating condition of

Air Pollution vehicles through regular inspection and BBA
servicing.
Restriction on use of horns in the Bridge

Noise area through placing cautionary BBA
boards/signals at appropriate places
Plantation in consultation with Forest

Loss of Vegetation BBA
Department
Plantation, as above, for lost Vegetation in

Loss of Resting
consultation with Forest Department.
and Nesting Places
Planted Vegetation on being grown-up to
of BBA
appropriate size and maturity can
Terrestrial/Marine
accommodate avian species’ resting and
Avian Species
nesting places.
Preventing drainage of fuel, lubricants,

chemicals and wastes into surface water
Water and soil
systems and on land
pollution
(including that due Installing sediment basins to trap
BBA
to Dredging sediments in storm water prior to
operations along discharge to surface water
the river)
Replantation of vegetation when soil gets
exposed or disturbed
Adverse impact on Dredging should be done in a way toward

the river resource not affecting the normal behaviour of the
base organisms, river resource base, preferably in phases
viz., planktons and both across the width and along the
benthos, in the length of the river. Such a procedure
river-bed, fish and might allow sufficient time for the BBA
mammals and resource system to shift to safer areas
aquatic/marine where dredging is not done or come back
vegetation in the to areas where dredging operation has
river, and their been stopped.
user system
Moreover, Dredging operation, deposition
during dredging
xiv
Issue/Impact Mitigation Measures Responsible Parties

and post-dredging or disposal of dredged materials or
periods. materials need to be carried out in a
cautious way as to avoid any deterioration
of surface water system of the river to be
dredged..
Environmental program and process related to it need to be carried out as an integral part of
project planning and execution. Toward this end, it is recommended that the Project
Director (PD) from the Bangladesh Bridge Authority (BBA) takes the overall responsibility of
environmental management and monitoring. PD is required to constitute a team with
optimum manpower having expertise to ensure proper environmental monitoring, and to
take appropriate measures, as outlined in Tables ES3 and ES4, to mitigate any adverse
impact and enhance beneficial impacts resulting out of project activities.
Environmental management during pre-construction phase of the proposed bridge needs to
focus on addressing the anticipated impacts arising from: (1) the project area (i.e., conflicts
vis-à-vis land ownership, construction of roads leading to and within the project area,
construction of a proposed viaduct to access the proposed from a suitable point on the road
along which the proposed bridge is to be constructed, etc.), and (2) Acquisition of land,
especially, private land, for the project.
Environmental management during construction phase should focus on addressing the
issues of (1) Air pollution, Noise and Vibration, (2) possibility of drainage congestion, (3)
generation and disposal of wastes, (4) loss of income, (5) temporary
dislocation/displacement of people, (6) traffic congestion, (7) safety and (8) employment.
Environmental management during the operational phase of the proposed bridge needs to
primarily focus on addressing the issues of (1) Air pollution and noise and (2) traffic impacts.
Primary objective of environmental monitoring is to ensure implementation of adverse
impact mitigation measures and measures toward enhancing beneficial impacts. Plan for
monitoring environmental quality during construction phase is presented in Table ES5
below. An inventory of vegetation to be removed from the project area during the pre-
construction and construction phases should be prepared and maintained, so that proper
compensation could be provided and plantation of similar varieties and species trees could
be done at suitable locations.
Table ES5: Matrix for Monitoring of Air Quality, Noise Level and Water Quality during
Construction and Post-construction-cum-Operation Phases of the proposed Bhola Bridge
Monitoring Monitoring Resources and

Parameters Comment
Frequency Responsibility
Particulate Once in every three PM2.5 and PM10 measuring

Matter months; and/or as equipment; Responsibility of Results to be
(PM2.5 and directed by the the Construction Supervision verified by a
PM10) Project Engineer Contractor. Monitoring
Team, led by
Once in every Noise level measuring the Project
Noise Level month, and/or as equipment; Responsibility of Engineer.
directed by the the Construction Supervision
xv
Project Engineer. Contractor.
Equipment for
Once in every three
measuring/identifying pH,
months; and/or as
Water Quality colour, turbidity, BOD5, COD,
directed by the
phosphate, sulphate, oil and
Project Engineer.
grease, Pb, Cr, Cd.
Note: Actual monitoring time and location of monitoring should be decided by the Project
Engineer, depending on the location of specific activities
This EIA, in its relevant chapter (viz., Chapter 7: Response to Anticipated Impacts), suggests
measures toward reducing or mitigating and abatement of potential adverse impacts and,
also, toward enhancing beneficial impacts due to the pre-construction and construction
stages of the proposed Bridge. Mitigation and abatement measures during the above project
stages have been outlined. An Environmental Management and Monitoring Plan (EMMP)
has also been developed. Fulfilment of the requirement toward reducing or mitigating and
abatement of adverse impacts and toward enhancing the beneficial impacts would help
ensure environmental soundness and, hence, overtime sustainability of the project. Cost of
monitoring and overall management of environmental aspects of ‘Construction of Bhola
Bridge’ is estimated to BDT 49,92,000/-- as Bill of Quantities (BoQ) and BDT 17,97,00,000/-
as cost of EMMP.
Such a process of environmental monitoring is suggested to be a part of regular activity of
BBA for all the projects undertaken and commissioned. BBA could have a regular monitoring
system manned by its own or outsourced Environmental Specialist (both Senior
Environmentalist and Junior Environmentalist) with a recurring budget for carrying out its
monitoring activities.
xvi
Table of Contents
EXECUTIVE SUMMARY ........................................................................................................................ I
1. INTRODUCTION ................................................................................................................... 21
1.1. PROJECT BACKGROUND ............................................................................................................................ 21
1.2. BRIEF DESCRIPTION OF THE PROJECT ........................................................................................................... 21
1.3. PROJECT OBJECTIVES ............................................................................................................................... 21
1.4. NECESSITY AND OBJECTIVES OF THE EIA REPORT ........................................................................................... 22
1.5. METHODOLOGY OF EIA............................................................................................................................ 22
1.6. SCOPE OF EIA PROCESS............................................................................................................................ 23
1.7. LIMITATIONS .......................................................................................................................................... 24
1.8. THE EIA TEAM ....................................................................................................................................... 24
1.9. EIA CONTENT......................................................................................................................................... 25
2. LEGAL AND ADMINISTRATIVE FRAMEWORK ........................................................................ 26
2.1. REGULATORY REQUIREMENTS FOR THE PROJECT ........................................................................................... 26
2.2. INTERNATIONAL TREATIES ......................................................................................................................... 29
2.3. ENVIRONMENTAL REQUIREMENTS FOR THE PROJECT ...................................................................................... 29
2.3.1. Project Categorization ..................................................................................................... 29
2.4. HEALTH, SAFETY AND ENVIRONMENT GUIDELINES ......................................................................................... 31
3. PROJECT DATASHEET ........................................................................................................... 34
3.1. THE PROJECT PROPONENT ........................................................................................................................ 34
3.2. PROJECT LOCATION AND AREA................................................................................................................... 34
3.3. NEED OF THE PROJECT ............................................................................................................................. 34
3.4. NATURE AND SIZE OF THE PROJECT ............................................................................................................. 34
3.5. PROJECT COMPONENTS ............................................................................................................................ 34
3.6. PROJECT ACTIVITIES ................................................................................................................................. 34
3.7. RESOURCES AND UTILITIES DEMAND ........................................................................................................... 35
4. PROJECT DESCRIPTION ......................................................................................................... 37
4.1. PROJECT LOCATION ................................................................................................................................. 37
4.2. NAVIGATION CLEARANCE .......................................................................................................................... 37
4.3. PROJECT DESIGN ..................................................................................................................................... 38
4.4. ALIGNMENT OF THE MAIN BRIDGE AND BRIDGE-ACCESS ROAD ........................................................................ 40
4.5. PROJECT ACTIVITIES DURING PRE-CONSTRUCTION AND CONSTRUCTION PHASES .................................................. 43
4.6. PROJECT ACTIVITIES DURING OPERATIONAL PHASE ........................................................................................ 44
5. DESCRIPTION OF THE BASELINE ENVIRONMENT .................................................................. 46
5.1. GENERAL ............................................................................................................................................... 46
5.2. PHYSICAL ENVIRONMENT .......................................................................................................................... 46
5.2.1. Topography and Physiography ........................................................................................ 46
5.2.2. Geology and Soils ............................................................................................................. 47
5.2.3. Climate ............................................................................................................................. 48
5.2.4. Hydrology ......................................................................................................................... 49
5.2.5. Seismicity ......................................................................................................................... 49
5.2.6. Flooding ........................................................................................................................... 49
5.2.7. Cyclones and Storm Surges .............................................................................................. 52
5.2.8. Salinity Intrusion .............................................................................................................. 53
5.2.9. Erosion ............................................................................................................................. 53
5.2.10. Land Use .................................................................................................................. 54
5.3. ECOLOGICAL ENVIRONMENT...................................................................................................................... 54
17
5.3.1. Flora ................................................................................................................................. 54

5.3.2. Terrestrial and Aquatic Fauna ......................................................................................... 55
5.3.3. Protected Areas and Endangered Species ........................................................................ 56
5.4. ENVIRONMENTAL QUALITY ....................................................................................................................... 57
5.4.1. Surface Water Quality...................................................................................................... 58
5.4.2. Ground Water Quality...................................................................................................... 60
5.4.3. Noise Quality .................................................................................................................... 62
6. IDENTIFICATION AND EVALUATION OF POTENTIAL ENVIRONMENTAL IMPACTS ................. 63
6.1. INTRODUCTION ....................................................................................................................................... 63
6.2. ANTICIPATED IMPACTS DURING PRE-CONSTRUCTION (DESIGN AND PREPARATION) PHASE .................................... 63
6.3. POTENTIAL IMPACTS DURING CONSTRUCTION PHASE ..................................................................................... 65
6.4. IMPACTS ON PHYSICAL-CUM-BIOLOGICAL ENVIRONMENT ............................................................................... 66
6.5. IMPACTS ON SOCIO-ECONOMIC ENVIRONMENT ............................................................................................ 66
6.6. ANTICIPATED IMPACTS DURING OPERATION PHASE........................................................................................ 67
6.7. SHORT-TERM AND LONG-TERM IMPACTS ..................................................................................................... 68
7. RESPONSE TO ANTICIPATED IMPACTS ................................................................................. 70
7.1. INTRODUCTION ....................................................................................................................................... 70
7.2. OPTIONS FOR IMPACT MITIGATION/PROTECTION/COMPENSATION MEASURES................................................... 70
7.3. IMPACT MITIGATION MEASURES................................................................................................................ 71
8. IMPACTS DUE TO CONSTRUCTION OF BRIDGE-ACCESS ROADS, APPROACH BRIDGES AND RE-
WALLS.................................................................................................................................. 80
8.1. INTRODUCTION ....................................................................................................................................... 80
8.2. IMPACT DUE TO CONSTRUCTION OF ACCESS ROADS, APPROACH BRIDGES AND RE-WALLS. ................................... 80
8.3. IMPACT DURING OPERATION..................................................................................................................... 81
9. PUBLIC CONSULTATION AND PROJECT INFORMATION DISCLOSURE .................................... 83
9.1. PROJECT STAKEHOLDERS........................................................................................................................... 83
9.2. COMMUNITY CONSULTATION .................................................................................................................... 83
9.3. FUTURE CONSULTATION AND DISCLOSURE ................................................................................................... 84
10. ANALYSIS OF ALTERNATIVES ................................................................................................ 86
11. ENVIRONMENTAL MANAGEMENT AND MONITORING PLAN/PROCEDURE .......................... 89
11.1. OBJECTIVES ............................................................................................................................................ 89
11.2. ENVIRONMENTAL MANAGEMENT AND MONITORING PLAN (EMMP) AND ITS SCOPE .......................................... 89
11.3. EMERGENCY RESPONSE PLAN (ERP) AND DISASTER IMPACT ASSESSMENT ......................................................... 90
11.4. WORK PLAN AND SCHEDULES .................................................................................................................... 90
11.5. MONITORING PROGRAM .......................................................................................................................... 95
11.6. ENVIRONMENTAL MANAGEMENT AND MONITORING COST ............................................................................. 95
12. CONCLUSION AND RECOMMENDATION .............................................................................. 98
12.1. INTRODUCTION ....................................................................................................................................... 98
12.2. FINDINGS AND RECOMMENDATIONS ........................................................................................................... 98
12.3. CONCLUSION .......................................................................................................................................... 99
List of Figure
FIGURE 1.1: LAYOUT OF BHOLA BRIDGE ALIGNMENT WITH BRIDGE-ACCESS ROADS, APPROACH BRIDGES AND RE-WALLS. ..... 23
FIGURE 1.2: PROCESS FOLLOWED IN THE EIA STUDY................................................................................................... 24
FIGURE 2.1: STEPS TO BE FOLLOWED FOR ENVIRONMENTAL CLEARANCE OF RED CATEGORY PROJECTS ................................ 31
FIGURE 3.1: LOCATION OF PROPOSED BHOLA BRIDGE WITH BOREHOLE COORDINATES ..................................................... 36
FIGURE 4.1: THE BHOLA BRIDGE ALIGNMENT WITH ACCESS ROADS, APPROACH BRIDGES AND EMBANKMENT. ..................... 37
18
FIGURE 4.2: CROSS SECTION OF EXTRA DOSED PC BOX GIRDER DECK SYSTEM (MAIN BRIDGE) .......................................... 39
FIGURE 4.3: CROSS-SECTION OF PC BOX GIRDER DECK SYSTEM (APPROACH BRIDGE) ...................................................... 39
FIGURE 4.4: CROSS-SECTION OF PC AND RC GIRDER DECK SYSTEM FOR BRIDGES ON EMBANKMENT/ACCESS ROAD .............. 40
FIGURE 4.5: APPROACH BRIDGE (EAST OF WEST ACCESS) LOCATION AT LAHARHAT SITE .................................................. 41
FIGURE 4.6: APPROACH BRIDGE (EAST OF BRIDGE 1) LOCATION AT SRIPUR SITE .............................................................. 42
FIGURE 4.7: APPROACH BRIDGE (EAST OF THE EMBANKMENT) AT SRIPUR SITE ............................................................... 42
FIGURE 4.8: APPROACH BRIDGE LOCATION AT BHEDURIA SITE .................................................................................... 43
FIGURE 5.1: PHYSIOGRAPHIC SUB-REGIONS OF BANGLADESH ....................................................................................... 47
FIGURE 5.2: CLIMATIC ZONES OF BANGLADESH ......................................................................................................... 48
FIGURE 5.3: EARTHQUAKE ZONES OF BANGLADESH ................................................................................................... 50
FIGURE 5.4:FLOOD PRONE AREAS OF BANGLADESH ................................................................................................... 51
FIGURE 5.5:AREAS OF BANGLADESH MOST PRONE TO DISASTERS ................................................................................ 52
FIGURE 5.6:BIO-ECOLOGICAL ZONES OF BANGLADESH ................................................................................................ 55
FIGURE 5.7 : BHOLA BRIDGE LOCATION MAP INDICATING SAMPLING POINTS ................................................................. 57
FIGURE 9.1:PICTURES OF PUBLIC AND STAKEHOLDER CONSULTATIONS ON BHOLA BRIDGE.................................................. 84
FIGURE 10.1: THE THREE ALIGNMENT OPTIONS OF THE BHOLA BRIDGE ......................................................................... 86
LIST OF TABLES
TABLE 2.1: SUMMARY OF GOVT. LAWS, REGULATIONS APPLICABLE TO THE PROJECT........................................................ 26
TABLE 1.2:RELEVANT INTERNATIONAL CONVENTIONS, TREATIES AND PROTOCAOLS SIGNED BY BANGLADESH ........................ 29
TABLE 2.3:RELEVANT LAWS AND RULES ON OCCUPATIONAL HEALTH AND SAFETY ........................................................... 32
TABLE 2.1: NAVIGATION CLEARANCES (FROM SHWL)................................................................................................ 38
TABLE 4.2:GEOMETRIC DESIGN OF STANDARDS TO BE USED ........................................................................................ 38
TABLE 4.3: PARTICULARS OF THE BHOLA BRIDGE ALIGNMENT FEATURES........................................................................ 41
TABLE 4.4 : LIST OF MOUZAS RO BE CROSSED BY THE PROPOSED BHOLA BRIDGE ALIGNMENT. ........................................... 43
TABLE- 5.2: BASELINE AMBIENT AIR QUALITY ALONG BHOLA BRIDGE ALIGNMENT .......................................................... 58
TABLE- 5.3: BASELINE SURFACE WATER QUALITY ALONG BHOLA BRIDGE ALIGNMENT ..................................................... 60
TABLE 5.4: SURFACE WATER SAMPLING LOCATIONS ................................................................................................. 60
TABLE 5.5 :GROUNDWATER QUALITY RESULT OF DAULATKHAN POURASHAVA OF DPHE PROJECT WELL ............................. 61
TABLE- 5.6 : BASELINE GROUND WATER QUALITY ALONG BHOLA BRIDGE ALIGNMENT .................................................... 61
TABLE 5.7 : GROUND WATER SAMPLING LOCATION .................................................................................................. 61
TABLE 5.8 : BASELIE NOISE LEVEL ALONG BHOLA BRIDGE ALIGNMENT ........................................................................... 62
TABLE 6.1: TOTAL LAND REQUIREMENTS FOR ‘CONSTRUCTION OF BHOLA BRIDGE’ ......................................................... 64
TABLE 6.2: MOUZA WISE TOTAL LAND REQUIREMENTS FOR THE PROJECT (IN ACRE) ........................................................ 64
TABLE 6.3: MOUZA WISE LAND ACQUISITION REQUIREMENTS BY DISTRICT (IN ACRE) ...................................................... 64
TABLE 6.4: CATEGORY-WISE ACREAGE OF THE LAND TO BE IMPACTED UPON .................................................................. 65
TABLE 6.5 : SUMMARY OF IMPACTS ON PHYSICAL-CUM-BIOLOGICAL ENVIRONMENT AND SOCIO-ECONOMIC
ENVIRONMENT DURING PRE-CONSTRUCTION AND CONSTRUCTION PHASES OF THE PROPOSED BHOLA BRIDGE. ..................... 68
TABLE 6.6: POTENTIAL ENVIRONMENTAL IMPACT DURING OPERATIONAL PHASE OF THE PROPOSED BHOLA BRIDGE AND
CORRESPONDING MITIGATION MEASURES. .............................................................................................................. 69
TABLE 7.1: ENVIRONMENTAL IMPACTS DURING PRE-CONSTRUCTION AND CONSTRUCTION PHASES OF THE PROPOSED
BHOLA BRIDGE AND RELATED MITIGATION MEASURES. .............................................................................................. 72
TABLE 7.2: SUMMARY OF IMPACTS ON PHYSICAL-CUM-BIOLOGICAL AND SOCIO-ECONOMIC ENVIRONMENT DURING PRE-
CONSTRUCTION AND CONSTRUCTION PHASES OF THE PROPOSED BHOLA BRIDGE. ............................................................ 76
TABLE 7.3: COMPENSATION AND ENTITLEMENT MATRIX............................................................................................. 77
TABLE 8.1:REVIEW OF POTENTIAL ENVIRONMENTAL IMPACTS DUE TO CONSTRUCTION OF THE FEATURES/ STRUCTURES OF
THE PROPOSED BHOLA BRIDGE............................................................................................................................... 81
TABLE 9.1: SCHEDULE AND PARTICIPATION OF CONSULTATION MEETINGS ....................................................................... 83
TABLE 10.1: ALIGNMENT ROUTE AND INDICATIVE LAND ACQUISITION COST ................................................................... 87
TABLE 10.2: VARIOUS COMPONENTS OF THE BRIDGE ................................................................................................. 87
TABLE 10.3: SALIENT FEATURES OF THE BRIDGE ........................................................................................................ 87
TABLE 11.1: RESPONSE TO EMERGENCY AND DISASTER SITUATION ............................................................................... 91
TABLE 11.2: OVERALL ENVIRONMENTAL MANAGEMENT DURING VARIOUS PHASES OF THE PROPOSED BRIDGE AND ITS
ALIGNMENT........................................................................................................................................................ 93
TABLE 11.3: MONITORING OF AIR QUALITY, NOISE LEVEL AND WATER QUALITY ............................................................ 95
19
TABLE 11.4: BILL OF QUANTITIES (BOQ) AND COST ESTIMATES OF ENVIRONMENTAL MONITORING ................................... 96
TABLE 11.5: ESTIMATED COST OF EMMP (EXCLUDING RAP AND GRM) DURING PRE-CONSTRUCTION AND
CONSTRUCTION STAGES OF BHOLA BRIDGE AND ITS ALIGNMENT .................................................................................. 96
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1. Introduction
1.1. Project Background
Eastern and Southern regions of Bangladesh are characterized by a cobweb of rivers and
natural canals. Such a cobweb seriously inhibits human movement, movement of goods and
services and, hence, regional as well as national trade and commerce along and across the
regions and renders the entire process extremely complex, hazardous and time-consuming
In order to remove such constraints as well as to improve the system of road connectivity in
the above regions, linking important commercial, industrial and business centres comprising
the districts of Barisal, Patuakhali and Bhola, Bangladesh Bridge Authority (BBA) has
embarked upon undertaking a project named as ‘Construction of Four Bridges in Eastern and
Southern Region of Bangladesh’. As a component of the above project, the Bhola Bridge is
proposed to be constructed on the existing road connecting the districts of Barisal and Bhola
and across two major natural water systems comprising the rivers Tentulia and Kalabadar.
The proposed Bhola Bridge is to be over the above rivers to develop direct connectivity
between the main land and the island district of Bhola.
1.2. Brief Description of the Project

