Consrtuction Plan and Cost Estimate

CHAPTER 10
CONSRTUCTION PLAN AND COST ESTIMATE

THE KANCHPUR, MEGHNA, GUMTI 2ND BRIDGES CONSTRUCTION
AND EXISTING BRIDGES REHABILITATION PROJECT
Final Report
10. CONSTRUCTION PLAN AND COST ESTIMATE
10.1 Construction Plan
10.1.1 Construction Procedure
The construction procedure for the Project Bridges and access roads, based on the outline
design in Chapter 9, is shown in Figure 10.1.1 through Figure 10.1.3. In the pre-construction
stage, the compensation and resettlement works at the site, preparation works including
mobilization may start prior to the bridge civil works.
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Final Report
Kanchpur Bridge Pre-Construction Stage

- Resettlement of Houses
Preparation works
- Temporary road, Temporary yard and facilities, Mobilization of resources
New bridge Existing bridge Approach road
Foundation works
- SPSP foundation <P1 to P6>
- Cast-in-place RC-pile foundation
< A1, P7, A2>
Abutment and Pier works

- Abutment and Pier
<A1, P1, 3, 5, 6, 7, A2> Pier works
- RC lining at Pier
Superstructure works <P1 to P7> Approach road works
- Girder and Slab - Earth work
<A1 to A2>
Surface works Surface works

- Waterproof layer Superstructure works - Pavement
- Pavement - Deck strengthening - Guardrail
- Railing (Carbon fiber)
- Expansion joint replacement
<A1 to A2>
- Fail safe connection
<P5 to P6>
- Steel bracket
<A1, P1 to P4, P7, A2>
Surface works
- Waterproof layer
- Pavement
- Railing
Finishing works
- Electrical facilities, Miscellaneous, Demobilization
Figure 10.1.1 Construction Procedure for the Kanchpur Bridge
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Final Report
Meghna Bridge Pre-Construction Stage

Preparation works
Foundation works
- SPSP foundation < P3 to P10>
- Cast-in-place RC-pile foundation - Pile cap integration
< A1, P1, 2, 12, A2> <P1, 2>

- Abutment and Pier
<A1, P1 to P10, 12, A2> Pier works
- RC lining at Pier
<P1 to P12> Approach road works
Superstructure works
- Girder and Slab - Earth work
<A1 to A2>

- Waterproof layer - Pavement
- Pavement - Guardrail
- Connecting girder
- Railing
<A1 to P5, P6 to P10>
- Center hinge rehabilitation
<P5 to P6,>
<A1 to A2>
- Steel brackets
<A1, P11 to A2>
Surface works
- Waterproof layer
- Pavement
- Railing
Finishing works
Figure 10.1.2 Construction Procedure for the Meghna Bridge
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Final Report
Gumti Bridge Pre-Construction Stage

Preparation works
Foundation works
- SPSP foundation <P1 to P8>
- Cast-in-place RC-pile foundation
< A1, P9 to P16, A2>

- Abutment and Pier
<A1, P1 to P16, A2>
Pier works
- RC lining at Pier Approach road works
<P1 to P16> - Earth work
- Girder and Slab
<A1 to P9, P9 to A2>

- Waterproof layer Superstructure works - Pavement
- Pavement - Connecting girder - Guardrail
- Railing <A1 to P5, P6 to P11,
P12 to A2>
- Center hinge rehabilitation
<P5 to P6, P11 to P12,>
<A1 to A2>
- Steel bracket
<A1, 2>
Surface works
- Waterproof layer
- Pavement
- Railing
Finishing works
Figure 10.1.3 Construction Procedure for the Gumti Bridge
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Final Report
10.1.2 Preparation Works
(1) Temporary Road
Temporary roads should be 8 m to 15 m wide, which will be well compacted gravel road and
durable enough to accommodate heavy loaded trucks and equipments.
(2) Construction Yard and Facilities
Construction yards will be flat and covered with gravel. Construction yards at the Kanchpur
Bridge Dhaka side, Meghna Bridge Chittagong side and Gumti Bridge Dhaka side should be
prepared and facilitated with contractor’s office, engineer’s office with quality control system
installation, equipment workshop and parking space, concrete and asphalt plants, stockyard
for various materials. The temporary yards and facilities should be demolished when the
construction is completed. Figure 10.1.4 through Figure 10.1.6 show the locations of
construction yards for the respective bridges.
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Final Report
Figure 10.1.4 Construction Yard and Temporary Road at the Kanchpur Bridge Site
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Final Report
Figure 10.1.5 Construction Yard and Temporary Road at the Meghna Bridge Site
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Final Report
Figure 10.1.6 Construction Yard and Temporary Road at the Gumti Bridge Site
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Final Report
10.1.3 Bridge Civil Works
The procedures for the construction of the 2nd bridges and the rehabilitation of existing
bridges are listed below sequentially.
① Foundation: As is planned the foundation of the 2nd bridge will unify with that of adjacent
existing bridge, therefore the construction of the 2nd bridge-foundations along with the
retrofitting of existing bridge-foundations will start simultaneously.
② Pier and abutment: Sequentially, the construction works for piers and abutments of the 2nd
bridge is planning to complete. Prior to their construction completion, the retrofitting works
for piers and abutments of existing bridges will start.
③ Superstructure of the 2nd bridge: Prior to the completion of bridge substructure works
defined in ① through ②, the construction of 2nd bridge-superstructure (girder, slab and floor-
slab system) will be start. Whenever the overall construction of the 2nd bridge will complete,
the 2nd bridge will be opened and operative to road users.
④ Superstructure of existing bridge: Prior to the 2nd bridge becoming operative to road users,
the rehabilitation works of existing bridge-superstructure will be started. The existing bridges
will be operative to road users prior to completion of re-pavement and rehabilitation works.
(1) Foundation Works
1) Cast-in-place RC pile foundation
Cast-in-place RC pile foundation method will be adopted for the piers in shallow scouring
zone as stated in Chapter 9. Excavation of the piles will be done by applying the “Reverse
Circulating Method”. Their pile cap construction will be followed prior to drying up the
inside of cofferdam.
Existing bridge New bridge
４０ｔ crawler crane
Reverse circulation
drill Reverse circulation drill
10500 1225 15600