The bridge on Barisal-Bhola route is expected to be about 11.52 km, end-to-end, with
approach bridges and bridge-access roads. This makes the proposed Bhola Bridge
significantly larger than the Padma Bridge, as it will be built over Arialkhan, Kalabadar and
Tetulia rivers including a char between the rivers Kalabadar and Tentulia to establish direct
communication between Bhola and Barisal districts. Bhola-end of bridge at Bhedaria is
situated at the northern edge of Bhola district and located on the National Highway which
leads to llisha, the west bank of Meghna River. Apart from establishing direct link between
Bhola and Barisal, the proposed bridge will also play a crucial role in the development of
industry and, hence, help establish enhanced socio-economic profile on a sustained basis in
Bhola following the discovery of gas there. Once the proposed Bhola Bridge constructed, it
will, certainly, play a significant role in enhancing economic activities in the project
command area.
1.3. Project Objectives
Construction of this bridge is expected to:
 divert traffic from network of various types of road in Bhola, Barisal and Patuakhali
districts to better, spacious and faster roads for hassle-free mobility, reduced travel
time avoiding time-consuming ferry crossing at Laharhat – Bhedaria points;
 facilitate increased volume of generated traffic along the subject road and, hence,
ensure efficient faster movement agricultural produce toward desired destinations;
 facilitate industrial development in the project influence area;
 have a great facilitative impact on the transportation from Mongla and Payra sea
ports to various districts of Barisal Division, including Bhola;
 facilitate transmission, respectively, of gas and electricity of the Shahbazpur Gas
Field and 200MW Power plant to the nearby districts which will, in turn, facilitate
the growth of other industries in the area.
Last, but not the least, implementation of the proposed project will improve communication
between the South-Western region of the country including the area of Khulna, Mongla,
Greater Faridpur, and Barisal with the port City Chittagong. The people of the area with all
traffic and with only Ilisha Ferry crossing will easily move to port City Chittagong. Thus a
21
boost up in business, commerce, industrial development etc. is expected out of

implementation of Bhola Bridge on road over rivers Arialkhan, Kalabadar and Tentulia.
1.4. Necessity and Objectives of the EIA Report
Activities pertaining to the proposed ‘Construction of Bhola bridge’ falls within the projects
listed under ‘Red Category’ according to the Environment Conservation Rules, 1997 and
necessitates undertaking an Initial Environmental Examination (IEE) followed by a full-length
Environmental Assessment (EIA) including Social Impact Assessment (SIA). This report has
been prepared as an EIA document which envisages assessment with detailed evaluation of
the physical, biological and social aspects of the environment related to the proposed
location for construction and operation of the proposed Bhola Bridge and provides for
possible Environmental Management Plan (EMP) for effective minimization of potential
negative impacts and enhancing positive impacts resulting from project activities during
construction and implementation stages.A copy of IEE Report was Submitted to BBA vide
memo no. 50.01.0000.152.00.003.2017-683 dated 24.10.2018.
This EIA Report follows the guidelines, conditions and ToR issued by the Department of
Environment (DoE) while issuing ‘Site Clearance’ for the above project. It also follows the
relevant safeguard policies and operational guidelines of international various
donor/funding agencies, e.g., the World Bank, the Asian Development Bank, etc. However,
the report does not cover detailed assessment of social impact, particularly, those land
acquisition and resettlement plan as these are covered in a separate report based on studies
on social impacts of the project.
Based on the above perspectives, the overall objectives of this report have been to identify
potential significant impacts during construction and operational phases of the Bhola Bridge
project, recommend mitigation measures and an Environmental Management Plan (EMP)
toward mitigating/eliminating/offsetting adverse impacts and enhancing positive impacts.
Specific objectives of the report are to:
 Assess the existing environmental conditions pertaining to the proposed Bhola
Bridge alignment and its surrounding areas in order to establish a baseline which
will help assess and predict potential environmental and social impacts due to
implementation of the project;
 Identify and evaluate environmental impacts – both positive and negative –
resulting due to the project activities during both construction and operational
phases of the project and to suggest appropriate mitigation measures;
 Carry out detailed assessment/evaluation of the most significant impacts due to the
project (but excluding socio-economic impacts);
 Develop a comprehensive Environmental Management Plan (EMP) including
Monitoring Plan for both construction and operational phases of the proposed
Bhola Bridge.
1.5. Methodology of EIA
The course of EIA study of the Dhaka East-West Elevated Expressway Project (DEWEEP) has
taken into consideration and use of multiple data collection techniques. Relevant
information pertaining to the areas that fall along the proposed alignment route and its
surroundings were collected through physical survey. The feasibility study investigation
team provided the route maps with, inter alia, the links, up and down ramps, major
interchange locations, etc. Additional information and data were obtained from published
literature, relevant government organizations, semi-government organizations, non-
22
government organizations, etc. Layout of the proposed Bhola Bridge alignment appears at
Figure 1.1.
1.6. Scope of EIA Process
The scope of this EIA study has been in accordance with the requirements of the
Government of Bangladesh defined in the Bangladesh Environment Conservation Act, 1995,
the Bangladesh Environment Conservation Rules, 1997, the Asian Development Bank (ADB)
Safeguard Policy Statement, 2009, Operational Manual F1 (2010), the World Bank guidelines
(OP 4.01/BP/GP 4.01, OP/BP 4.04, OP/GP 4.36, OPN 4.11 and OP 4.12 ), Policy of the Japan
International Cooperation Agency (JICA), the Islamic Development Bank (IDB) and the
Kuwait Fund for Arab Economic Development (KFA).
The EIA process involves identification of the key impacts on natural and social environment
and evaluation of the significant impacts along with recommendation of measures as well as
listing of unresolved environmental issues. The EIA includes collection of baseline
information, identification of important environmental and social components through
scoping
Figure 1.1: Layout of Bhola Bridge Alignment with Bridge-Access Roads, Approach Bridges
and Re-Walls.
section, setting up of spatial and temporal boundaries for assessing impacts, impact
assessment and evaluation and suggestion of mitigation measures providing an
environmental management plan. Flow diagram of the process followed in conducting the
Environmental Impact Assessment (EIA) study of the project is presented in Figure1.2 .
23
Figure 1.2: Process followed in the EIA study
1.7. Limitations
Limitation of this EIA study has been carrying it out as per the ToR prescribed for it by the
Department of Environment (vide Memo No: 22.02.0000.18.72.134.18.1685, dated 26/11/2018)
within the premises of the Project activities. While carrying out the study, the requirement as
prescribed in the Government of Bangladesh Environment Conservation Rules, 1997, together with
relevant policies and requirement of the international development financing institutions, e.g., the
World Bank, the Asian Development Bank, the Japan International Cooperation Agency, etc., have
been taken into consideration.
1.8. The EIA Team

The DevConsultants (DevCon) has formed a multidisciplinary team of professionals for
environmental impact study of project. The Team having experiences of conducting EIA of large
scale industrial and infrastructural development projects is presented hereunder.
SI. Name of Professionals Position Assigned

1 Ahmed Al Farouq Environment Specialist
2 Tasnuva Siddiqua Environmental Engineer
3 Abul Kalam Azad Junior Environmentalist
4 Shariful Islam Socio-Economic Specialist
5 Sultana Rajia GIS Expert
24
1.9. EIA Content
This EIA report is presented in consistent with the Terms of Reference (ToR) prescribed by the
Department of Environment and, also, with existing rules and regulation of Bangladesh Goverment.
The following chapters are included in the report:
1. Introduction
2. Legal and Administrative Framework
3. Project Datasheet
4. Project Description
5. Description of the Baseline Environment
6. Identification and Evaluation of Potential Environmental Impacts
7. Response to Anticipated Impacts
8. Impacts due to Construction of Bridge Access Roads, Approach Bridges and Re-Walls.
9. Public Consultation and Project Information Disclosure
10. Analysis of Alternatives
11. Environmental Management and Monitoring Plan/Procedure
12. Conclusion and Recommendations.
References
ADB (2009), Safeguard Policy Statement, Asian Development Bank, June 2009.
ADB, 2010, IEE Report; Ashulia Industrial and Residential Clusters Subproject under BAN: City Region
Development Project
GoB (1997), Environment Conservation Rules, Department of Environment, Ministry of Environment
and Forest, Government of the People’s Republic of Bangladesh, June 1997.
GoB (1997), EIA Guidelines for Industries, Department of Environment, Ministry of Environment and
Forest, Government of the People’s Republic of Bangladesh, June 1997.
World Bank (2006), Operational Policies, OP – 4.11: Physical Cultural Resources, The World Bank,
Washington D.C., USA, July 2006.
World bank (1999), Operational Policies, OP – 01: Environmental Assessment, The World Bank,
Washington D.C., USA, January 1999.
World Bank (1998), Pollution Prevention and Abatement Handbook, 1998: Toward Cleaner
Production, The World Bank, Washington D.C., USA.
World Bank (1997), Roads and the Environment: A Handbook, The World Bank, Washington D.C.,
USA.
25
2. LEGAL AND ADMINISTRATIVE FRAMEWORK

2.1. Regulatory Requirements for the Project
The Government of Bangladesh has framed various laws and regulation for protection and
conservation of natural environment. These legislations with applicability to this project are
summarized below in table 2.1
Table 2.1: Summary of Govt. Laws, Regulations Applicable to the Project
No. Act/Rule/Laws/Ordinance Responsible Key Features-Potential Applicability
Agency/Ministry/Authority
1 Environment Conservation Act Ministry of Environment The provisions of the act apply to
1995 and subsequent and Forest project interventions in the
amendments in 2000 2002 and Department of Environment construction and operation Stages
1
2010 [DOE]
2 Environment Conservation Rules Ministry of Environment The project is categorized as
1997 and Subsequent and Forest Red Category. All requisite site
amendments in 2002 and 2003 Department of Environment clearance certificates (SCC) and
[DOE] environmental clearance certificates
(ECC) from the DOE shall be obtained
prior to commencement of civil
works on ground
3 Environment Court Act 2010 Judicial Court An Environmental court has been
Ministry of Environment & established in Dhaka. The Court has
Forests jurisdiction over, in accordance with
the Act provisions, trial of an offence
or for compensation under an
environmental law, imposing
penalties for violation, etc.
4 Bangladesh Wild Life Ministry of Environment Restricts people from damaging or
(Preservation) Act, 1974 and and Forest destroying vegetation in wild life
revision 2008 (Draft) sanctuaries and hunting and
capturing of wild animals
5 The National Water Policy, 1999 Ministry of Water  Protection, restoration and
Resources enhancement of water resources;
 Protection of water quality,
including strengthening
regulations concerning agro-
chemicals and industrial effluent;
 Sanitation and potable water;
 Fish and fisheries; and
Participation of local communities
in all water sector development.
6 The Brick Burning (Control) Act, Ministry of Environment Control of brick burning requires a
1989 and Forest license from the MoEF for operation;
The Brick Burning (Control) Restricts brick burning with fuel
1
ECA Amendment 2000 focuses on ascertaining responsibility for compensation in cases of damage to ecosystems, increased
provision of punitive measures both for fines and imprisonment and the authority to take cognizance of offences. ECA
Amendment 2002 elaborates restrictions on polluting automobiles; restrictions on the sale, production of environmentally
harmful items like polythene bags; assistance from law enforcement agencies for environmental actions; break up of punitive
measures; and authority to try environmental cases. In ECA Amendment 2010, no individual or institution (government or
semi-government/non-government/self-governing can cut any hill or hillock; fill-up or changed any remarked water body
however in case of national interest; the mentioned activities can be done after getting clearance from respective the
departments.
26

Amendment Act, 1992 and 2001 wood.
7 Water Supply and Sanitation Act, Local Government Division Management and Control of water
1996 supply and sanitation in urban areas.
8 Water Pollution Control Ministry of Water Prevents water pollution
Ordinance 1970 Resources
9 National Land Use Policy, 2001 Ministry of Land The plan deals with land uses for
several purposes including
agriculture (crop production, fishery
and livestock), housing, forestry,
industrialization, railways and roads,
tea and rubber. The plan basically
identifies land use constraints in all
these sectors.
10 National Forestry Policy and Forest Department,  Afforestation of 20% land;
Forest Sector Review (1994, Ministry of Environment  Bio-diversity of the existing
2005) and Forest degraded forests;
 Strengthening of agricultural
sector
 Control of global warming,
desertification, control of trade in
wild birds and animals
 Prevention illegal occupation of
the forestlands, tree felling and
hunting of wild animals
11 The Forest Act, 1927 and Forest Department, Declare any forests land or wasteland
subsequent amendments in Ministry of Environment as protected forests
1982, 1989 and 2000 and Forest
(Protected, village Forests and
Social Forestry)
12 National Biodiversity Strategy Ministry of Environment  Conserve, and restore the
and Action plan (2004) and Forest (MOEF) biodiversity of the country;
 Strategy and Action - Maintain
and improve environmental
stability of ecosystems;
 Ensure preservation of the unique
biological heritage of the nation
for the benefit of the
present and future generations;
 Guarantee safe passage and
conservation of globally
endangered
 migratory species, especially
birds and
mammals in the
country;
 Stop introduction of invasive alien
species, genetically modified
organisms and living modified
organisms.
13 Bangladesh Climate - Change Ministry of Environment Establishment of six strategic pillars
Strategy and Action Plan (2008) and Forest for action, including (l) food security,
social protection and health, (2)
27

disaster management, (3) protective
infrastructure, (4) research and
knowledge management, (5)
Decreased carbon development, and
(6) capacity building and institutional
strengthening.
14 National Fisheries Policy (1998) Ministry of Fisheries and  Preservation, management and
and Inland Capture Fisheries Livestock exploitation of fisheries and
Strategy (2004) resources in inland open water;
 Fish cultivation and management
in inland closed water;
15 The Protection and Conservation Department of Fishery Water source selection will be in line
of Fish Act 1950 and subsequent for the conservation and
amendments in 1982 and 1985 Protection of fishes in surface water
bodies;
16 Wetland Protection Act 2000 Ministry of Water Advocates protection against
Resources degradation and resuscitation of
natural water-bodies such as lakes,
ponds, beels, khals, tanks, etc.
affected by man-made interventions
or other causes;
Prevents the filling of publicly-owned
water bodies and depressions in
urban areas for preservation of the
natural aquifers and environment.
Prevents unplanned construction on
riverbanks and indiscriminate
clearance of vegetation on newly
accreted land.
17 Embankment & Drainage Act Ministry of Water An Act to consolidate the law relating
Resources to embankment & drainage.
The Ground Water Management Ministry of Water Focuses on management of Ground
Ordinance 1985 Resources Water Resources. Disallows digging
of tube wells without permission
from the Upazilla Parishad.
18 Vehicle Act 1927 & Motor Bangladesh Road Transport Road/traffic safety Vehicular air &
vehicle ordinance 1983 Authority noise pollutions
(BRTA) Fitness of vehicles& registration.
19 The Land Acquisition Act 1894, Ministry of Land Outlines procedures and rules for
and The Acquisition and acquiring land and immovable
Requisition of Immovable property
Property Ordinance 1982 and
subsequent amendments in
1994, 1995 and 2004
28
2.2. International Treaties

Bangladesh has signed most international treaties, conventions and protocols on environment,
pollution control, bio-diversity conservation and climate change, including the Ramsar Convention,
the Bonn Convention on migratory birds, the Rio de Janeiro Convention on biodiversity conservation
and the Kyoto protocol on climate change. An overview of the relevant international treaties and
conventions signed by GOB is shown in Table 2.2.
Table 1.2:Relevant International Conventions, Treaties and Protocaols signed by Bangladesh

Treaty or Convention In Brief Description Responsible Agency
Ramsar Convention 1971 Protection of wetlands Department of Environment/
Department of Fisheries
CITES Convention 1973 Ban and restrictions on international Department of Environment/
(Washington) trade in endangered species of wild Department of Fisheries
fauna and flora
Prevention and Control of 1974 Protect workers against Ministry of Health and Family
Occupational Hazards occupational exposure to Welfare
(Geneva) carcinogenic substances and agents
Occupational hazards due to 1977 Protect workers against Ministry of Health and Family
air pollution, noise & occupational hazards in the working Welfare
vibration (Geneva) environment
Occupational safety and 1981 Prevent accidents and injury to Ministry of Health and Family
health in working health by minimizing hazards in the Welfare
environment (Geneva) working environment
Occupational Health Services 1985 To promote a safe and healthy Ministry of Health and Family
(Geneva) working environment Welfare
UN framework convention on 1992 Regulation of greenhouse gases Department of Environment/
climate change (Rio de emissions Ministry of Environment and
Janeiro) Forest
Convention on Biological 1992 Conservation of bio-diversity, Department of Environment/
Diversity (Rio de Janeiro) sustainable use of its components Ministry of Environment and
and access to genetic Forest
Resources
International Convention on 1997 International treaty on climate Department of Environment/
Climate Changes (Kyoto change and emission of greenhouse Ministry of Environment and
Protocol) gases Forest
2.3. Environmental Requirements for the Project

2.3.1. Project Categorization
Environmental Categorization of the Proposed Project as per DoE of GoB
According to the Environmental Conservation Rules (1997) of the Government of Bangladesh

projects or industries are classified into the four Categories as below:
Green: Industries or projects having no/insignificant adverse environmental and social impacts fall
within this category.
Orange-A: Industries or projects having minor adverse impacts, which are easily mitigatable, are
within this Category.
Orange-B Industries or projects having adverse impacts more than Orange-A category and less than
Red Category (as below) fall within this Category.
29
Red: Industries or projects with high adverse impacts are within this Category. Most of the adverse
impacts are diverse, irreversible and their management is not simple. Bridges with above 100m of
length are categorized under this group.
DoE has listed 69 units of various types of industries or projects as Red-Category irrespective of their
actual environmental impacts, of which engineering works capital above ten hundred thousand (1
million) Taka is one. Estimated cost of the present project’s is above BDT 2500 crore (25000 million)
and as such it falls within Red-Category Environmental projects (item No. 60), which requires IEE and
EIA are to be conducted as mandatory requirements in two different tiers. This is the feasibility study
stage of the project. IEE is generally carried out as an integral part of feasibility study prior to site
selection of subproject.
Rule 7 of the ECR indicates that the application for Environmental Clearance Certificate (ECC) must
be made to the DoE Divisional Officer. Under the ECR, DoE has 60 days to respond to receipt of the
ECC application for a Red Category project, for which this subproject is classified.
Procedural steps to be followed for obtaining Environmental Clearance Certificate (ECC) in

connection with red categorization on subproject interventions from DoE is outlined in Figure 2.1
given at the following page.
30
Figure 2.1: Steps to be followed for Environmental Clearance of Red Category Projects
2.4. Health, Safety and Environment Guidelines

BBA is committed to protecting the health and safety of everybody involved with their activities, the
people who come in contact with their operations and the physical and natural environments in
which they work. The organization will ‘comply with the requirements of appropriate national and
international standards and codes of practice’.
31
To meet their commitment, BBA will implement environmental management systems (EMS) in its
operations that accord with the requirements of health, safety and environmental standards and
strive to:
 Ensure that all operations comply with applicable health, safety and environmental laws and
regulations
 Implement controls to protect all personnel involved in activities to prevent pollution and to
protect bio-diversity
 Provide health, safety and environmental training to employees and actively promote
awareness of health, safety and environmental issues
 Ensure that contractors are aware of their policies and standards and where necessary, work
with their contractors to raise their standards to meet them
 Foster a culture where accidents, incidents and near misses are reported and investigated
and the lessons learned are shared throughout the organization
 Monitor performance and conduct regular audits to ensure controls are effective and that
health, safety and environmental aspirations are being achieved
 Set objectives and targets for improving health, safety and environmental performance and
monitor and report openly on performance
 Work with Government and regulatory bodies in the formulation or improvement of laws,
policies, regulations and procedures aimed at protecting health, safety and the environment
 Consult with and respond to the concerns of other stakeholders on health, safety and
environmental performance
During construction, the project will confirm to the labour laws and occupational and health related
rules as outlined in Table 2.3
Table 2.3:Relevant Laws and Rules on Occupational Health and Safety

Title Overview
Bangladesh Labor Act 2006 Provides for safety of work force during
construction period. The act provides guidance of
employer’s extent of responsibility and the
workmen’s right to compensation in case of injury
caused by accident while working.
Water Supply and Sewerage Authority Act 1996 The act calls for ensuring water supply and sewerage
system to the public, preservation of system, and
other related health and environmental facilities for
the community.
Labor Relations under Labor Laws, 1996 General concerns during the project implementation
(Revisions to scattered Acts and Ordinances to state that the project manager must recognize labor
formulate a unified code) unions.
Public Health Emergency Provisions) Ordinance, Calls for special provisions with regard to public
1994 health. In case of emergency, it is necessary to make
special provisions for preventing the spread of
disease, safeguarding the public health, and
32
Title Overview
providing adequate medical service, and other
services essential to the health of respective
communities and workers during construction-
related work.
Bangladesh Factory Act, 1979 Workplaces provisions: these Act and Labor Laws
require medical facilities, first aid, accident and
emergency arrangements, and childcare services to
be provided to the workers at workplace.
The Employees State Insurance Act, 1948 Health, injury, and sickness benefit should be paid.
The Employer’s Liability Act, 1938 Covers accidents, risks and damages with respect to
employment injuries
Maternity Benefit Act, 1950 Framed rules for female employees, who are
entitled to various benefits for maternity.
Maternity Benefit Act, 1950 Framed rules for female employees, who are
entitled to various benefits for maternity.
33
3. PROJECT DATASHEET
3.1. The Project Proponent
The proponent of the proposed Bhola Bridge has been the Chief Engineer, Bangladesh Bridge
Authority, Bridges Division, Ministry of Road Transportation and Bridges, Government of the
People’s Republic of Bangladesh.
3.2. Project Location and Area
The project is located in the southern coastal region of Bangladesh, specifically, in an area between
the southern end of the district of Barisal and the northern end of the district of Bhola. The proposed
Bhola Bridge is to be over the long-stretched floodplains (waterway route) of the river system
comprising rivers Arialkhan, Kalabadar and Tentulia, from Laharhat (Barisal ) to Bhedaria (Bhola), at
coordinates (areas with borehole coordianes: 22.68857N, 90.48879E; 22.68816N, 90.49158E;
22.68843N, 90.50038E; 2268938N, 90.51034E; 22.68972N, 90.52153E; 22.68962N, 90.52674E;
22.6889N, 90.53833E; 22.69071N, 90.54913E; 22.69659N, 90.55902E; 22.7044N, 90.56504E;
22.70891N, 90.5669E). The rivers Arialkhan, Kalabadar and Tentulia, in close consistence with other
rivers and natural flow system of the southern coastal region, are of dynamic and tidal
characteristics. Details could be seen at Figure 3.1 in this Chapter of this EIA Report.
3.3. Need of the Project
Need of the project is reflected in removing constraints as well as in bringing about improvement in
the system of road connectivity in the regions comprising the districts of Barisal and Bhola with a
view to ensuring unhindered movement of passengers, goods and services between the aforesaid
regions and the rest of Bangladesh
3.4. Nature and Size of the Project
Nature of the Project is consistent with activities related to development of system of roads and
highways linkages throughout Bangladesh. The size of the project has been in relation to its
investment to the tune of Tk.7,554cr. Total length of the Project is 11.52km.
3.5. Project Components
Major project components pertaining to activities during the pre-construction and construction
phases of the proposed bridge can, broadly be categorised as under:
 Finalization of the site of the proposed project on Bhola Bridge.
 Acquisition of necessary land for the main bridge as well as for bridge access roads
 Mobilization
 Finalization of engineering design
 Procurement necessary materials and equipment
 Construction of the Bhola Bridge with its components related to various services and provisions.
3.6. Project Activities

Major project activities during the pre-construction and construction phases of the proposed bridge
include:
 Finalization of the site of the proposed Bhola Bridge project.
 Acquisition of necessary land for the main bridge as well as for bridge access roads
 Mobilization
 Finalization of engineering design
 Procurement necessary materials and equipment
34
 Construction of the Bhola Bridge with its components related to various services and provisions.
Commencement of actual work related to the Bhola Bridge is intimately related to the following:
 acquisition of the project land, making it available for development as well as for undertaking
construction activities,
 finalization of engineering design,
 procurement of equipment, goods and resources as well as recruitment and mobilization of
personnel for activities related to various components of the project.
Construction of the proposed Bhola Bridge is scheduled for completion, approximately, by 2024.
The cost of the project is estimated at Tk. 7,554cr.
3.7. Resources and Utilities Demand

Major resources and utilities to be used during construction of the Bhola Bridge include:
 Fuel and lubricants for various plants and equipment to be operated during the construction
period;
 Electricity for electrical equipment (base plants, vibrators, contractor’s site office, etc.);
 Water for construction of various components of the Bridge and also those for project personnel
and workers.
 Places and system of solid and liquid waste disposal
 Various modes of communication.
35
Figure 3.1: Location of Proposed Bhola Bridge with Borehole Coordinates
36
4. PROJECT DESCRIPTION
4.1. Project Location
The proposed Bhola Bridge is located in the south-west region of Bangladesh. The bridge under this
project will be constructed on the rivers Kalabadar and Tentulia and on a charland to connect Barisal
and Bhola through the upazilas of Laharhat (Barisal) and Bhedaria (Bhola).
The bridge is to fall on the existing alignment N809 linking the Laharhat portion of Barisal and
Bhedaria portion of Bhola. The alignment, on its route, passes over the rivers Kalabadar and Tentulia
and a charland in-between. Areas crossed by the alignment, approach roads and approach bridges
appear in Figure 4.1 as under.
Figure 4.1: The Bhola Bridge Alignment with Access Roads, Approach Bridges and Embankment.
4.2. Navigation Clearance

Minimum vertical and maximum horizontal clearance will be determined according to the
classification and information of Standard High Water Level from BIWTA as given in the table below.
In addition, an allowance of 0.37 m will be made for the increase in flood levels as a result of global
warming. This arises as global warming is expected to cause more intense storms and thus, higher
37
flood levels.
Table 2.1: Navigation Clearances (from SHWL)

Minimum Clearance (m)
Waterway Class
Vertical Horizontal
Class I 18.30 76.22
Class II 12.20 76.22
Class III 7.62 30.48
Class IV (including seasonal rivers) 5.00 20.00
Navigation clearance for Bhola Bridge over Tentulia/Kalabadar River at the proposed location falls
under waterway class I and that has been confirmed by BIWTA.
4.3. Project Design

Design Criteria: In general, the latest AASHTO specifications for the design of roads, bridges and
viaduct will be followed. Wherever necessary, other relevant internationally acceptable codes and
standards will be considered and discussed with BBA.
Structures: Structures will be designed in accordance with AASHTO LRFD (2012) with its interim
specification and correction of errors applicable at the time of design.
Geometric Design: For geometric design of the bridges /viaduct the Consultant will use the design
standards given in Table 4.2 as under.
Table 4.2:Geometric Design of Standards to be Used

DESIGN PARAMETER VALUE
Main Bridge/Approach Bridge
Design Standard for live load AASHTO LRFD (2012)
Design Speed 80 km/hr (max)
Curve radius (minimum) 250 m
Single lane carriageway width 3.65 m
Two-lane carriageway width 7.60 m
Four-lane carriageway width 15.20 m
For Extradosed PC Box Girder Main Bridge
Median width 2.50 m
For PC I – Girder Approach Bridge
Median width 0.65 m
Side friction Superelevation 6% (max) 0.15

Longitudinal Gradient 4% straight (Max)
Cross fall 2.5%
Vertical clearance
over road 5.7 m (min)
38
Preliminary Sections of Main Bridge and Approach Bridge: The Consultants will consider the
following sections of main bridge and approach bridge as shown in Figure 4.2, Figure 4.3 and Figure
4.4, respectively.
Figure 4.2: Cross Section of Extra dosed PC Box Girder Deck system (Main Bridge)
Figure 4.3: Cross-section of PC Box Girder Deck System (Approach Bridge)
39
Figure 4.4: Cross-section of PC and RC Girder Deck System for Bridges on Embankment/Access Road
4.4. Alignment of the Main Bridge and Bridge-Access Road
Alignment of the Main Bridge: The proposed Bhola Bridge is expected to be about 11.52km, end-to-
end, with approach bridges and approach roads. The Bridge is to be over the long-stretched
floodplains of the river system (waterway routes) comprising rivers Arialkhan-Kalabador and
Tentulia, from Laharhat (Barisal ) to Bhedaria (Bhola), at coordinates (areas with borehole
coordianes: 22.68857N, 90.48879E; 22.68816N, 90.49158E; 22.68843N, 90.50038E; 2268938N,
90.51034E; 22.68972N, 90.52153E; 22.68962N, 90.52674E; 22.6889N, 90.53833E; 22.69071N,
90.54913E; 22.69659N, 90.55902E; 22.7044N, 90.56504E; 22.70891N, 90.5669E). The rivers
Arialkhan-Kalabadar and Tentulia, in close consistence with other rivers and natural flow system of
the southern coastal region, are of dynamic and tidal characteristics.
Alignment of Bridge Access Road with Approach Bridges: Of the total length of 11.52km of the
alignment of Bhola Bridge, the west and the east accesses are, respectively, of 754m and 675m.
Between these two end-accesses are four Re-Walls and four Approach Bridges. First (253m) of the
above Re-Walls to the immediate west of the first (532.5m) of the four Approach Bridges. The first
Approach Bridge is followed by the first Bridge (3441m) across the rivers Arialkhan and Kalabadar
which is followed, at the eastern end, by the second Approach Bridge (532m). The second Re-Wall
issues at the eastern end of the second Approach Bridge and proceeds to link with the at-grade
Embankment (2300.34m) at the eastern end of which the third Re-Wall issues leading to the third
Approach Bridge which, in turn, links with the second bridge over the river Tentulia. The second
Bridge, on its eastern end, links with the fourth Approach Bridge wherefrom the fourth Re-Wall
starts and meets the at-grade East Access (675m) of the Bhola Bridge alignment. The entire
alignment could be visualized from Figure 4.1 (above, at the beginning of this chapter), Figure 4.5,
Figure 4.6, Figure 4.7 and Figure 4.8 (appearing hereunder) together with the Table 4.3 below.
40
Table 4.3: Particulars of the Bhola Bridge Alignment Features

Sl. Feature Name Length (m) Starting Chainage (m) End Chainage (m)
1. West Access 754 0 754
2. Re-Wall 253 754 1007
3. Approach Bridge 532.5 1007 1539.5
4. Bridge 3441 1539.5 4980.5
5. Approach Bridge 532.5 4980.5 5513
6. Re-Wall 236.33 5513 5749.33
7. Embankment 2300.34 5749.33 8049.67
8. Re-Wall 236,33 8049.67 8286
9. Approach Bridge 532.5 8286 8818.5
10. Bridge 1241 8818.5 10059.5
11. Approach Bridge 532.5 10059.5 10592
12. Re-Wall 253 10592 10845
13. East Access 675 10592 11520
Total Length of the Alignment 11520
Figure 4.5: Approach Bridge (east of West Access) Location at Laharhat Site
41
Figure 4.6: Approach Bridge (east of Bridge 1) Location at Sripur Site
Figure 4.7: Approach Bridge (east of the Embankment) at Sripur Site
42
Figure 4.8: Approach Bridge Location at Bheduria Site
Mouzas to be Crossed by the Brdge Alignment: Details of Mouzas to be crossed by the Alignment of
the proposed Bhola bridge is as under (Table 4.4).
Table 4.4 : List of Mouzas ro be crossed by the Proposed Bhola Bridge Alignment.
Name of the Mouza JL No. Name of Upazila Name of District
Norokathi 86 Barishal Sadar Barishal
Char Singher Kati 133 Barishal Sadar Barishal
Loraipur 128 Barishal Sadar Barishal
Miar char 108 Mehendiganj Barishal
Char Fenua-122 122 Mehendiganj Barishal
Bahir Char-121 121 Mehendiganj Barishal
Sreepur-120 120 Mehendiganj Barishal
Char Veduria-120 56 Bhola Sadar Bhola
Superstructure: (a) Extradosed PC Box Girder Deck System (for the main Bridge); (b) PC Box Girder
Deck System (for Approach Bridges); and (c) PC and RC Girder Deck System (for Bridges on
Embankment/Access Road).
Traffic Barrier: There are two types of barriers: a median type and side barrier type. The widths are
0.76 m and 0.50 m for median and side barrier, respectively. The median barrier would be used for
only main line to prevent motorists going to wrong side. For one-way entry-exit ramps, no median
barrier would be required.
4.5. Project Activities during Pre-construction and Construction Phases

Major Project Activities: Major project activities to take place during the pre-construction and
construction phases of the proposed Bhola Bridge can, broadly be categorised as under:
 finalization of the alignment of the proposed Bhola Bridge and its approach road with
viaducts.
43
 acquisition of necessary land (to be carried out in phases)

 finalization of engineering design
 procurement of construction contractor
 procurement necessary materials and equipment
 Dredging of the river
 construction of the bridge, approach bridges and toll plaza.
The anticipated impacts during pre-construction and construction phases of the proposed Bhola
Bridge on the environmental baselines of the project areas and that of adjoining areas have been
identified and evaluated. Because the pre-construction activities, other than activities on
development of acquired land for the project, are not expected to have any impact on the
environmental baselines, the activities to take place during the project construction phase have
been considered. Potential impacts during this phase include deterioration in air quality, higher
noise levels, vibration due to various earth-works and construction works, traffic congestion,
drainage congestion, impacts related to waste management and some occupational health and
safety issues.
Construction Plant and Equipment: Plant and equipment likely to be used during construction
includes bulldozers, hydraulic excavators, vibrating rollers, vibratory compactors, concrete batching
plants, asphalt concrete plant, rough terrain crane crawler crane, gantries for segmental box girder
construction flat-bed trailer, dump truck, pile boring rigs etc. Assessment of environmental impacts
during construction phase necessitates due consideration of such items accessing and moving along
the project area.
Utility Requirement: Major resources and utilities to be used during construction of the proposed
Bhola Bridge include:
 fuel and lubricants for various plants and equipment to be operated during the construction
period;
 electricity for electrical equipment (base plant, vibrators, contractor’s site offices, etc.);
 water for construction of the proposed main bridge and approach road with viaducts and for
project personnel and workers.
Safety Issues: Work related to major portion of the proposed bridge, its entry-exit road and viaducts
will be carried out at relevant locations, calls for strict adherence to safe working practices to ensure
safety to pedestrians, road and river users, commuters and project personnel during construction.
Project Schedule: Commencement of actual project work is intimately related to acquisition of the
project land and making it available for development and undertaking construction activities.
Obtaining project finance also will affect the timing of construction.
4.6. Project Activities during Operational Phase

As has been noted earlier, the objectives of the construction of the proposed Bhola Bridge are to
 enhance traffic capacity within and around its command areas in Barisal and Bhola by
improving road connectivity
 link important commercial and business centres,
 reduce travel times
 provide comfort and convenience to commuters.
44
 Continuation of river dredging

 Providing such facilities and measures necessitates assessment of anticipated impacts of the
proposed Bhola Bridge on the traffic capacity and traffic time after commissioning of the
project.
 Vehicular air pollution, noise pollution and vibration due to traffic movement along the
alignment and the proposed bridge are important considerations.
45
5. DESCRIPTION OF THE BASELINE ENVIRONMENT

5.1. General
The purpose of this section is to review and assess the environmental baseline condition of the
physical, biological and socio-economic environment of the proposed in the South-West region of
Bangladesh, which includes the south-eastern part of the region of Bangladesh.
The environment has been broadly considered into four major groups as below:
i. Physical Environment
ii. Ecological Environment
iii. Environmental Quality
iv. Socio-economic environment
Several environmental parameters can be used for assessing each of the above groups. A detailed
environmental baseline has not been established, as it is not necessary at this stage of the project;
however, a qualitative assessment of the baseline has been performed to meet the purpose.
Detailed environmental survey including environmental quality tests have been left for the next
detailed design stage of the project cycle for the following major reasons:
 The information to be collected during detailed design stage can be more useful in that
stage for this data can be used in the detailed design of EMMP for implementation;
 The area is under dynamic process of change and hence the information if collected
now will further be needed for updating in the detailed design stage.
As a part of the Initial Environmental Examination (IEE) of the proposed bridge project, an overall
project baseline survey was carried out along and around the proposed routes of the bridge project
sites.
5.2. Physical Environment
5.2.1. Topography and Physiography

Barisal
The area is mostly flat. The elevation ranges mostly between 2 m to 4.5 m PWD. However there are
some small patches of land having elevation as high as 5m PWD.
Physiographically, this area is in the Ganges Tidal Plain, more specifically, in the non-saline tidal
floodplain. This floodplain is characterised by tidal floodplain landscape of interconnecting tidal
rivers and creeks. Settlements are concentrated on relatively high land and river bank. The
physiographic characteristic conforms to the overall physiography. The rivers here are wide and
erosion in the area is a problem but it is not vigorous.
Bhola
Situated on the east bank of the lower Meghna River, the area is predominantly low-lying marked
with depressions with some of it is below the sea-level. Land elevation varies between -0.17m PWD
and 5.42m PWD.
The area falls in the Physiographic Unit of Ganges Tidal Floodplain with a traditional boundary with
the Ganges Floodplain. The tidal landscape has a low ridge and a basin relief crossed by innumerable
tidal rivers and creeks. Local differences in elevation, generally, are less than 1m compared to 2-3m
46
on the Ganges Floodplain. Sediments are, mainly, non-calcareous clays. However, those on the
riverbanks and in transitional zone in the east adjoining the lower Meghna river, are silty and slightly
calcareous.
5.2.2. Geology and Soils

Barisal, the area is characterized by the huge thickness (maximum of about 20 km near the basin
centre) of alluvium over clastic sedimentary rocks, mostly sandstone and shale of Tertiary age. The
huge thickness of sediments in the basin is a result of tectonic mobility or instability of the areas
causing rapid subsidence and sedimentation in a relatively short span of geologic time.
Geology of Bhola is composed of Tidal Deltaic Deposits. The area consists of late Holocene to Recent
Alluvium of the Ganges deltaic plain in the north and the tidal plain in the south. The area is
composed of sand, silt, and clay in various proportions with small amount of coarse sand, which is
classified into seven lithostratigraphic units from base to top. Complexes of channels of fluvial/tidal
origin, natural levees, bars, swamps and plains like floodplains, deltaic plains, estuarine plains, or
coastal plains constitute the coastal area. Channels (tidal as well as fluvial), natural levees,
floodplains, floodbasins, ox-bow lakes, abandoned channels; bars, swamps/flood basins, and
estuarine plains have been recognized as geomorphologic units within the area.
Figure 5.1: Physiographic sub-regions of Bangladesh
47
5.2.3. Climate
The tropical climate characteristic of the central region of Bangladesh are experienced in Barisal and
Bhola. The climate of these is tropical monsoon with hot summer and cool dry winter.
The closest meteorological station of Bangladesh Meteorological Department (BMD) is located in
Bakerganj, Barishal for Barishal and in Bhola, Daulatkhan for Bhola. Data of mean monthly and
annual rainfall have been collected from the above stations for the period 2003 -2016. The proposed
bridge construction site is within the South-Central region .
Rainfall: The peak rainfall months in the Barisal at June, July, August and September. About 88% of
the total annual rainfall occurs in the period from May through October. July is the wettest month of
the year. Driest month of the years are November to February. These four months altogether get
less than 5% of the annual precipitation. The highest rainfall occurs in the month of June and
sometimes in July. The long time (from 2003 – 2016) average rainfall of the area represented by
Barisal Climatic Station of BMD is given in Table 7 below:
Table 5.1 : Mean Monthly Rainfall at Barisal Station (2003-2016)
Mean Monthly Rainfall (mm) Annual

Rainfall
Station Jan Feb Mar Apr May Jun Jul Aug Sept Oct Nov Dec
(mm)
Barisal 5 23 55 111 221 421 406 360 297 182 50 17 2148
Source: BMD
Figure 5.2: Climatic zones of Bangladesh
Temperature: The climate of Barisal is monsoon tropical with hot summer and cool dry winter.
Barisal is the closest meteorological station to the bridge location area. Over a period of the last 10
48
years, the mean monthly temperature in Barisal has been found to vary in the range between 18.80C
and 29.330C. January is the coldest month having average minimum temperature of 12.05 0C. The
average maximum temperature occurs in the month of April being 33.77 0C. The maximum daily
temperature recorded from 2016 shows highest temperature occurring in April was 41.10 C and
lowest temperature was recorded in January being 6.1 0C.
Humidity: Due to surround by rivers like Barisal shows high humidity level throughout the year. The
maximum is 100% in all years except two months of May and Mar of 2016 when it was 98%. The
minimum humidity remains low in the months of February and March. The lowest Humidity was
recorded as 17% in Mar, 2016. The minimum humidity in the monsoon months remains higher than
50% and sometimes rising as high as 70%.
Wind Speed and Direction: Monthly average wind speed as recorded in Barisal Met Station. It is
reported that wind speeds are at their maximum in the early part of the monsoon, but drop
substantially by the start of the dry season. Maximum daily wind speed recorded is 25 knots in 3300
direction (Sep 2016).
5.2.4. Hydrology
Surface water: The study area consists of numerous rivers/channels of varying size. Major
rivers/channels flowing in the study area are: Kalabadar River, Tentulia River, Shahbazpur Channel,
Bishkhali River, Golachipa, Buriswar, Baleswar, Dhulia, Pandab, Swarupkathi River, Nanduhar River,
Kaliganga River, Sandhya River, etc. All the rivers/channels are tidal.
Ground Water: Barisal belongs to the hydro-geological unit IV of Holocene Depressions. The
groundwater level in the area was found to be 2.87 m in February. The water table does not go
beyond suction limit and as such there is no Tara pump in the location area. Arsenic is found in
groundwater at shallow depth. The shallow aquifer continues up to a depth of 30 m. Iron is found
mostly in shallow depth and the extent is quite high. Salinity is found 160 -200 m depth. Salinity is
not found at a depth of 250 m or beyond.
Bhola belongs to the hydro-geological unit VI of Holocene Coastal Plains. Groundwater is available in
plenty. Water table does not recede beyond suction limit throughout the year. The shallow layer
water contains iron in appreciably high quantity. The deep layer water, however, does not contain
iron in appreciable amount. Arsenic is not reported to be a problem in both deep and shallow
aquifer.
5.2.5. Seismicity
According to BNBC (1993), Bangladesh has three seismic zones with moderate and low seismic
activity. The project area falls in Zone III, i.e. low intensity seismic zone of the country (Figure 5.3).
No major earthquake has been reported in those areas in recent years or recent past. Development
taking into consideration the seismic co-efficient would not pose a major constraint to development
of the project.
5.2.6. Flooding
The project area at Barisal lies in the coastal basin. The location is naturally low land and natural
flooded area. During monsoon time the channels and khals of the local area are full to the water.
Seasonal flooding is mainly shallow but fluctuates tidally. It caused mainly by rainwater. Flooding by
salt water occurs mainly on the lamed margins and exceptional high tides during the monsoon; also
when storm surges associated with tropical cyclones occur. Figure 5.4 and Figure 5.5 depict,
49
respectively, the flood-prone areas and most disaster prone areas of the country.
Figure 5.3: Earthquake Zones of Bangladesh
50
Figure 5.4:Flood Prone Areas of Bangladesh
51
Figure 5.5:Areas of Bangladesh Most Prone to Disasters

5.2.7. Cyclones and Storm Surges
Bangladesh is already vulnerable to extreme climate events such as cyclones, storm surges and
floods. Barisal and Bhola, as a coastal area are the most vulnerable to these events. The Bay of
Bengal is a favorable breeding ground of tropical cyclones and Bangladesh is the worst suffer of all
cyclonic casualties in the world. About 5.5% cyclonic storms (wind speed greater than or equal to 62
km/hr) form in the Bay of Bengal and about 1% cyclonic storm of the global total hit Bangladesh (Ali,
52
1996, 1999a, 1999b)2.

Two major aspects of cyclones that are most likely to be affected by climate change are cyclone
frequency and cyclone intensity, as well as the storm surges accompanying a cyclone. Since the
project area is situated in the inner coast that’s why the location are most vulnerable to the cyclonic
events.
Most of the cyclonic casualties are caused by storm surges. Surge heights as high as is 10 m
(occasionally even more) are not uncommon in Bangladesh. An increase in cyclone intensity will
cause an increase in storm surge heights and the horizontal extent of flooding.
Cyclones may occur at any time of the year but are most probable and most severe around April-
May and October-November – the spring and autumn monsoon transitions.
Cyclonic storm ‘AILA’ occurred in the year 2009 over the project area. Lots of lives and plants were
affected. Cyclone ‘SIDR’ had also hit over the location areas in the year 2007. Recently the area was
affected by another cyclone “Mohasen”. The local government officials reported that thousands of
people had been affected, more than thousands houses were destroyed and number of houses were
damaged due to the cyclonic events. About thousands of hectare land of robi crops in these three
district was destroyed and fish enclosures were gone under water in the surrounding district.
5.2.8. Salinity Intrusion

The main impacts of sea level rise on water resources are the reduction of fresh water availability by
salinity intrusion. Both water and soil salinity along the coast will be increased with the rise in sea
level, destroying normal characteristics of coastal soil and water.
Saline water intrusion is mostly seasonal in Bangladesh; in winter months the saline front begins to
penetrate inland, and the affected areas rise sharply from 10 percent in the monsoon to over 40
percent in the dry season. Agricultural production, fisheries, livestock, and mangrove forests are
affected by higher salinity in the dry season. It is observed that dry flow trend has declined as a
result of which sea flow (saline water) is travelling far inside the country resulting in contamination
both in surface and ground water. Agricultural activities as well as cropping intensities in the coastal
areas like the three locations have been changing; now farmers cannot grow multiple crops in a year
(Shamsuddoha and Chowdhury, 2007)3.
More than 30% of the cultivable land in Bangladesh is in the coastal area. About 1.0 million ha of
arable lands are affected by varying degrees of salinity. From the secondary information it is found
that coastal areas like these areas, farmers grow mostly low-yielding, traditional rice varieties during
the wet season. Most of the lands remain fallow in the dry season (January – May) because of soil
salinity and the lack of good-quality irrigation water (Karim et al., 1990; Mondal, 1997)4.
5.2.9. Erosion
Project locations and secondary information indicate the project area prone to highly significant
river bank erosion propensity.
2
Lokman and Kamal, 2011; climate Change, sea level rise and coastal vulnerabilities of Bangladesh with possible
adaptation options (MSc Reseach Paper, University of Chittagong)
3
Shamsuddoha, Md and Chowdhury, R. K. 2007. Climate Change Impact and Disaster Vulnerabilities in the Coastal Areas of
Bangladesh
4
Karim, Z., Hussain, S.G. and Ahmed, M., 1990. Salinity Problems and Crop Intensification in the Coastal Regions
of Bangladesh. Soils Publication No.33, Soils and Irrigation Division, BARC, Farmgate, Dhaka, Bangladesh, pp.1 20
53
5.2.10. Land Use

In the project area at Barisal, about 25% of the total land is occupied residential houses, 35% by
agricultural land, 10% gardens/orchards, 20% river/ water bodies and 10% remains fallow.
The project area of the Bhola is 1.76 km2 within the total area of 2.34 Km2 as the land use. Figure 5.6
below shows Bangladesh consisting of various bio-ecological zones. The built up area includes
existing residential houses and other structures, which consists of 60% of the total area. The
agricultural land is 13%, water body 16% and 11% makes the other, which includes, roads, and
recreational places etc.
5.3. Ecological Environment

The ecological component generally refers to flora and fauna, their present status, description and
habitats.Figure 5.6 depicts the various bio-ecological zones of Bangladesh. The status of the flora
and fauna of the study area (both terrestrial and aquatic environments) was determined by:
 Reconnaissance survey of Pourashava and surrounding area

 Interviews and discussion with local informants
 Review of IUCN-Bangladesh Red Data Book relevant to the area, and
 Through various secondary sources.
5.3.1. Flora
Terrestrial Flora: Barisal, especially, the southern Barisal, and Bhola comprises fresh/saline water
estuarine environment. Such an environment very much conducive to luxuriant vegetative growth.
Homestead gardens abound with timber, fruit yielding and vegetable species. The common
cultivated plants are Aum (Mangifera indica), Supari (Areca catechu), Narikel (Cocos nucifera),
Safeda (Sapota sp), Date palm (Phoenix sylvestris) etc. Self-growing plants include Shimul (Bombax
ceiba), Tetul (Tamarindus indica), Koroi (Albizia procera), Shaora (Streblus asper), Gab (Diospyros
peregrina), Babla (Acacia nilotica), Kadam (Anthocephalus chinensis), Jam (Syzygium spp) etc.
Planted lumber trees include Eucalyptus, Nim, Kadam, Koroi, ipil ipil, Mahogany (Swietenia
mahagoni), shishoo, Arjun, Babla, Chatim, Bahera, Dewa, Bot. Self growing plants include Dhumur,
Shimul Tula, Sajna etc. Vegetative trees include Kola (Musa sp), Amra, and Peyara etc. The rare
cultivated plants are Amloki, Bel, Jalpai, Jamrul, Lichu etc. Homesteads near canals favour good
growth of wetland trees like Pitali (Trewia nudiflora), Baroon (Crataeva nurvala), Hizal (Barringtonia
acutangula) etc.
The roadside flora includes Babla, Nim, Pakur, Tetul, Arjun,Ipil Ipil,Mahogani (Swietenia mahagoni),
etc. Roadside shrubs include Basok, Akonda, Gandharaj, Jaba, Lebu, Tulshi, Ulot Kombol etc. The
herbs include Sabri Kala, Anaji Kala,Sagor Kala,Lazzaboti, Bangla Kala, Chhon, Dheki shak, Bichi Kala,
Dhutura, Durba, Hatishura, Kalokesi, Kanta Begun, Lata Shak, Lona Gash, Man Kachu, Pani kachu,
Satamuli etc. The Creepers include Harjora, Mete Alu, Pipul, Swarnalata,Satamuli,Telakucha etc.
None of the road side flora is threatened or endangered. The other terrestrial species include keya
fruit, Bichi kola, Tejpata etc. are also found in the pourashava.
Aquatic Flora: Some aquatic plant species exist in the banks of the rivers and khals and in water of
ponds, khals and rivers. The species commonly found are Shapla (water Lily), Kalmi lata, Halencha,
Kochuripana, Dhol Kalmi, Khudipana, Malancha , Keshar dam etc. Occurrence of Helencha is
declining throughout the country.
54
Figure 5.6:Bio-ecological zones of Bangladesh
Source: IUCN (2002)
5.3.2. Terrestrial and Aquatic Fauna

Terrestrial fauna: The mammals like Badur, Baman Chika, Bara Indur, Chamchika, Khek Shial, Metho
Indur, Mecho Biral, Pati Shial, Nengti Indur, Beji,Bara Beji, Ban Biral, Chitra Biral, etc. are fairly
common and Gecho Chika, Kola Badur, Badami Kathbirali etc. are rare. Threatened or endangered
mammals like wild cat, Bagdash, etc. 5 did not exist in this densely habituated area. Among
terrestrial fauna reptiles Tiktiki are common; Dora Shap, Maita Shap, Dudhraj Shap, Dumukha Shap
etc. are fairly common. Gokhra Shap, Daras Shap, Kasim etc. are rarely found in the agricultural fields
and banks of the beels. Monitors (Gui shap) can hardly be found and may be treated to be extinct
from the area. Among the amphibian Kuno Bang, Kotkoti bang, Gecho bang are fairly common. Jhi
Jhi Bang, Sona bang, Pana bang etc. are rare and threatened. Among birds Choroi, Babui, Bhat Shalik,
Go Shalik, Pati Kak, Doel, Bulbuli, Fingey etc. are common. Kani Bok, Shada bak with black beak,
Machranga and Chil are fairly common. Pecha (owls) and different types of Eagles have become rare.
5
Red Book of Mammals in Bangladesh, IUCN, 2000.
55
Shokun, an endangered species of bird in the country are hardly found in the area. Among the
reptiles different types of snakes other than those named above are virtually absent in the poura
area. Among reptiles Gokhra is endangered and Gui Shap is threatened. 6 The habitat situation for
fauna is not congenial as hardly there is any jungle or unoccupied hamlet in the poura area.
As many as 42 species of fish are found in the pourashava. Some indigenous fish species previously
common can hardly be found in the town; these include Puti, Tengra, Taki, Bele, Drakina, Koi, Singh,
Magur, Kakla etc. The species of cultured fish include Ruhit, Katla, Silver carp, Pungas,Mrigel, Grass
carp, Telapia, Mirror carp, Big Head etc. Batashi, Rita Pabda, swar punti, Chital etc. previously
available can hardly be found now. Hilsha ilish (Ilish) fish is very common in the pourashava. The
other sea fish include Vetki, Faissa, Bata, Khorsola, Guichha, etc. are found in the pourashava.
5.3.3. Protected Areas and Endangered Species

The whole project area is rural site, and there are no rare, threatened, or endangered species of
terrestrial and aquatic flora and fauna in the impact zone of the project. The proposed bridge
location alignment is not an area to be protected for the natural habitats or rare/endangered
species.
6
Red Book of Reptiles and Amphibians in Bangladesh, IUCN, 2000.
56
Figure depicts Bangladesh with declared areas designated as environmentally protected.
5.4. Environmental Quality

Environmental Baselines pertaining to qualities of ambient air, noise, surface water and ground
water in the areas under influence of construction of the proposed Bhola Bridge across the rivers
Arialkhan-Kalabadar, the charland of Sripur, the river Tentulia and that of the Bridge alignment were
ascertained through sampling followed by testing in laboratories. Action in respect of the above
exercise was initiated on 28 September and completed through obtaining test results on 10 October,
2018. Sampling locations of ambient air, noise, surface water and ground water appear in the Figure
5.7 as under:
Figure 5.7 : Bhola Bridge Location Map indicating Sampling Points
Air Quality
Within the areas of the project, there are no major industries that could be sources of significant air
emissions, Fresh air blows over these areas coming across big rivers and is clean and has
composition of normal air.
During the process of ascertaining baselines of environmental quality, six samples of ambient air
(AQ1, AQ2, AQ3, AQ4, AQ5 and AQ6) were collected on 28 September 2018 to test for extent of
SPM, PM10, PM2.5, SOx, NOX & Carbon Monoxide in each of the samples. Testing was done in Atomic
Energy Commission Laboratory, Dhaka and results were obtained on 9th October 2018. The results
are depicted as under (Table 5.2).
57
Table- 5.2: Baseline Ambient Air Quality along Bhola Bridge Alignment
Standards
according to ECR
Test Test Test Test Test Test
Sl. Parameter 1997 and
Result of Result of Result of Result of Result of Result of
No. for Analysis subsequent
AQ1 AQ2 AQ3 AQ4 AQ5 AQ6
amendments in
2005
200 microgram per

1 SPM 98.9 132 125 134 184 126
cubic meter
150 microgram per

2 PM10 75.0 84.6 68.3 66.3 148 90.3
cubic meter
65 microgram per
3 PM2.5 32.5 51.2 44.6 48.3 89.8 48.5
cubic meter
365 microgram per

4 SOX <0.20 <0.20 <0.20 <0.20 <0.20 <0.20
cubic meter
100 microgram per

5 NOX <0.20 <0.20 <0.20 <0.20 <0.20 <0.20
cubic meter
Carbon 40 milligram per

6 <0.13 <0.13 <0.13 <0.13 <0.13 <0.13
Monoxide cubic meter
Note: Air quality data refer to results of analysis of samples at the Chemistry Division of the Atomic Energy
Centre, Bangladesh Atomic Energy Commission, Dhaka (dated October 09, 2018).
Soil Quality
At Barisal, the soil of the area is olive brown, silt loams and silty clay loams on the upper layer. The
top soil is neutral. The layer beneath the top layer is dull grey, mottled brown, mainly clay. The soil is
slightly acidic. The soil in the lower part is grey mottled brown or dull brown loam or clay loam. The
reaction is slightly alkaline.
At Bhola, the predominant soil type is the Grey floodplain soil. The soil is mostly saline. High salinity,
low fertility with respect to organic matter, nitrogen, zinc and copper hamper crop growth. Non-
calcareous grey floodplain soil is the major component of general soil types. The sediments are
mainly non-calcareous clays, but they are silty and slightly calcareous. The characteristics of the soils
are prismatic and/ or blocky structured predominantly grey sandy loams to silty clay loams on young
floodplain ridges and silty clay loams to clays in basins. The soils are slightly acid to neutral in nature.
5.4.1. Surface Water Quality

Various khals and ponds comprise the surface water resource of the study area. Most of the latrines
are made of rings and slabs. Most of wells made of rings are set in the bank or slope of ponds or
khals. The wells mostly leak and pollute the pond and khal water. The water is likely to have algae
and bacteria. The khals become flowing in the monsoon and monsoon flood water carries away the
pollutants. Water of the khals and ponds in the municipal area are infested with algae and water
hyacinth. Surface water quality in respect of the various parameters will be ascertained during the
detailed Environmental Impact Assessment (EIA) process.
58
Figure 5.8: Environmental Protected Area of Bangladesh
Sources: SRDI (1997); IUCN (2011)
At Bhola, The water of Lower Meghna is highly saline. Salinity model was also carried out by
component 1 to assess the distribution of salinity level near this pourashava and its change in
changing climate. The maximum salinity level near the project location in the existing condition is
less than 2.5 ppt whereas it may increase up to 7.5 ppt to 10ppt due to 1.2m SLR (sea level rise).
Available surface water around Bauphal is highly saline round the year. Salinity level will increase
further with sea level rise under climate change condition. This water is not suitable for municipal
water supply. In that case water sample was not collected and water quality has not been tested.
During the process of ascertaining baselines of environmental quality and, hence, those of surface
water quality in the areas along the Bridge-alignment, eight samplings (SW1, SW2, SW3, SW4, SW5,
59
SW6, SW7 and SW8) were made, one each at eight locations along the Bhola Bridge alignment, on 28
September 2018 to test for extent of the parameters pH, TSS, TDS, Oil and Grease, BOD5, COD, DO,
ammoniacal nitrogen NH4-N, turbidity and total coliform in each of the samples. Testing was done in
the laboratoris of Department of Public Health Engineering (DPHE), Dhaka and results were obtained
on 10th October 2018. The results are depicted as under (Table 5.3).
Table- 5.3: Baseline Surface Water Quality along Bhola Bridge Alignment
Parameter Bangladesh Test
Test Test Test Test Test Test Test
Sl. for Standard Resul
Result of Result of Result Result of Result of Result of Result
No. Laboratory (Inland Surface t of
SW1 SW2 of SW3 SW4 SW5 SW6 of SW7
Analysis Water) SW8
BOD5, mg/L
1 6 or less 13 11 16 20 18 18 14 24
2 COD, mg/l - 56 52 60 92 88 92 60 100

Total
3 Coliform, - 25 30 5 10 25 45 32 16
MPN/100ml
4 DO, mg/L 5 or more 8.05 8.27 7.99 8.05 7.99 8.06 6.73 7.89
Ammonia-
5 Nitrogen, - 0.13 0.26 0.61 0.55 0.53 1.27 1.41 0.91
mg/l
6 Oil & Grease - 8.2 8.9 9.0 9.2 11.4 14.2 53 17.6
7 pH 6-9 7.7 7.8 7.8 7.9 7.5 7.6 7.5 7.6
8 TDS, mg/l - 80 82 80 78 83 85 84 82
9 TSS, mg/l - 16 25 23 18 22 17 14 15
Turbidity,
10 - 49 208 294 221 253 228 67 178
NTU
Note: Analysis of Surface Water samples have been done at the Laboratories of the Department of Public
Health Engineering (DPHE). The result-sheet of the analysis are due to Memo No. 1085/CC, DPHE, CL, Dhaka
dated 11 October, 2018.
Suface water sampling points and corresponding locations appear in Table 5.4 as under
Table 5.4: Surface Water Sampling Locations
Sample ID with Sampling Locations GPS Location
0 0
SW1. Surface water of Upstream of river Kalabadar, Mehendiganj, Barishal 22 41.080’ N & 090 30.910’ E
0 0
SW 2. Surface water of Downstream of river Kalabadar, Mehendiganj, Barishal 22 40.790’ N & 090 31.450’ E
0 0
SW 3. Surface water of Upstream of river Tentulia, Bhola Sadar, Bhola 22 42.316’ N & 090 33.207’ E
0 0
SW 4. Surface water of Downstream of river Tentulia, Bhola Sadar, Bhola 22 41.450’ N & 090 34.390’ E
0 0
SW 5. Surface water of Arialkha floodplain, Barishal Sadar, Barishal 22 41.225’ N & 090 29.469’ E
0 0
SW 6. Surface water of Laharhat, Barishal Sadar, Barishal 22 41.784’ N & 090 29.376’ E
0 0
SW 7. Surface water of, Sreepur, Mehendiganj, Barishal 22 41.570’ N & 090 30.200’ E
0 0
SW 8. Surface water of Veduria, Bhola Sadar, Bhola 22 42.227’ N & 090 33.881’ E
5.4.2. Ground Water Quality

At Barisal, The shallow tube wells are used here for domestic purposes and many cases the water of
shallow tube wells contain Arsenic beyond permissible limit for drinking. The deep tube well water in
the upazila contains Arsenic beyond allowable limit. In consideration of availability of sufficient good
quality surface water round the year, the pourashava has been selected for supply of piped water by
60
treatment of surface water. As a consequence, no test tube well was drilled in this pourashava.
At Bhola, A test tubewell is installed by DPHE at a depth 293 m on January 2013. It is located at
Daulatkhan Pourashava, Upazilla Daulatkhan, District: Bhola. Water sample has been collected from
this test tube well for quality analysis. From the analysis it is found that Manganese concentration is
0.04 mg/l and Arsenic concentration is 0.001 mg/l. The Manganese and arsenic concentration is well
within the acceptable limit. Iron concentration is 1.2 mg/l which is higher than the acceptable limits.
The other parameters are well within the acceptable limits. The following Table 5.5 shows the water
quality results of the test well.
Table 5.5 :Groundwater Quality Result of Daulatkhan Pourashava of DPHE Project Well
Sl. No Water Quality Parameter Unit Allowable limit DPHE Well
(Bangladseh Standard)
01 Arsenic (As) mg/l 0.05 0.001
-
02 Chloride (Cl ) mg/l 150-600 45
03 Iron (Fe) mg/l 0.3 - 1.0 1.2
04 Manganese (Mn) mg/l 0.10 0.04
05 pH 6.5-8.5 7.2
Source: Test results were done by DPHE zonal laboratory Barisal, 28-01-2013
During the process of ascertaining baselines of environmental quality and, hence, those of ground
water quality in the areas along the Bridge-alignment, six samplings (GW1, GW2, GW3 GW4, GW5
and GW6) were made at six locations on 30 September 2018 to test for extent of the parameters –
arsenic, chloride, iron, manganese and pH – in each of the samples. Testing was done in the
laboratories of Department of Public Health Engineering (DPHE), Dhaka and results were obtained
on 11th October 2018. The results are depicted as under (Table 5.6 ).
Table- 5.6 : Baseline Ground Water Quality along Bhola Bridge Alignment
Bangladesh
Parameter for Test Test
Sl. Standard Test Result Test Result Test Result Test Result
Laboratory Result of Result of
No. (Drinking of GW1 of GW 2 of GW 4 of GW 6
Analysis GW 3 GW 5
Water)
1 Arsenic 0.05 mg/L 0.001 0.002 0.001 0.002 0.001 0.001
2 Chloride 150-600 mg/L 26 20 250 185 210 112
3 Iron 0.3-1.0 mg/L 0.35 0.41 0.27 1.15 0.81 0.62
4 Manganese 0.1 mg/l 0.03 0.03 0.03 0.03 0.05 0.03
5 pH 6.5 – 8.5 7.8 7.8 7.6 7.8 7.9 7.8

Reference of Standard: Ministry of Environment and Forest, Notification related to Environment Conservation Rules, 1997, Schedule 3.
Note: Analysis of Ground Water samples have been done at the Laboratories of the Department of Public Health Engineering (DPHE). The result-sheet of
the analysis are due to Memo No. 1085/CC, DPHE, CL, Dhaka dated 11 October, 2018.
Ground water sampling points and corresponding locations appear in Table 5.7 as under.
Table 5.7 : Ground Water Sampling Location
Sample ID with Name GPS Location
GW1. Ground water of between the west bank of Arialkha
0 0
and laharhat on the west bank of river Kalabadar, Barishal 22 41.235’ N & 090 30.180’ E
Sadar, Barishal
GW 2. Ground water of Laharhat on the west bank of river 0 0
22 41.326’ N & 090 29.329’ E
Kalabadar, Barishal Sadar, Barishal
GW 3. Ground water of Sreepur on the east bank of river 0 0
22 41.624’ N & 090 33.763’ E
Kalabadar, Mehendiganj, Barishal
0 0
GW 4. Ground water of Sreepur on the west bank of river 22 41.780’ N & 090 31.500’ E
61
Sample ID with Name GPS Location

Tentulia, Mehendiganj, Barishal
GW 5. Ground water of Veduria on the east bank of river 0 0
22 42.303’ N & 090 33.898’ E
Tentulia, Bhola Sadar, Bhola
GW 6. Ground water of between Veduria on the east bank
0 0
of river Tentulia and end point of Barishal-Bhola highway, 22 43.000’ N & 090 34.210’ E
Bhola Sadar, Bhola
5.4.3. Noise Quality

The noise level in rural area is low. Engine boats operating in the rivers emit high noise but these are
away from residential area. There is no industry or manufacturing unit, which may create high noise.
During the process of ascertaining baselines of environmental quality and, hence, those of the levels
of ambient noise in the areas along the Bhola Bridge-alignment, measurement were made at six
points (NQ1, NQ2, NQ3, NQ4, NQ5 and NQ6) on 30 September 2018. The measurement were made
once during the day-time (6 a.m.-9 p.m.) and once during the night time (9 p.m.-6 a.m.). Hourly
averages of the corresponding data are depicted as under (Table 5.8).
Table 5.8 : Baselie Noise Level along Bhola Bridge Alignment
Bangladesh Test
Sl. Point Result
Standard Time
Day Time
Day 57.1±0.4dBa
1 NQ1. Between the west bank of Arialkha and laharhat on the 70dBa
west bank of river Kalabadar, Barishal Sadar, Barishal Night Time 60
Night 42.2±0.3dBa
dBa
Day Time
Day 55.8±0.4dBa
NQ2. Laharhat on the west bank of river Kalabadar, Barishal 70dBa
2
Sadar, Barishal Night Time 60
Night 41.4±0.1dBa
dBa
Day Time
Day 49.4±0.6dBa
NQ3. Sreepur on the east bank of river Kalabadar, Mehendiganj, 70dBa
3
Barishal Night Time 60
Night 40.5±0.5dBa
dBa
Day Time
Day 50.4±0.6dBa
NQ4. Sreepur on the west bank of river Tentulia, Mehendiganj, 70dBa
4
Barishal Night Time 60
Night 42.4±0.4dBa
dBa
Day Time
Day 48.4±0.3dBa
NQ5. Veduria on the east bank of river Tentulia, Bhola Sadar, 70dBa
5
Bhola Night Time 60
Night 40.4±0.5dBa
dBa
Day Time
Day 51.4±0.4dBa
NQ6. Between Veduria on the east bank of river Tentulia and 70dBa
6
end point of Barishal-Bhola highway, Bhola Sadar, Bhola Night Time 60
Night 39.5±0.6dBa
dBa
Note: Noise-level data refer to results of analysis of samples at the Chemistry Division of the Atomic Energy Centre,
Bangladesh Atomic Energy Commission, Dhaka (dated October 09, 2018).
Interpretation of the Test Results: The results obtained on analyses of environmental samplings
correspond to the wet season of the year (the last leg of the month of September, 2018) with high
flow in the water-system in areas along the Bhola Bridge alignment. The post-analysis data indicate
ambient air quality as within the acceptable limits and, however, deviation from standard values
pertaining to BOD5 in respect of surface water quality, all parameters tested for ground water quality
within acceptable limits and hourly average noise level, too, measured at all the six locations as
within acceptable limits.
62
6. IDENTIFICATION AND EVALUATION OF POTENTIAL

ENVIRONMENTAL IMPACTS
6.1. Introduction
Activities pertinent to the proposed project on ‘Construction of Bhola Bridge’ are to have significant
potential impacts, both adverse and beneficial, on the environment. Some of these impacts on the
natural environment (physical and ecological resources) and social environment (economic
development and social and cultural resources) will be beneficial and, others, adverse. These
impacts may be classified as direct, indirect and cumulative impacts as follows:
 direct Impacts - i.e. direct impacts include the impact of construction expenditures in the
local economy.
 indirect Impacts - i.e. those resulting from activities to be carried out by the proposed
construction of the Bridge itself, but not directly attributable to it.
 cumulative Impacts - i.e. impacts in conjunction with other activities. The cumulative or
additive effect could result in large impacts on the environment.
Implementation of the project will cause impacts that may be either short-term or long-term. Most
of the short-term and long-term impacts for the improvement of the project will be beneficial. Short-
term positive impacts will include, for example, a reduction of traffic congestion, generation of
employment opportunities during the construction period, etc. Long-term benefits will include
avoidance of ferry crossings, alleviation of existing traffic congestion, improvement of transport
services, easier access to commercial, residential and industrial facilities and faster communications
and commodity transport; improved access to markets and commercial centres, increased services
and enhancement of the national trade and economy.
This chapter deals largely with direct negative impacts.
Identification of the significant environmental indicators/parameters has been carried out based on
the existing environmental condition into the following implantation phases of the project:
 pre-construction (design and preparation) phase
 construction phase
 operational phase
Major activities of the project during the above three phases can be summarized as under:
 Pre-construction Phase: a) Finalization of the Bridge alignment
 b) Finalization of the engineering design of the proposed Bridge; c) Acquisition of requisite
land
 Construction Phase: Construction of the proposed Bridge alignment (e.g., west and east
approaches to the Bridge, Viaducts, embankment, etc.)
 Operational Phase: Commissioning of the Bridge.
6.2. Anticipated Impacts during Pre-Construction (Design and Preparation) Phase

During the design and preparation phase the most important impact will be acquisition of land and
built structures, compensation and resettlement due to the above acquisition, and removal of trees
and undergrowth. This is largely covered in the Resettlement Report but is referred to in this report
where necessary. However, impacts due to land acquisition are presented hereunder
63
‘Construction of Bhola Bridge’ along with the entire alignment will involve requirement of a total of
76.3870 hectares/188.7560 acres of land as depicted in Table 6.1 as under.
Table 6.1: Total Land Requirements for ‘Construction of Bhola Bridge’

Barishal Bhola Total
Bhola Bridge Land Acquisition Area Area (Acre) Area Area Area Area (Acre)
(Hectare) (Hectare) (Acre) (Hectare)
a) Total Area to be Acquired for 65m 57.7667 142.7444 17.5358 43.3319 75.3025 186.0762
ROW
b) Extra area to be acquired for Stack 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000
yard 1
c) Extra area to be acquired for stack 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000
yard 2
d) Extra area to be acquired for CCB 0.2594 0.6409 0.3415 0.8438 0.6009 1.4848
e) Extra area to be acquired for Toll 0.2436 0.6020 0.2400 0.5931 0.4836 1.1950
Total Area to be acquired (a+b+c+d+e) 58.2697 143.9873 18.1173 44.7688 76.3870 188.7560
Land acquisition requirement for the project in respect of mouzas and districts is depicted in Table
6.2 and Table 6.3, respectively.
Table 6.2: Mouza wise Total Land Requirements for the Project (In Acre)
District Name of the Mouza Row Toll Plaza Total
Barishal Norokathi 19.9820 1.2429 21.2249
Char Singher Kati 5.6809 0.0000 5.6809
Loraipur 25.0770 0.0000 25.0770
River Block sheet-2 (Kalabadar River) 11.5042 0.0000 11.5042
Miar char 23.6440 0.0000 23.6440
Char Fenua-122 14.1464 0.0000 14.1464
Bahir Char-121 17.5699 0.0000 17.5699
River Block sheet- (Old Tetulia River) 8.3502 0.0000 8.3502
Sreepur-120 16.7898 0.0000 16.7898
Barishal total 142.7444 1.2429 143.9873
Bhola Char Veduria-120 43.3319 1.4369 44.7688
Total 186.0762 2.6798 188.7560
Table 6.3: Mouza wise Land Acquisition Requirements by District (In Acre)
District Name of the Mouza Private DC Khas Total Land
Land Land
Barishal Norokathi 19.9559 1.2690 21.2249
Char Singher Kati 1.3209 4.2086 5.5295
Loraipur 19.2116 2.3877 21.5993
Miar char 4.7114 2.2882 6.9996
Char Fenua-122 11.9498 2.1966 14.1464
Bahir Char-121 14.5857 2.9842 17.5699
Sreepur-120 8.5054 8.2844 16.7898
Barishal total 80.2408 23.6187 103.8595
64
District Name of the Mouza Private DC Khas Total Land

Land Land
Bhola Char Veduria-120 14.8054 12.8294 27.6348
Total 95.0462 36.4481 131.4943
The overall impacts will be on total of 131.4943 acres of land with those in districts of Bhola and
Barishal taken together. Category-wise breakdown of land-acreage to be impacted upon is as
follows: private commercial land (0.2273 acres), private cropland (51.1701 acres), DC khas cropland
(30.9794 acres), homestead private land (14.3201 acres), homestead DC khas land (1.6555 acres)
and Bhita/High private land (17.3358 acres), orchard (3.8762 acres), private wetland/ditch (5.7267
acres), DC khas wetland/ditch (0.1030 acres), private fallowland (2.3899 acres), DC khas land
road/halot/canal (3.7102 acres). No other categories of land will be affected by the project7. The
above statement is reflected in Table 6.4 as under.
Table 6.4: Category-wise Acreage of the Land to be Impacted Upon

SL Category of Land Bhola Barishal Total In %
A. Private Land
1 Home Stead 1.4805 12.8395 14.3201 15.07
2 Bhita/High Land 1.4805 15.8553 17.3358 18.24
3 Crop Land 8.8832 42.2869 51.1701 53.84
4 Orchard 0.2961 3.5801 3.8762 4.08
5 Wet Land/Ditch 2.2208 3.5059 5.7267 6.03
6 Fallow Land 0.2961 2.0938 2.3899 2.51
7 Commercial 0.1481 0.0793 0.2273 0.24
Sub Total A 14.8054 80.2408 95.0462 100
B. DC Khas Land
1 Home Stead 0.0000 1.6555 1.6555 4.54
2 Crop Land 12.8294 18.1500 30.9794 85.00
3 Wet Land/Ditch 0.0000 0.1030 0.1030 0.28
4 Road/Halot/Canal 0.0000 3.7102 3.7102 10.18
Sub Total B 12.8294 23.6187 36.4481 100
Total Land A + B 27.6348 103.8595 131.4943 100
Source: Census and survey conducted by DevConsultants, July - November 2018
6.3. Potential Impacts during Construction Phase

Potential Impacts anticipated during the construction phase of the proposed Bhola Brdge are as
under:
 air pollution caused by exhaust gases of various construction vehicles and various moving
 noise caused by machines and equipment and various other construction activities;
 contamination of watercourses and drainage channels by construction activities;
 contamination of agricultural food production activities during the extraction of road
building materials, dredging, and new construction activities;
 contamination of topsoil, surface water sources, ground water resources, and vegetation
adjacent to the road;
7
As per DevConsultants land acquisition plan and census and IoL survey data related to Construction of Bhola
Bridge.
65
The mitigation and management of these impacts will largely be the responsibility of the contractors
and are covered in detail in the Environmental Management Plan.
The baseline ecological survey reveals that most floral species existing along the proposed alignment
and in its surrounding areas are cultivated or planted. All of the wildlife species that exist in and
around the project area are common and are found throughout the country. Project activities (land
acquisition and civil works) are likely to cause minor ecological impact on these flora and fauna.
6.4. Impacts on Physical-cum-Biological Environment
Major physio-chemical parameters considered for assessment of environmental impacts due to
project activities include:
 noise pollution
 air pollution
 vibration
 drainage congestion, and
 generation and disposal of wastes
Noise, Air Pollution and Vibration: Noise, air pollution and vibration are of significant consideration,
particularly where the alignment of the proposed expressway runs close to human habitations.
Noise pollution and vibration may result from movement of vehicles carrying materials and
equipment to and from project sites, operation of machines and equipment (e.g., concrete mixing
machines, aggregate crushers, generators, etc.), and various activities related to construction (e.g.,
demolition of existing structures).
Localized and temporary air pollution may arise from earthworks (e.g., excavation, filling) during site
preparation, movement of vehicles and demolition activities. However, such air pollution is likely to
be localized (affecting immediate surroundings of the project sites). Such construction-related air
pollution is of particular concern at locations where residences or offices are at close proximity to
the expressway alignment.
Drainage Congestion: Drainage congestion may result from obstruction to natural flow of drainage
water during construction activities. Such congestion is of particular significance when the project
site is close to low-lying areas. This could be particularly critical during monsoon when drainage
becomes a major concern to all city dwellers.
Generation and Disposal of Wastes: Improper or inappropriate facilities at the labour sheds may
lead to problems related to sanitation and solid waste may arise during construction phase of the
Project. During the peak construction period, a large number of workers is likely to be involved in
various activities related to construction work. Lack of proper sanitation facilities for project
personnel, including the labour/construction workers and absence of proper facilities for
management of solid wastes (e.g., food waste, construction debris) may result in an unhealthy
environment (including water pollution) within and around the project sites. Demolition of existing
structures will also result in huge quantity of debris which could have to be properly disposed of.
6.5. Impacts on Socio-economic Environment

Major parameters considered for assessment of socio-economic impacts of project activities include:
 loss of income
 temporary dislocation/displacement
 traffic congestion
 safety, and
66
 employment
Loss of Income: Loss of land and permanent displacement definitely would lead to loss of income for
the affected people. Loss of income would also be due to demolition of business establishment (e.g.,
shops, bazars, etc.), inability to live close to workplaces together with inability to perform income
generation activities during construction operations (e.g., due to closing of markets/shops close to
the proposed Bridge alignment due to safety and security reasons) and so on.
Temporary Dislocation/Displacement: Apart from permanent displacement of people living on lands
to be acquired for the project, there are also some people living/working close to the proposed
Bridge alignment. Such people need to move away temporarily during construction activities due to
safety risks and other considerations (e.g., privacy/noise pollution/air pollution/vibration).
Traffic Congestion: Along route, the proposed Bridge alignment runs over river Arialkhan and its
floodplain, the river Kalabadar. the charland of Sripur between rivers Kalabadar and Tentulia (with
scattered homesteads and, mostly, naturally grown vegetation), the river Tentulia, and a vast stretch
of land up to the terminal point at Bheduria of the Bhola mainland. Temporary traffic congestion
during the construction phase of the project may lead to increased movement of vehicles carrying
materials and equipment to and from the site with consequent air pollution due to dust generation
and emission from vehicular exhaust.
Traffic congestion may be aggravated with consequent deterioration of air quality, if materials (e.g.,
construction materials) are stored on the street and equipment/machines/vehicles (e.g., mixing
machines) are kept/parked on the street.
Safety: Construction activities of the proposed Bridge alignment and the Bridge itself, will, definitely
involve safety risks to both the project personnel including construction workers and regular users of
the land on which the construction activities will take place. Safety risks comprise sudden fall of
heavy construction materials, sudden fall of pre-fabricated parts of the viaducts and also those of
the main bridge during and after placement on the respective main structures, etc., causing serious
or fatal injury to passers-by and construction workers. Serious accidents may also occur by way of
sudden fall of construction workers from the height of the under-construction structures. Regular
safety measures, special construction methodology, etc., would have to be followed to ensure safety
during the entire period of construction process.
Employment: Construction of the proposed Bridge alignment and also that of the main Bridge itself
will generate employment opportunities for skilled manpower (e.g., engineers) and unskilled
workforce (i.e., labour). This, in turn, would induce beneficial impacts on some other parameters
including commercial activities in the project area.
6.6. Anticipated Impacts during Operation Phase

The primary objectives of the proposed Bhola Bridge are to enhance traffic capacity within and
around the project area and to reduce traffic times and provide comfort and convenience to
commuters. In particular, the proposed Bridge and its alignment will (a) enhance traffic capacity by
way of improving east-west connectivity and linking important industrial, commercial and business
centres; (b) reduce traffic time and provide comfort and convenience to commuters; and, thereby,
improve connectivity in the south-eastern of the country.
The operation phase has been assessed for effects on quality of air, surface and groundwater:
 Air pollution and noise from all vehicles passing along the alignment;
 Potential pollution of surface runoff from the roadway and the Bridge;
 Potential pollution of surface water from runoff and other contamination; etc.
67
Table 6.5 : Summary of Impacts on Physical-cum-Biological Environment and Socio-economic

Environment during Pre-Construction and Construction Phases of the proposed Bhola Bridge.
Significant Impacts on Physical-cum-biological Environment
Noise Pollution
and Vibration
Air Pollution
Congestion
Project Activities
Water and Environmental Pollution
Drainage
Labor camp setting and its operation 0 0 -1S -1S
Removal of existing households, homesteads,
-2S -1S 0 -1S
homestead vegetation
Movement of project vehicles, equipment -2S -2S 0 0
Earthwork, excavation -1S -2S -2S -1S
General construction works (e.g., piling, RCC
-2S -1S -1S -1S
works)
Construction of Bridges across low lands and
-2S 0 0 -1S
rivers
Significant Impacts on Socio-economic Environment
and Property
Employment
Loss of Land
Congestion
Dislocation
Temporary
Project Activities
Income
Loss of
Traffic
Safety
Land acquisition -3L -1S 0 0 0 0
General construction works 0 0 -1S -2S -2S +2S
[Note: L = Long-term impacts; S = Short term impact; -3 = High negative impact; -2 = Moderate negative
impact; -1 = Low negative impact; +2 = Moderate positive impact]
6.7. Short-term and Long-term Impacts

Anticipated short-term and long-term adverse impacts of Project are as follows;
Short-term Impacts are those that occur during the construction of the proposed Bhola Bridge, can
have an adverse effect on land use, pollution on air and noise, quality of surface water and
groundwater and other social factors. Some of these will be short-lived and without long-lasting
effects. Whereas, some effects will be relatively significant impacts such as utility services, which
could be eventually obliterated if appropriate mitigation actions are not taken. Short-term potential
negative impacts can be avoided or otherwise mitigated through amendment of the Engineering
Designs and by requiring Contractors to apply environmentally appropriate construction methods.
Long-term Impacts create poor land use and development patterns, local rainwater flooding and/or
water logging if projects are poorly designed. Acquisition of new lands can be irreversible long term
adverse impacts.
Although some potential environmental impacts resulting from a major project such as the proposed
construction of Bhola Bridge cannot be prevented; they can be minimized and mitigated.
Traffic Impacts: In the operational phase, the proposed Bhola Bridge is expected to bring-in tangible
reduction in travel time and traffic congestion in and around the project area. The impact will be
beneficial and on a long-term perspective.
Air Pollution, Noise-level Exceedance and Vibration: Similar to the construction phase, air
pollution, noise-level exceedance and vibration are important considerations in areas where the
proposed Bridge alignment runs close to human habitation. Noise-level exceedance during the
operational phase can occur during movement of vehicles along the proposed alignment; blowing of
horns will also generate and exacerbate noise-level exceedance.
68
Vehicular air pollution affecting human habitations close to the proposed Bridge alignment is also
likely. It is to be noted, however, that air quality on a city scale is not likely to be worsened as a
result of commissioning the proposed Bridge. In fact, the proposed Bridge, on the other hand,
should contribute to reducing air pollution to some extent by reducing traffic congestion and
emissions from idling of vehicle engines on the at-grade roads.
Table 6.6 presents the potential environmental impacts during the operational phase of the
proposed Bhola Bridge and the corresponding mitigation measures.
Table 6.6: Potential Environmental Impact during Operational Phase of the Proposed Bhola Bridge
and Corresponding Mitigation Measures.
Issue/Impact Mitigation Measures
Ensuring good operating condition of vehicles through, e.g., regular
Air Pollution
inspection by traffic police
Restriction on use of horns by the vehicles moving along the Bridge
alignment, especially, in sensitive areas (where households,
Noise
educational institutions, etc., are situated nearby)
Implementation of noise-barriers, where appropriate.
Provision of adequate ramp-length and appropriate tolling facilities
Traffic Impacts: to contain queue tailbacks (if any) and ensuring traffic congestion
• Congestion reduction along the not getting aggravated due to the Bridge and its alignment.
east-west road. Proper geometric treatment and channelization at the vicinity of
• Increased local congestion around ramps to ensure smooth traffic flow.
ramp touch-down points; and The proposed Bridge is likely to improve accessibility to certain
• Long-term increase in traffic areas and thereby lead to risk of denser development along the
volume. entry-exit roads to the Bridge. Strict land-use control should,
therefore, be imposed to minimise unplanned development.
69
7. RESPONSE TO ANTICIPATED IMPACTS

7.1. Introduction
Measures to mitigate the environmental impacts due to the project on construction of the proposed
Bhola Bridge and preparing an environmental management and monitoring plan (EMMP) are based
on the methodology followed for all development projects. The measures and strategies described
in this chapter address environmental impacts during pre-construction, construction and O/M
(operation and management) stages due to implementation of various activities to take place in
respect of the Project and associated development. The methodology consists of the following steps:
 deriving mitigation/protection measures for identifying impacts for each of the Project
activities and environmental component,
 recommend mitigation, compensation and enhancement measures for each identified
impacts and risks,
 developing a mechanism for monitoring the proposed mitigation measures,
 making budgetary provision for meeting requirements toward implementation of impact
mitigation and monitoring measures, and Identifying responsibilities of various agencies
involved in Project implementation.
7.2. Options for Impact Mitigation/Protection/Compensation Measures
A wide range of mitigation/protection measures are used to address various identified potential
environmental impacts due to activities during various stages of projects. These
mitigation/protection/compensation measures are derived based on some guiding principles
consisting of possibilities pertaining to project activities and various environmental components. The
most effective combination of all these strategies (in terms of its applicability and cost-effectiveness)
are found and then incorporated in the EMP.
Avoidance/Prevention: The way to ensure the greatest degree of protection for an environmental
feature is to avoid impacting it. Avoidance/prevention means essentially keeping away from
environmentally sensitive areas by appropriately locating (siting) or reducing the size of project
activity. Because of number of competing interests that must be taken into account during the
design, it is not possible to avoid all impacts. The examples include bringing change in the alignment
or reducing the dimensions of project interactions within and around the project area to avoid
impact on vegetation or on other environmental attributes.
Modification: In some cases, modification of a project activity or its implementation under special
conditions (e.g., timing of activities, buffers around nesting areas) will greatly reduce or control the
adverse impacts. For example, modification of piling techniques will reduce the noise and vibration
impacts in and around the project area.
Control/Mitigation: It is not possible or even practical to avoid all impacts. Following proper
control/mitigation measures will reduce (i.e., control) the extent of impact on the environment. The
best construction practices also help reduce the extent of impact. For example:
 the intensity of the noise impact on a noise sensitive area will be lessened by using low
noise/vibration generating equipment or ensuring mufflers are in sound condition.
 management of goods and services, fuels, waste and excess materials during construction
will minimize waste generation and associated impacts and will also minimize impacts
associated with material handling and storage.
70
Protection/Insulation: Protection/insulation of receptors from impacts will reduce the impacts that
remain after control measures have been used. The extent of these measures will be proportional to
the environmental significance of the feature to be affected and the ability to reasonably mitigate
the impacts. For example, use of noise walls/barriers as insulation could be among the measures to
mitigate noise impacts.
Enhancement: Enhancement measures refer to the provision of features that could comprise
improvement over previous environmental conditions. For this project, for example, this could be
done through promoting ecological conservation, providing training and opportunities for the
affected community, etc.
7.3. Impact Mitigation Measures
Pre-Construction and Construction Phases
This EIA report embodies, inter alia, the significant environmental impacts anticipated to be due to
project activities during pre-construction and construction phases. Table 7.1 indicates the mitigation
measures with respect to specific adverse impacts and, together with these measures, spells-out
responsibilities toward actions to be undertaken as part of implementation of the Environmental
Management and Monitoring Plan (EMMP).
Baseline ecological survey reveals most of the floral species existing along and in areas surrounding
the proposed alignment of the proposed Bridge are of cultivated or planted varieties. The small
number of wildlife species found in and around the project area is very much common like those
found throughout the country. Measures have been proposed in Table 7.2. toward mitigating
relevant impacts.
Major physio-chemical parameters of environmental impacts due to the project activities include
exceedance of noise levels, vibration, air pollution, possible drainage congestion and generation and
disposal of wastes. These impacts have been summarized in Table 7.1.
Measures presented in Table 7.2 aim at minimizing the magnitude of anticipated adverse impacts
and enhancing the beneficial impacts. Impacts related to acquisition of land for the proposed Bridge
are to have significant socio-economic implications and, as such, need to be handled with utmost
care. These impacts, together with most of the adverse impacts during the construction phase, could
be minimized through undertaking appropriate mitigation measures. However, post-project
monitoring program needs to be put in place to ascertain confirmation of the adequacy of
anticipatory prediction of environmental impacts and also the effectiveness of suggested mitigation
measures.
71
Table 7.1: Environmental Impacts during Pre-Construction and Construction Phases of the Proposed Bhola Bridge and Related Mitigation Measures.
Responsible
Activity/Issues Anticipated Impacts Proposed Mitigation/Enhancement Measures
Parties
Pre-Construction Phase
 Raising awareness of PAPs through public consultation process prior to actual land
acquisition
 Avoiding acquisition of private lands as far as practicably possible
 Serving land acquisition notices to actual land owners
 With due consideration of current market value and in accordance with applicable
laws of the government as well as Environmental and Social Management
Bangladesh Bridge
Loss of land/property Framework(ESMF) for Investment Promotion Financing Facility (IPFF), providing for Authority (BBA)
adequate, fair and quick compensation to real land owners.
 Providing for appropriate and quick compensation for loss of land, property and
income to all PAPs.
Land Acquisition  Ensuring involvement of local people and people’s representatives I settling social
tension related to land acquisition including those likely to develop during the
progress of work from the very beginning of project implementation.
 Giving time to residents for shifting to new locations
Permanent dislocation/displacement of Bangladesh Bridge
 Temporary accommodation for displaced population
population (if any) Authority (BBA)
 Provision of compensation..
 Provision of compensation.
 Providing for alternative job opportunities for PAPs, with prioritization of PAPs
Bangladesh Bridge
Loss of income having requisite skills for jobs in the proposed project
Authority (BBA)
 Avoiding important festival occasions (e.g., Eid) for possible dismantling activities to
minimize loss.
Construction Phase
 Construction of sanitary latrine and septic tank system
Generation of sewage and solid waste at project  Erection of “No Litter” sign, provision of waste bins/cans, where appropriate
site  Following waste reduction, recycle and reuse (3R) principle
 Proper disposal of solid waste Construction Supervision
Contractor
Mobilization  Ensuring adequate hygienic and healthy condition for employment
Bangladesh Bridge
 Provision of water supply with acceptable water quality Authority (BBA) to monitor
Workers’ health
 Raising awareness on hygiene practices among workers
 Regular medical monitoring of workers
Possible development of labour camp into  Contractor to remove labour camp at the completion of contract
72
Responsible
Parties
permanent settlement
Labour force coming from places outside the  Contractor to employ local work force, where appropriate; promote health,
project area causing adverse impact on health and sanitation and road safety awareness
social well-being of local people
 Use of noise suppressors and mufflers in heavy construction equipment
 Avoiding use of construction equipment that produce excessive noise during school
hours and also at night
Noise and vibration
 Avoiding prolonged exposure of workers to noise produced by construction-related
equipment
 Regulating use of horns, especially hydraulic horns in project vehicles
 Ensuring all project vehicles in good working condition
 Spraying water on dry surfaces/unpaved roads at regular intervals to reduce dust
generation
 Paving access roads
Air pollution  Maintaining adequate moisture content of soil during transportation, compaction
and handling
Construction of  Sprinkling water on and covering stockpiles of loose materials (e.g., fine aggregates)
the Approach  Avoiding use of equipment, e.g., stone crushers, at site, that produce significant
Road and the amount of particulate matters
Bridge Alignment
 Provision for adequate drainage of storm water
along with
Viaducts and  Providing for adequate diversion channels, if required
Ramps. Disruption of local drainage  Provision of facilities for pumping of congested water, if necessary
 Ensuring adequate monitoring of drainage effects, especially, in cases of
construction works being carried out during the wet season.
 Preventing drainage of fuel, lubricants, chemicals and wastes into the suface water
system and on land
Water and soil pollution  Installing sediment basins to trap sediments in storm water prior to discharge to
surface water
 Replantation of vegetation when soil gets exposed or disturbed
 Provision for recruitment of and appropriate and workable training for recruited
personnel for controlling traffic during construction along/over existing roads
Traffic congestion, communication problems  Provision of traffic lights and signals for controlling traffic during construction
along/over existing roads
 Scheduling deliveries of material/equipment during off-peak hours, especially,
73
Responsible
Parties
during non-school hours and after regular working hours
 Deputing flag-men for traffic control
 Arranging special signal lights at night
 Plantation of trees particularly at appropriate locations and places alongside the
Loss of vegetation proposed alignment
 Preferred plant species could be chosen in consultation of the Forest Department.
 Ensuring safety during demolition of existing structures
 Ensuring safety of pedestrians and vehicles during Bridge and Bridge alignment
construction.
 Erection of signs (with lights) advising people/vehicles to avoid certain areas during
overhead construction
Safety
 Ensuring appropriate measures/provision for protecting workers from sudden
height-falls
 Construction Supervision Contractor shall prepare emergency response plan (for
construction phase of the project) and get it approved by BBA prior to placing in
place throughout the construction phase.
 Keeping standard safety protocol in place while erecting poles and stretching cables
Accidents  Regular and routine briefing on environmental health and safety
 Ensuring protective gears for workers
 Good housekeeping
Spills and leakage of oil and toxic chemicals  Proper handling of fuel, lubricating oil and chemicals
 Collection, proper treatment disposal of spills
 Avoiding important festival occasions (e.g., Eid) during construction for allowing
movement of people, vehicles and goods
Temporary dislocation and loss of income
 Providing alternative job opportunities in project works, especially, for PAPs, where
possible
 Employing local people in project work, where possible
Employment of workforce and labour force  Prioritizing females (as appropriate) and the poor of the project area in project work
(e.g., excavation, removal of excavated debris and other light work) where possible..
 Some impact which must be mitigated by contractors through environmental
Water quality degradation
specifications.
Construction of
 Impact likely to be significant and must be mitigated by contractors through
the Main Bridge. Vibration and noise
environmental specifications
Impacts on commercial fishing  Some impact is anticipated. Mitigation measures are to be taken through careful
74
Responsible
Parties
selection of pier piling sites
 Some impacts will be there on navigation and river transport system. Navigational
Impacts on river transport navigation; across and
clearance prescribed by BIWTA will be followed while undertaking construction
along the river.
activities.
75
Table 7.2: Summary of Impacts on Physical-cum-biological and Socio-economic Environment during

Pre-Construction and Construction Phases of the Proposed Bhola Bridge.
Significant Impacts on Physical-cum-biological Environment
Noise Pollution
and Vibration
Air Pollution
Congestion
Project Activities
Drainage
Water and Environmental Pollution
Labor camp setting and its operation 0 0 -1S -1S

Demolition of existing structures -2S -1S 0 -1S
Movement of project vehicles, equipment -2S -2S 0 0
Earthwork, excavation -1S -2S -2S -1S
General construction works (e.g., piling, RCC works) -2S -1S -1S -1S
Construction of Bridges across low lands and rivers -2S 0 0 -1S
Significant Impacts on Socio-economic Environment
and Property
Employment
Loss of Land
Congestion
Dislocation
Temporary
Project Activities
Income
Loss of
Traffic
Safety
Land acquisition -3L -1S 0 0 0 0
General construction works 0 0 -1S -2S -2S +2S
[Note: L = Long-term impacts; S = Short term impact; -3 = High negative impact; -2 = Moderate
negative impact; -1 = Low negative impact; +2 = Moderate positive impact]
Principles of Acquisition of Private Land and Property require that:
owners of private land be compensated for land acquisition (land and immovable assets on acquired
land) following the guidelines put forth in environmental and social management framework (ESMF)
and investment promotion financing facility (IPFF) ; disputed lands/lands without proper ownership
records/lands with joint ownership (government and private) need to be treated as “private land”
for the time-being (for preparation of land acquisition proposals), until the issue of land ownership is
settled.
 depending on availability of “suitable land for settlement”, people losing vacant lands
(without any built structures) may be offered compensation in the form of land or
apartments (to be built on vacant lands acquired for resettlement) following a valuation
process/guidelines to be developed under RAP.
 depending on availability of “suitable land for settlement”, people losing their dwellings
(e.g., tin-shed house, semi-pukka buildings, single- and multi-storeyed
buildings/apartments), may be offered land or apartments of similar/equivalent sizes to be
built on vacant lands acquired for resettlement, following a valuation process/guidelines to
be developed under RAP.
 educational and other institutions (schools/colleges/mosques/madrassahs) acquired for the
project, need to be replaced by constructing structures of similar sizes on land acquired for
the project, preferably, close to the existing location. Relocation of such institutions should
be carried out after completion of construction of these replacement structures; in order to
avoid delay in project implementation due to such relocation, arrangement may be made for
temporary relocation in consultation with the authorities of the respective institutions, in
case of partial acquisition, compensation could be made in the form of renovation or vertical
extension of the existing structure.
 during the period of shifting/relocation of the educational or other institutions mentioned
above, continuation of project construction works may be allowed, ensuring adequate safety
76
and security provisions, and mitigation measures (e.g., against variation of existing noise
level and deterioration in air quality).
 existing commercial structures (e.g., markets, shops, etc.) within and alongside the proposed
Bridge alignment which do not require demolition during construction activities, may be
continued to operate, if deemed feasible by both BBA and the construction contractor. Such
an action could be on consideration of safety, security, access and other relevant issues. For
such commercial structures, compensation for restriction of vertical expansion (due to the
Bridge and Viaduct overhead) may be considered through consultation.
 acquisition of land used for graveyards (if any), should be avoided, where possible. Where
acquisition cannot be avoided, the proposed Bridge alignment should be planned and
designed in such a way that piers are not located in sensitive locations.
 provision of compensation for paps (against loss of dwellings, business and income);
 provision of compensation for loss of trees, and/or re-plantation program;
 in case of loss of utility infrastructure (e.g., deep tube well pump station, etc., if any) on
acquired land, efforts need to be made to provide land to such utility providers (subject to
availability of suitable land) for construction of the infrastructure to be affected by the
project.
All the PAPs should be compensated for losses resulting from the project intervention works
regardless of title to the lost land, following the entitlement matrix as presented in the following
Table.
Table 7.3: Compensation and Entitlement Matrix
Matrix
Type of Loss Application Entitled Person Compensation
No.
Entire (i.e., 100%) Title-holder Compensation in cash at
land holding is lost (private) replacement cost.
Part of the land Compensation in cash at
holding is lost with replacement cost.
Title-holder
remaining land Restoration of pre-acquisition
(private)
viable for present basic utilities (water supply and
M–1 Private Land
use sanitation, electricity, etc.).
Part of the land
Compensation at replacement
holding is lost with
Title-holder cost
remaining area
(private) Transition allowance equivalent to
becoming unviable
one year’s return from the land.
for continued use
Compensation in cash for affected
Owner with valid
portion of the structure and other
title to land or
fixed assets at replacement cost.
with valid lease
Repairing allowance, minimum
deed for land
Structures are 20% of cash compensation.
Structures on partially affected Compensation in cash for affected
acquired land, or with the remaining portion of the structure.
M–2 on land to be structures viable Transition allowance equivalent to
Squatters
vacated for the for continued use three months’ rental allowance of
(residential)
project for rent or for similar structure in the same
business purpose. vicinity OR three months’ family
income, whichever is higher.
Cash compensation equivalent to
Tenants
three months’ rental allowance.
(residential)
Assistance toward alternate rental
77
Matrix
No.
accommodation.
Early notice on demolition.
Technical advice on demolition,
relocation/repairing of affected
structure.
Payment on repairing of only
Encroachers three damages to structure
(residential) resulting from demolition, if
required.
Transition allowance equivalent to
three months’ rental allowance of
similar structures in the same
vicinity.
Compensation in cash for the
entire affected structure and
other fixed assets (wells, electric
Owner with valid and water connections, etc.) at
title to the land or replacement cost, and without
valid lease deed depreciation.
for the land Transition allowance equivalent to
similar structure in the same
vicinity.
Cash compensation equivalent to
Tenant three months’ rental allowance.
(residential) Assistance toward alternate rental
Entire structure is
accommodation.
affected OR
Compensation in cash for the
structures are
entire affected structure.
partially affected
Transition allowance equivalent to
with the remaining
portions unviable
Squatters similar structure in the same
for continued use.
(residential) vicinity
Early notice for eviction and
demolition.
Technical advice on demolition or
repair of affected structure.
Early notice on demolition.
Technical advice on demolition,
relocation/repairing of affected
Encroachers structure.
(residential) Transition allowance equivalent to
similar structure in the same
vicinity.
Female headed household
Female head of
affected with structures will be
Affected Female- household (titled
entitled for additional financial
headed or non-titled –
assistance equivalent to three
households squatters and
months’ subsistence cost for the
encroachers)
incumbent household.
Loss of Temporary or Transition allowance for
Affected Indi duals
M–3 business/income permanent loss of permanent loss of business,
(titled/non-titled)
due to business/income income and wages equivalent to
78
Matrix
No.
displacement the loss of income/wages for a
period of 6 months for affected
each household.
In case of temporary relocation
and temporary loss of business
incomes, compensation will be
wages equivalent to closure
period OR alternative business
site for continued income stream.
Crops affected by Owner of affected
Standing crops on Compensation in cash at market
M–4 temporary crops (titled/non-
affected lands value..
acquisition titled)
Compensation in cash calculated
on basis of type, age and
productive value of affected trees
Owner of affected Trees on government lands to be
Trees on affected
M–5 Trees lost trees (titled/non- addressed following government
land
titled) rules. Government to carryout
plantation toward replacing lost
trees, and ensure their nurturing
for, at least, one year.
Infrastructure
(electric, water
Loss of public supply, sewerage,
M–6 Relevant agencies As per government policy
infrastructure telephone lines,
public water tanks,
etc.)
Appropriate mitigation measures
as determined to meet the
M–7 Unforeseen losses As identified As identified
objectives of this policy
framework.
Mitigation of Traffic Impacts

Parking restrictions: On-site parking should not be permitted within the construction zone so as to
limit local congestion.
Occupational Health and Safety Guidelines: In general, the objectives of the occupational health
and safety (OHS) plan are to:
 to develop, in the work place, a collaborative approach toward managing occupational
health and safety between the management and workers;
 to provide and maintain safe working procedures and operations;
 to ensure awareness of all potential risks and hazards related to the project construction
work and to develop preventive strategies against such risks and hazards;
 to provide appropriate training to all concerned on how to work safely and effectively;
 to maintain a constant and continuing interest in bringing about improvement in
occupational health and safety performance and to provide required training necessary for
implementation and maintenance of the ohs plan.
For construction of the proposed Bridge, the OHS plan primarily focuses on work equipment,
protective gear and signs specifying measures on safety and health.
79
8. IMPACTS DUE TO CONSTRUCTION OF BRIDGE-ACCESS

ROADS, APPROACH BRIDGES AND RE-WALLS.
8.1. Introduction
Standardized designs for at-grade Bridge-Access Roads, and those of superstructures of Approach
Bridges and Re-Walls and other major structures in conformity and in continuity with the main
Bridge-superstructure have been used as much as possible throughout the proposed Bridge
alignment in order to enable environment-friendly economic design and construction and to
facilitate off-site production of structural components wherever possible.
Activities pertaining to two at-grade access roads (one on either ends of the main bridge – West
Access and East Access), the respective Approach Bridges (one on each of the either sides with the
Main Bridge in-between) and the corresponding Re-Walls (before and after the Approach Bridges)
are to take place along the proposed Bridge alignment.
Under Government of Bangladesh DoE requirements all the above-proposed Bridge-
features/structures being with respective lengths over 100 will require to be covered by an EIA. On
the recommendation of the DoE and the ADB the potential impacts of the above Bridge-
features/structures have, herewith, been included in this main EIA and a separate EIA will not need
to be prepared.
It has to be borne in mind that construction activities and the post-construction operational
activities of the above-proposed Bridge features-structures will take place along the Bridge
alignment overland. Moreover, since the Bridge alignment is to be along the existing road passing
through a varied strata of strips and with significant traffic load, activities pertaining to the above-
mentioned features/structures will translate into impacts, too, of similar significance. Based on the
above assumptions, sensitive activities associated with the construction of these features/structures
of the Main Bridges are to lead to the corresponding impacts anticipated on-land. Such impacts are
to be taken into account along with those related to the construction of the main superstructure of
the proposed Bhola Bridge.
8.2. Impact due to Construction of Access Roads, Approach Bridges and Re-Walls.
The construction of Access Roads, Approach Bridges and Re-Walls as features/structures of the
Main Bridge involves land acquisition, acquisition followed by demolition of various structures
(homesteads, shops, etc.), removal of vegetation and undergrowth, earthwork, road construction
and placing of concrete structures followed by construction of slopes for Approach Bridges and Re-
Walls. Impacts due to land acquisition, demolition of structures, etc., have been covered and
mitigation measures proposed while making discussion on socio-economic impacts due to the
project at relevant sections of Chapter 6 (Identification and Evaluation of Potential Environmental
Impacts).
An intimate examination of the five Figures and the corresponding Table appearing in the previous
Chapter 4 (Figure 4.1, Figure 4.5, Figure 4.6, Figure 4.7 and Figure 4.8 and the Table 4.3), reveals the
proposed alignment of the Bhola Bridge, after crossing river Arialkhan floodplain, starting at the
Laharhat point of Barisal and moving on to the West Access and, sequentially, the 1st Re-Wall and
the 1st Approach Bridge to the proposed 1st Bridge over rivers Arialkhan and Kalabadar. After
crossing the proposed 1st Bridge, the alignment moves still eastward through the 2nd Approach
Bridge and the 2nd Re-Wall on to the proposed at-grade embankment over Sripur, basically a
charland between rivers Kalabadar and Tentulia, with scattered homesteads and, mostly, naturally
grown vegetation. Thereafter, the alignment runs eastward and passes through the 3rd Re-Wall and
80
3rd Approach Bridge on to the 2nd Bridge proposed over river Tentulia. After crossing the proposed
3rd Bridge, the alignment leads to the East Access through the 4th Approach Bridge and 4th Re-Wall,
and, through the East Access, to the terminal point at Bheduria of the Bhola mainland. The small
green boxes along the alignment in the above Figures 4.5, 4.6, 4.7 and 4.8 indicate pier locations of
the Approach Bridges.
Potential Impacts anticipated during the construction of the above features/structures of the Main
Bridge are as under:
 air pollution caused by exhaust gases of various construction vehicles and various moving
 noise caused by machines and equipment and various other construction activities;
 contamination of watercourses and drainage channels by construction activities;
 contamination of agricultural food production activities during the extraction of road
building materials, dredging, and new construction activities;
 contamination of topsoil, surface water sources, ground water resources, and vegetation
adjacent to the road;
Major physio-chemical parameters considered for assessment of environmental impacts due to
activities pertaining to construction if the above features/structures include:
 noise pollution
 air pollution
 vibration
 drainage congestion, and
8.3. Impact During Operation
It is likely that impacts of the above features/structures of the proposed Bhola Bridge on the
corresponding environment of the areas along the Bridge alignment during the operation phases will
be confined largely to noise and air quality, particularly with alignment passing through existing rural
habitation and commercial areas.
A review of potential impacts is included below at Table 8.1 .
Table 8.1:Review of Potential Environmental Impacts due to Construction of the Features/
Structures of the Proposed Bhola Bridge.
Feature/Structure Length Construction Phase Operation Phase

(m)
Bridge-Access Road 754 Noise, Vibration and Air Traffic Flow Surface Noise, Surface Water
(West) Quality Water Vibration and Quality
Quality Air Quality
Re-Walls (West) 253 Local impact Significant Significant Minimum to Minimum to

(medium/significant to Impact Impact insignificant insignificant
medium) Impact. Impact.
Approach Bridge 532.5 Local impact Significant Significant Minimum to Minimum to

(West) (medium/significant to Impact Impact insignificant insignificant
Approach Bridge (East) 532.5 Local impact Significant Significant Minimum to Minimum to
Re-Walls (East) 253 Local impact Significant Significant Minimum to Minimum to

81
Feature/Structure Length Construction Phase Operation Phase

(m)
Bridge-Access Road 675 Local impact Significant Significant Minimum to Minimum to

(East) (medium/significant to Impact Impact insignificant insignificant
Source: Consultants Assessment
82
9. PUBLIC CONSULTATION AND PROJECT INFORMATION

DISCLOSURE
9.1. Project Stakeholders
Most of the main stakeholders have already been identified and consulted during preparation of this
IEE, and any others that are identified during project implementation will be brought into the
process in the future. Primary stakeholders are: the residents, business owners, employees, hawkers
and custodians of socially and culturally important buildings located alongside the roads in which
alignment will be passed. Secondary stakeholders are: BBA as the Executing and Implementing
Agency; other government institutions whose remit includes areas or issues affected by the project
(Bangladesh Water Development Board, Local Government Engineering Department etc.); NGOs and
CBOs working in the affected communities; other community representatives (prominent citizens,
religious leaders, elders, women’s groups); the beneficiary community in general.
Field level community based consultation meetings, Focused Group Discussion and Participatory
Rapid Assessment (PRA) have been carried out in major point on both side of the river banks. The
stakeholders expressed their opinion on the proposed alignment and provided important
information regarding available government land along the proposed right of way relevant maps,
papers and documents, socio-economic and environmental conditions to facilitate decision making
of the project authority.
9.2. Community Consultation

With this objective and considering the potential environmental and socio-economic impact of the
project, three consultation meetings have been conducted at various locations in Barisal Sadar,
Mehendiganj and Bhola Sadar during 13-17 March, 2018. A detailed schedule of the consultation
meetings with number of participants is presented below:
Table 9.1: Schedule and participation of consultation meetings
No. of Type of participants
Date Time Venue Upazila
Participants
Molla Bari Businessmen, teacher, day labour,
10.03.2018 6.00 pm Bhola Sadar 14
Bazar rickshaw/van driver etc.
Owners, housewife, Businessman
15.03.2018 4.00 pm Purba Narakati Barisal Sadar 19
etc.
Owners, members and
16.03.2018 2.00 pm Veduria Ghat Bhola Sadar 13
businessmen, farmer
16.03.2018 4.00 pm BPED College Barisal Sadar 19
Sreepur Union Owners, fisherman, farmer
17.03.2018 10.00 am Mehendiganj 19
Porishad
Baker Hat Road side shop and business and
17.03.2018 2.00 pm Bhola Sadar 19
Union Porishad structure owners
Schedule and participation of FGD (Bhola Bridge)
13.03.2018 3.00 pm Char Fenua Mehendiganj 13 Fisherman
14.03.2018 11.00 am Mollik Bari Bhola Sadar 15 Female Group
On behalf of Consultant (DevCon), Engr. Md. Asif Masud (Environmental Specialist), Mr. Sharif (Social
Development and Resettlement specialist), Mr. Abdullahel Baki (Engineer), Mr. Sohel Rana (on
behalf of topographic and social survey team) presented a brief description of the project, its scope
and objective to the participant stakeholders.
83
Consultation Meeting at Mollabari Bazar, Bhola Sadar Consultation Meeting at BPED College, Barisal Sadar,
on 10 March 2018 at 6:00 p.m. on 16 March, 2018 at 4:00 p.m.
Consultation Meeting at Sreepur Union Parishad, Consultation Meeting at Bakerhat Union Parishad,
Mehendiganj, Barisal, on 17 March, 2018 at 10:00 Bhola Sadar, on 17 March, 2018 at 2:00 p.m.
a.m.
Figure 9.1:Pictures of public and stakeholder consultations on Bhola Bridge

The members from community participants expressed their concern about timeline, intensity,
potential impact of the project and necessary mitigation measures. They have been informed that
the project is expected to be implemented within the next five years. They have been also assured
that the project is in feasibility stage at the moment and potential socio-economic and
environmental aspect will be assessed prior to detailed design and implementation of the project.
The project will consider all possible alternatives to avoid or minimize and mitigate any adverse
impact of the project over land acquisition, resettlement and environmental context. They were also
requested to cooperate with the feasibility study team by providing accurate information.
The local representatives from the potential stakeholders appreciated the participatory consultation
and information dissemination process of the project. They anticipated that the project will enhance
traffic movement through the area and therefore, will increase business opportunities through the
region. They welcomed the project and recommended proper and timely implementation of the
project.
9.3. Future Consultation and Disclosure
For Construction of Four Bridges in Eastern and Southern project, the consultant will develop, in
close coordination with PMU, a public consultation and disclosure program which is likely to include
the following:
(i) Consultation during detailed design. (a) Focus-group discussions with affected persons and other
stakeholders (including women‘s groups, NGOs and CBOs) to hear their views and concerns, so that
84
these can be addressed in project design where necessary; and (b) Structured consultation meetings
with the institutional stakeholders (government bodies and NGOs) to discuss and approve key
aspects of the project.
(ii) Consultation during construction. (a) Public meetings with affected communities to discuss and
plan work programmes and allow issues to be raised and addressed once construction has started;
and (b) Smaller-scale meetings to discuss and plan construction work with individual communities to
reduce disturbance and other impacts, and provide a mechanism through which stakeholders can
participate in subproject monitoring and evaluation; and
(iii) Project disclosure. (a) Public information campaigns (via newspaper and local announcement) to
explain the project to the wider local population and prepare them for disruption they may
experience once the construction programme is underway; (b) Public disclosure meetings at key
project stages to inform the public of progress and future plans, and to provide copies of summary
documents in Bengali; and (c) Formal disclosure of completed project reports (EIAs) by making
copies available at convenient locations, informing the public of their availability, and providing a
mechanism through which comments can be made.
85
10. ANALYSIS OF ALTERNATIVES

The following three alternative alignment options have been considered for selection of the
most suitable site of the project. The focus of the options study had been to identify the
shortest alignment along with the proposed bridge which provides the requisite
connectivity, stability and at reasonable levels of construction cost, land acquisition and
environmental disturbance. The above three options (appearing at three sites (Site-1, Site-2
and Site-3) indicated in the following Figure 10.1, and also at Figure 2.1 and at Figure 3.1 in
respective foregoing chapters) for study are:
Figure 10.1: The Three alignment options of the Bhola Bridge
Comparison among the three alternative alignments has been made in respect of alignment
route with relevant indicative land acquisition cost (Table 10.1 ), in respect of various
components (Table 10.2) of the proposed Bhola Bridge and in respect of the Bridge salient
features (Table 10.3).
86
Table 10.1: Alignment Route and Indicative Land Acquisition Cost

Sl. Alternative Alignment Route Indicative Cost of Land acquisition
No. and Resettlement (Crore Tk.)
1 Site-1 Connecting Bhedaria ferry ghat on Bhola 149.00
end and Laharhat ferry ghat on Barishal end
2 Site-2 Connecting Bhelu Miah Launch ghat on 231.00
Bhola end and Dhulia Launch ghat of
Bhauphal on Patuakhali end
3 Site-3 Connecting Gazir Char (near Bankerhat ) on 545.00
Bhola end and Tung Char of Bakergonj on
Barisal end
Table 10.2: Various Components of the Bridge

Item Option 01 Option 02 Option 03 Unit
Total Length with Approach 11.40 16.70 30.37 Km
1. Total Bridge Cost 3426 3368 3432 Crore,
TK
2. Approach Road Cost 53 288 672 Crore,
TK
3. River Training Cost 1656 948 912 Crore,
TK
A. Total Construction Cost (1+2+3) 5135 4604 5016 Crore,
TK
B. Total Engineering Cost (+6% of A) 5443 4881 5317 Crore,
TK
C. Total Land Acquisition And 149 231 545 Crore,
Resettlement Cost TK
D. Total Project Cost (B+C) 5593 5111 5863 Crore,
TK
Table 10.3: Salient Features of the Bridge

Component Site-1 Site-2 Site-3
Main Bridge Length 4.8 km 5.4 km 5.37 km
Approach Bridge Length 2.0 km 1.0km 1.0km
Access Road Length 1.9km 10.3km 24km
Additional Bridge Required 0 2 4
Length of additional Bridge 0 0.4km 0.6km
Total Width of River/Rivers 8 km (3 rivers + 5.8 km ( river + small 2.6 km (single
small channels + channels + char land channel)
char land ) )
Connectivity of Bhola with Main Land Barisal Patuakhali Barisal
Replacement of ferry system Bridge will replace Less possibility Bridge will replace
Ferry system Ferry system
Realignment of approaches to connect About 1 km each on About 3.5 km on About 4.5 km on

with existing road network both ends Dhulia end and 2.5 Barisal end and 2.5
km on Bhelu Miah on Bhola end
ghat end
87
Component Site-1 Site-2 Site-3

Distance Through Bridge Alignment
• From Ilisha Ghat to Barisal 48 km 74 km 63 km

District HQ
• From Bhola District HQ to 14 km 19 km 18 km

Bridge starting point (Bhola
end)
• From Bhola District HQ to 46 km 71 km 51 m

Barisal District HQ
While selecting the most suitable site for the Bridge and its alignment considerations have
been made of the corresponding environmental ad social/resettlement aspects, too.
(A) Environmental Aspect

The requirement of Environmental aspect does not make any appreciable difference among the
three alternatives. Therefore, for screening purpose the cost of environmental impact mitigation
may be kept aside for simplicity.
(B) Social/Resettlement Works
The three Alternatives are within close proximity to the three alternative sites of the project (within
distances of 15-16 km of the Tentulia /Kalabadar river system), thus the requirement of Social
aspects does not make any appreciable difference. However, the resettlement requirement issues
are different for each Alternative.
Conclusion: In view of the above and also that of various environmental, social and other aspects
and perspectives pertaining to the relevant localities as well as the various stakeholders to the
proposed Bhola Bridge (as appearing in the foregoing Chapter 7: Initial Public Consultation and
Project Information Disclosure), it appears that Site-1 should be the preferable option subject to
detailed study and investigation of the site.
88
11. ENVIRONMENTAL MANAGEMENT AND

MONITORING PLAN/PROCEDURE
11.1. Objectives
Conservation, protection and preservation of environment have always been a primary
consideration in Bangladesh ethos, culture and traditions. Considerable emphasis has, hence, been
laid on the overall environment and its conservation, protection and preservation in the Bangladesh
Environment Conservation Act, 1995 (ECA, 1995) and means have been spelt out toward
environmental conservation, protection and preservation in the Bangladesh Environment
Conservation Rules, 1997 (ECR, 1997). Keeping the above consideration of and emphasis laid on in
ECA, 1995 and means spelt out in ECR, 1997, this Chapter aims to propose measures toward
ensuring adherence to universally accepted as well as followed norms of best management practices
in undertaking various works during the post-construction stage of projects. Such a stage,
specifically, that of an infrastructure development like the proposed Construction of Bhola Bridge,
will entail activities pertaining to implementation and operation of the proposed bridge project in
accordance to, inter alia, the environmental safeguard requirements of the Government of
Bangladesh. Furthermore, it aims at integrating the environmental components of the project with
existing initiatives and programs in these fields. The plan consists of mitigation, monitoring and
institutional measures to be taken during implementation and operation to eliminate adverse
environmental impacts, offset them, or reduce them to acceptable levels. The plan also includes the
actions needed to implement these measures. This Chapter, hence, takes in its fold the measures to
be undertaken during the post-construction phase of this specific project toward planning,
undertaking and monitoring activities toward offsetting the adverse impact and enhancing
favourable impacts on the project command area. In this context the objective of this Chapter is to
propose a comprehensive plan for environmental management and monitoring, in other words, to
propose an Environmental Management and Monitoring Plan (EMMP) for the project.
The methodology followed for preparing the EMMP consists of the following steps:
 Identify environmental and social impacts of the anticipated construction works;

 Recommend mitigation, compensation and enhancement measures for each identified
impacts and risks;
 Develop a mechanism for monitoring on the proposed mitigation measures;
 Estimate budget requirements for the implementation of mitigation measures and
monitoring; and
 Identify responsibilities of relevant entities involved in the proposed bridge construction for
the implementation of EMMP.
11.2. Environmental Management and Monitoring Plan (EMMP) and its Scope
The primary objective of the process of environmental management and monitoring is to consider
the environmental impacts resulting from the various activities pertaining to the construction of the
proposed Bridge and to ensure implementation of the mitigation measures identified and proposed
in the previous chapter. Besides, this EMMP also aims to address any unexpected or unforeseen
environmental impacts that may arise during construction and operational phases of the proposed
Bridge.
89
EMMP, thus, needs to clearly set out: (a) measures to be taken during the pre-construction,
construction and operational phases of the proposed Bridge to eliminate or offset adverse
environmental impacts, or reduce them to acceptable levels; (b) actions needed to implement these
measures; and (c) a monitoring plan to assess the effectiveness of the mitigation measures
employed. Environmental management and monitoring activities for the process of the proposed
Bridge construction could be divided into those during (a) pre-construction phase, (b) construction
phase and (c) operational phase.
11.3. Emergency Response Plan (ERP) and Disaster Impact Assessment
An Emergency Response Plan (ERP) along with plan for Disaster Impact Assessment (DIA) needs to
be drawn up for the proposed Bridge construction process as part of the EMMP. This will set out the
actions designed as responses to natural disasters such as flooding, storm, earthquake and fog. In
addition, it needs to address prevention and response to other incidents related to fire, damage to
the proposed Bridge and its components or other structures, explosion, traffic accidents, spill/leak of
hazardous materials on land and water, civil disturbance/riot, terrorist event/threat, and gas leak/
explosion. It will also include plans for repair and bringing the proposed Bridge and its components
back to normal functioning, as soon as possible, after any incident.
In order to effectively implement an ERP and DIA there has to be a clear organizational structure in
place to oversee and coordinate all the above activities. An Emergency Disaster Response Team
(ERT) is proposed as the management committee to oversee the functions of the Emergency
Response. Together with ERT, an Emergency and Disaster Response Centre (EDRC) or a field unit is
also proposed to respond to all emergency events in the field. ERT will oversee the functions of EDRC
on a regular basis.
ERT is to undertake emergency planning for project assets, ensure the ERP of its effective
implementation, oversee the operation of the ERC and establish an operating budget for the EDRC.
The ERT is also to provide the EDRC with clear guidelines and procedures on responding to
emergency events. ERT is to be chaired by the Bangladesh Bridge Authority (BBA) and includes high
level representation from the Bangladesh Army, Police Department, District Commissioner’s Office
and the Disaster Management Bureau (DMB), Civil Defence and Fire Service.
The response procedures probability and evacuation plan for each type of emergency event is given
in Table 11.1. The lead agencies as well as other coordinating agencies are given for each emergency
event.
11.4. Work Plan and Schedules
Environmental management program needs to be carried out as an integral part of planning and
execution of the proposed Bridge project, not merely as activities limited to monitoring and
regulating ones against a pre-determined checklist of required actions. Rather, it needs to be
designed to interact dynamically as implementation of the project proceeds, dealing flexibly with
environmental impacts – both expected and unexpected.
90
Table 11.1: Response to Emergency and Disaster Situation

Emergency Event Probability Response/Action Principal Response Other Coordinating Evacuation Plan
Agencies Agencies
 Fire Service In the case of accidents and other emergencies, the
Short-term closure of effected portions
 Health Bridge and/or the affected portion of the Bridge
of expressway/lanes/entry-exit ramps
Department alignment will be temporarily shut-down
Traffic Accident Very High  Towing of damaged vehicles Police
 BRTA and vehicles will be directed to safety through
 Alerting nearby Hospitals/ Upazila
 DC Office appropriate diversions.
Health Complex (if applicable)
 BBA
 Containment of leak/spill In the case of a major toxic chemical spill/leak, proper
 Evaluation of risk and danger to cleaning measures should be taken as early as possible.
surrounding communities The Bangladesh police would lead an evacuation of the
 Alerting and evacuation of  BBA surrounding settlement communities if
Spills/Leak of Hazardous
Low surrounding populations (if Fire Service  DC Office necessary
Materials in Land and Water
required)  Petro Bangla
 Clean-up once emergency has
been
Mitigated.
In the event there is a major disturbance and traffic

 Security check points  Police safety is affected, the Bridge and/or its alignment will
Civil Disturbance Low Bangladesh Army
 BBA be closed temporarily and vehicles will be exited off the
route to the closest exit point
Credible Terrorist Threat:

 Increased security and police
presence
 Security check points or
 Closure of the route
 Police
Terrorist Event/Threats Medium Actual Terrorist Event: Bangladesh Army In case of actual terrorist event nearest police station
 BBA
 Closure of the approach roads should take proper measure.
and approach bridges
 Evacuation of all levels of the
Bridge and its alignment.
 Appropriate police and/or military
action
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Toward this end in view, it is recommended that the Project Director (PD) from BBA assumes the
overall responsibility of environmental management and monitoring. PD may constitute a team with
adequately relevant manpower and expertise to ensure proper environmental monitoring, and to
take appropriate measures (as outlined for mitigating any adverse impact and enhancing beneficial
impacts resulting from the proposed Bridge construction activities. Through this team, PD will make
sure that the contractor undertakes and implements appropriate measures as stipulated in the
contract document, or as directed by PD toward ensuring proper environmental management of the
project activities.
Environmental management during pre-construction phase needs to focus on addressing possible
impacts arising from:
 alignment of the proposed Bridge (for any disturbance to normal environment of the areas it
passes through); and
 land acquisition for the proposed Bridge alignment (loss of land/property, permanent
dislocation/displacement of population (if any) and loss of income to affected persons).
Environmental management during construction phase needs to focus on addressing following
issues:
 air pollution and noise
 drainage congestion
 loss of income to affected persons
 temporary dislocation/displacement
 traffic congestion
 safety (including occupational health and safety)
 employment
Environmental management during construction phase needs to focus on addressing the following
issues:
 air pollution and noise
 traffic impacts.
Mitigation measures toward addressing the above issues are listed in Table 11.2 need to be ensured
proper implementation and monitoring in the field under the supervision of PD.
Plan for overall management of the environment pertaining to various interventions of proposed
Bridge alignment encompassing the impacts, mitigation measures, implementing agency and nature
of cost, could be as under (Table 11.2).
92
Table 11.2: Overall Environmental Management During Various Phases of the Proposed Bridge and its Alignment
Implementing
Sl. Nature of
Impacts Mitigation Measures Agency/
No. Cost
Responsibility
A During Pre-Construction Phase
Development of the designs for the proposed Bridge needs, as far as possible and Executive agency/ Consultanc
Impact on Landscape and
i) practicable, to be compatible with the natural and physical features of the environment of Consultant/ y Cost and
Aesthetics
the Bridge alignment and that of the area surrounding it. contractor EMP
B During Construction Phase
Executive agency/
Failure of advance planning Selection of camp sites needs to be done in consultation with the local authority and local Contract
ii) consultant/
for contractor camps people. Necessary infrastructure facilities shall be provided Cost
contractor
Soil works shall be avoided during rainy season;
Contract
iii) Soil Loss/ Soil Erosion Protection of erosion risk zone can be done through adopting appropriate engineering Contractor
Cost
measures.
All waste will be collected and disposed of to approved waste disposal sites; Contractor Contract
iv) Soil Pollution
POL shall be stored in specified quantities and at identified locations Cost
Avoid/ control spilling of oil, grease and paints;
Contract
v) Water Pollution Construction Spoils shall be disposed at specified site; Contractor
Cost
Prevent the wastewater from construction site entering into water resources
Contractor/Distric Contract
vi) Water Pollution Contingency plans for clean-up of spills of oil, fuel, and toxic chemicals
t Authority Cost
Proper sanitation, health care, solid waste disposal, adopt disease control measures and
vii) Health Risk Contractor EMP Cost
employment of local man power
Construction plants and equipment shall meet emission standards and will be maintained Contractor Contract
viii) Air Pollution
and operated in a manner that ensures relevant air discharge regulations. Cost
Water should be sprayed on unsealed / dust generating surfaces and stockpiles during the
construction phase,
After the compacting sub base, water spraying should be done at regular intervals to Contractor
ix) Air Pollution (Dust) EMP cost
prevent dust.
Vehicles delivering materials should be covered to reduce spills and dust blowing off the
load.
93
Implementing
Sl. Nature of
Impacts Mitigation Measures Agency/
No. Cost
Responsibility
Hauling trucks shall maintain a speed of 40 km per hour
Air pollution by exhaust
fumes and dust from
Regular maintenance of construction vehicles and equipment in order to reduce emission of Contractor Contract
x) excavators, bulldozers,
exhaust fumes. Cost
graders as well as site
clearing)
Noisy activities to be scheduled to occur within prescribed normal working hours Contractor Contract
xi) Noise Pollution
Wearing of ear plug working on noisy area; Cost
The use of sound barriers or other measures should be considered where warranted. Contract
xii) Noise Pollution District Authority
The public will be educated about the regulations of noise from vehicles Cost
Increase in Water Workers camp shall be provided with treated water: Contract
xiii) Contractor
Demands Use of good quality water for construction works; Cost
There shall be provision of education both to the local community on STDs and HIV/AIDS
xiv) Health Impacts Contractor EMP Cost
using aids such as pamphlets, talks, etc.
District Authority/ Contract
xv) Accidents (Safety) Display signage and signals, (at peak time) may be put in place.
Local Police Cost
Workers shall be provided with helmets at work site, those working on excavator, etc., shall Contractor and
Contract
xvi) Worker Safety be provided with ear plug, job rotation and labour working in dusty environment shall be Implementing
Cost
facilitated with and in swampy areas gum boots shall be provided. Agency
94
11.5. Monitoring Program

The primary objective of environmental monitoring is to record environmental impacts arising out of
activities related to proposed Bridge construction and to ensure implementation of the earlier
identified mitigation measures in order to reduce or ameliorate or bring down the intensity and
extent of adverse impacts.
Monitoring during Construction Phase, apart from general monitoring and supervision of all
construction activities, is to include important issues like air quality, noise quality, water quality,
drainage congestion, traffic congestion and safety issues.
EMMP presents a plan for monitoring qualities of air, noise and water during the construction phase
of the proposed Bridge and its alignment. Besides, the Project Director needs also to make necessary
arrangements for testing water quality, if any pollution is suspected. In addition, the Project Director
needs also to monitor possible drainage congestion (especially during wet season) and disruption of
traffic flow during construction process. An inventory of trees to be felled during this phase of the
project needs also to be maintained by the Project Director, so that proper compensation could be
made to affected persons and planting of trees of similar varieties could be done at suitable
locations. The Table 11.3 that follows hereunder corresponds to monitoring of environmental
qualities during the construction phase of the Bridge and its alignment.
Table 11.3: Monitoring of Air Quality, Noise Level and Water Quality
Monitoring Resources and
Parameters Monitoring Frequency Comment
Responsibility
Particulate Matter (PM2.5 Once in every two months; PM2.5 and PM10 measuring
and PM10) and/or as directed by the equipment; Responsibility of the
Project Director Construction Supervision
Contractor.
Results to be
Noise Level Once every two months, and/or Noise level measuring
as directed by the Project verified by a
equipment; Responsibility of the
Director. Monitoring
Construction Supervision
Team, led by
Contractor.
the Project
Water Quality Once in every two months; Equipment for
and/or as directed by the Director.
measuring/identifying pH,
Project Director. colour, turbidity, BOD5, COD,
phosphate, sulphate, oil and
grease, Pb, Cr, Cd.
Note: Actual monitoring time and location of monitoring should be decided by the Project Engineer, depending on the
location of specific activities
Monitoring during Operational Phase could also be done on the qualities of air, noise and water at
selected locations following the above monitoring plan.
11.6. Environmental Management and Monitoring Cost
Based on considerations made in the foregoing sections of this chapter, the cost of monitoring and
overall management of environmental aspects of ‘Construction of Karkhana Bridge’ is estimated in
the following tables (Table 11.4 as the Bill of Quantities (BoQ) and cost estimates of environmental
monitoring, and Table 11.5 as the estimated cost of EMMP)
95
Table 11.4: Bill of Quantities (BoQ) and Cost Estimates of Environmental Monitoring
Sl. Parameters Unit Locatio Samples / Frequency / No. of Years Rate Total
No. Monitored ns (no.) Location yr (BDT) (BDT)
1 Air Quality (SPM, Sample 6 1 4 5 (4 years 15,000 18,00,000/-

PM2.5, PM10, SO2, NO2 during
and CO) Monitoring construction
during construction and 1 year
during
operation)
2 Surface Water quality Sample 8 1(including 6(2 each 7 (1 year 8,000 26,88,000/-
monitoring during pre- at during wet during pre-
construction, upstreams and dry construction,
construction and and seasons of 4 years
operation phases downstrea the three during
ms of project construction
Kalabadar phases) and 2 years
and Tentulia during
Rivers) operation)
3 Noise levels during Sample 6 1 6(2 each 7 (5 years 2,000 5,04,000/-
pre-construction, during wet during
construction and and dry construction,
operation phases seasons of and 2 years
the three during
project operation)
phases)
TOTAL 49,92,000/-
Table 11.5: Estimated Cost of EMMP (excluding RAP and GRM) during Pre-Construction and
construction Stages of Bhola Bridge and its Alignment
Total
Unit rate Total cost
Item units/man-
(BDT) (BDT)
months
Post Feasibility Study Stage
Human Resource
Sr. Environmental Specialist (1) 350,000/- 3 10,50,000/-
Jr. Environmental Specialist (1) 200,000/- 3 6,00,000/-
Sr. Independent Environmental Consultant/BBA (1) 350,000/- 1 3,50,000/-
EQ Testing and Ecological Survey
Environmental quality testing (air, ground water and surface Lump-sum 1 30,000,000/-
water, noise, etc.)
Ecological survey within 5 km radius of the Alignment. Lump-sum 1 1,500,000/-
Pre-construction and Construction Stages
Human Resource
Sr. Environmental Specialist (1) 350,000.- 48 16,80,000/-
Jr. Environmental Specialist (1) 200,000/- 48 9,60,000/-
Sr. Independent Environmental Consultant/BBA 350,000/- 48 16,80,000/-
EQ Testing
Environmental quality monitoring (air, ground water and Lump-sum 1 10,000,000/-
surface water, noise, etc.)
Institutional Cost
BBA - Safeguard Unit Lump sum 1 100,00,000/-
BBA - Emergency Response Team Lump sum 1 100,00,000/-
96
Total
Unit rate Total cost
Item units/man-
(BDT) (BDT)
months
Unforeseen Miscellaneous Cost Lump-sum 1 75,00,000/-
Total Estimated Budget BDT cores 17,97,00,000/-
Total Estimated Budget (in million USD) 2,114,117/647
97
12. CONCLUSION AND RECOMMENDATION

12.1. Introduction
It is an undeniable fact that a project aimed at creation and upgrading of significant infrastructure
like the proposed Bhola Bridge will tantamount to immense benefits toward enhancement of overall
socioeconomic conditions of the region. The proposed Bridge will be constructed along the highway
connecting Barisal and Bhola and over the rivers Kalabadar and Tentulia and a charland that exists
in-between. From the consideration of the beneficial impacts of the project on local people at large,
a meaningful and sustainable development through implementation of the project would be
possible provided the adverse effects can be minimized or mitigated through adoption of the control
measures properly. This would necessitate vigilant care, subsequent management practices and
adequate financial involvements..
The proposed bridge construction is not expected to have significant negative environmental and
social impacts, and will make a significant contribution to environmental and social enhancements.
The conceptual framework of the overall proposed ‘Construction of Bhola Bridge’ necessitates
undertaking a planning and implementation process that can ensure environmentally soundness and
sustainability of required interventions in the hitherto regarded as a ‘green field’ which had not
previously been intervened. In this perspective, the above process need, hence, to focus on avoiding
or adequately minimizing negative impacts and supporting as well as enhancing positive impacts. All
predicted negative impacts could be avoided or adequately mitigated for, although this will require
detailed plans to be drawn up to adequately address the environmental sensitivity of the area within
which the proposed Bridge and its alignment will be constructed.
The current Environmental Impact Assessment (EIA) document has examined and assessed the
potential environmental impacts of the proposed ‘Construction of Bhola Bridge’, as the process and
activities in relation to it are classified by GoB falling in the Red category of projects spelt out in the
Environment Conservation Rules 1997. This EIA, in its methodology, has taken in account of the
engineering design, findings of field visits to the project location with a view to ground-truthing of
previously collected secondary data and information pertaining to the area through which the
proposed Bridge and its alignment will be constructed, conducted several FGDs and screening,
selecting as well as testing for the relevant parameters of baseline physical and social environment.
Through this process an assessment has been undertaken of the potential environmental and social
impacts attributable to the construction and operation phases of the Project. This EIA report is
intended for actions toward ensuring adherence to principles of environment-friendly overall socio-
economic sustainable development of the region within which the proposed Bridge is meant.
12.2. Findings and Recommendations

The impact assessment carried out under the EIA indicates little to insignificant negative
environmental and social impacts due to the construction of the proposed Bhola Bridge and its
alignment, and that the proposed Bridge will make a significant contribution in enhancing vehicular
movement and transportation of goods and services along with sustaining and furthering
environmental and social parameters within and among various parts of the area. In addition to
above, this chapter draws together the significant findings of the EIA and makes recommendations
for consideration by the approval authority – the Department of the Environment and for action by
the Bangladesh Bridge Authority.
Findings on the environmental baselines in respect of ambient air, surface water, ground water,
noise levels and flora and fauna at various points of the project area indicate ambient air quality as
within the acceptable limits and, however, deviation from standard values pertaining to BOD5 in
respect of surface water quality, all parameters tested for ground water quality within acceptable
98
limits and hourly average noise level, too, measured at all the six locations as within acceptable
limits. Availability as well as abundance of terrestrial and aquatic flora and fauna in the areas under
the proposed ‘Construction of Bhola Bridge’ resemble with those of other areas of the country.
Climatic, topographic, physiographic, hydrographic, seismic features of the environment of the area
are area-specific. Details of baselines have been discussed under Chapter 5 of this EIA Report.
Identified impacts during the three phases of pre-construction, construction and operation of the
proposed Bridge and its alignment have been discussed in Chapter 6 of this EIA Report and are
summarized as under.
 Pre-Construction Impacts: Demolition of buildings/structures, felling of trees, displacement of

people and business.
 Construction Impacts: Dust emission, exceedance of noise level, surface water pollution, traffic
congestion, waste generation, opportunities for employment.
 Operation and Management Impacts: Pollution from spills, lowering of noise level, reduced traffic
congestion, less air pollution.
Chapters 7 and 8 of this EIA Report correspond to mitigation of the above identified impacts.
Recommendations have been made by way of Environmental Management and Monitoring Pan
(EMMP) in the Chapter 11 of this EIA Report. Cost of monitoring and overall management of
environmental aspects of ‘Construction of Bhola Bridge’ is estimated to BDT 49,92,000/-- as Bill of
Quantities (BoQ) and BDT 17,97,00,000/- as cost of EMMP.
12.3. Conclusion
The proposed ‘Construction of Bhola Bridge’ will have adverse impact on property at the
preconstruction stage which can be dealt with payment of proper compensations for loss of land
assets and livelihood together with replacement of trees at the conclusion of construction.
Adverse construction impacts can be managed to acceptable level by implementation of the EMMP.
Operational impacts generally will be beneficial. Possible adverse impacts arising from operation of
this project can be managed by implementation of the proposed ERP.
99

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Government of the People’s Republic of Bangladesh

Bangladesh Bridge Authority

Feasibility Study for Construction of Four Bridges of

Tung Char Gazir Char

Outline of the Project Features

Significant features of the Project are as under:

Minimum Clearance (m)

Class I 18.30 76.22

Class II 12.20 76.22

Class III 7.62 30.48

Class IV (including seasonal rivers) 5.00 20.00

Geometric Design of Standards to be Used in the Project:

DESIGN PARAMETER VALUE

Main Bridge/Approach Bridge

Design Standard for live load AASHTO LRFD (2012)

Design Speed 80 km/hr (max)

Curve radius (minimum) 250 m

Single lane carriageway width 3.65 m

Two-lane carriageway width 7.60 m

Four-lane carriageway width 15.20 m

For Extradosed PC Box Girder Main Bridge

Median width 2.50 m

Side safety barrier width (each side) 0.50 m

4-Lane, total width in/c sidewalk & safety barrier 18.70m

For PC Girder Approach Bridge

Median width 0.65 m

Side safety barrier width (each side) 0.50 m

4-Lane, total width in/c sidewalk & safety barrier 16.85m

Side friction Superelevation 6% (max) 0.15

Longitudinal Gradient 4% straight (Max)

Cross fall 2.5%

over road 5.7 m (min)

Major physico-chemical parameters considered for assessment of environmental impacts

Table ES1: Summary of Anticipated Impacts on Physical-cum-Biological Environment and

Anticipated Impacts on Physical and Biological Environment

Anticipated Impacts on Socio-economic Environment

[Note: L = Long-term impacts; S = Short term impact; P = Permanent impact -3 = High

System Potential Beneficial

Disturbance of aquatic (plankton &

Public nuisance due to noise, dust, exhaust

System Potential Beneficial

Major parameters considered for assessment of socio-economic impacts of project activities

Raising awareness of PAPs

Giving time to residents for

Construction of sanitary latrine

Ensuring adequate hygienic and

Possible development of Contractor to remove labour

Labour force coming Contractor to employ local work

Use of noise suppressors and

Ensuring all project vehicles in

Provision for adequate drainage

Plantation of trees particularly at

Preventing drainage of fuel,

Dredging should be done in a

Erection of signs (with lights)

Regular and routine briefing on

Providing alternative job

Employing local people in