Casing tube ４０ｔ crawler crane
1500
3250
▽RL-6.500
▽RL-8.000
13500
10500
13500
7000
2500
Cofferdam by SPSP
3250
1500
Existing bridge
New bridge
CAST IN SITU RC PILE
CAST IN SITU RC PILE
φ1.5m N=8, L=62.0m
φ1.5m N=8, L=62.0m
1500 27325 1500

30325
Figure 10.1.7 Reverse Circulating Method
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Final Report
The construction procedure of Cast-in-place RC pile foundation under shallow scouring zone
is listed below and their sequence is schematically shown in Figure 10.1.8.
i) SP driving along the circumference v) Cast-in-place RC pile foundation
ii) Dewatering from the excavated area vi) Sealing concrete
iii) Setting bracing struts/H-beams vii) Pile cap over the sealed concrete
iv) Excavating soil viii) Pier construction

ⅱ) Discharge Water-Dry Up ⅵ) Seal concrete
ⅰ) SP driving ⅳ) Excavate ⅶ) Pile cap
ⅲ) Setting Bracing ⅴ) Cast-in-place RC pile ⅷ) Pier
S.H.W.L ▽RL+5.05 S.H.W.L ▽RL+5.05 S.H.W.L ▽RL+5.05 S.H.W.L ▽RL+5.05
Riverbed Riverbed Riverbed Riverbed
(Supporting layer） (Supporting layer） (Supporting layer） (Supporting layer）
Figure 10.1.8 Construction Sequence in Shallow Scouring Zones
2) Steel Pipe Sheet Pile (SPSP) foundation
The SPSP method will be adopted for the construction of new foundations in severe scouring
zone as stated in Chapter 9. This method is also adopted to retrofit the adjacent existing pile
foundations. Moreover, the existing caisson foundations in shallow as well as severe scouring
zones, which need rehabilitation, will be retrofitted by this method. Their pile cap
construction will be followed prior to drying up the inside of cofferdam. The construction
procedure of SPSP foundation under severe scouring zone is listed below and their sequence
is schematically shown in Figure 10.1.9.
i) SPSP driving along the vii) 1.5 m clear space above the
circumference aggregate base which covers existing
foundation
ii) Cleaning by Airlift pump
viii) Drying the space above the aggregate
iii) Concrete placement under water
base
by Tremie pipe
ix) Sealing concrete
iv) Aggregate Placing
x) Pile cap over the sealed concrete
v) Dewatering
xi) Pier construction
vi) Setting bracing struts/H-beams
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Final Report
ⅰ) SPSP driving ⅱ) Cleaning of Base ⅳ) Aggeregate Placing

ⅲ) Concrete Placement
S.H.W.L ▽RL+5.05 S.H.W.L ▽RL+5.05 S.H.W.L ▽RL+5.05
Riverbed Riverbed Riverbed
(Supporting layer） (Supporting layer） (Supporting layer）
ⅴ) Discharge Water-Dry Up ⅶ) Aggeregate Placing (Dry Work) ⅹ) Pile cap

ⅵ) Setting Bracing ⅸ) Seal concrete xi) Pier
S.H.W.L ▽RL+5.05 S.H.W.L ▽RL+5.05 S.H.W.L ▽RL+5.05
Riverbed Riverbed Riverbed
(Supporting layer） (Supporting layer） (Supporting layer）
Figure 10.1.9 Construction Sequence in Severe Scouring Zones
(2) Pier and Abutment Works

At first the construction works for piers and abutments of the 2nd bridge will be done without
any cofferdam protection. Thereafter, the RC-lining works as a seismic retrofitting of existing
piers will be done. It should be noted that the height of one lift for concrete filling will be
around 2 m for piers considering productivity.
(3) The 2nd Bridge-superstructure Works
1) Steel Girders
The preparation works for the superstructure will be started prior to constructing an
earthwork slope to the abutment for an approach road. The girder launching for the 2nd
Kanchpur Bridge will start from Dhaka side, while that for the 2nd Meghna and the 2nd Gumti
Bridges will start from both of Dhaka side and Chittagong side. Three steel narrow box
girders will be unified to launch easily. For assemblage the steel girder, the high tension bolts
shall be used. The launching of one segment length of steel girder over the river portion will
be 10 m approximately in the longitudinal direction, while that over land portion directly
follows the erection support method. The launching of steel girder will be completed in four steps;
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Final Report
① Launching equipments and bridge girders will be assembled at the yard behind the
abutment slope.
② Launching equipments and the steel girders will be pushed forward to the next pier.
③ When launching girder reached the next pier, the next girders will be assembled one by
one.
④ The launching equipments and pushing equipments will be demobilized and the steel
girders will be jacked down for fixing the bearing shoes.
Steel continuous narrow box girder bridge 930000
48500 87000 87000 87000
160t Hydraulic Crane A1 P1 P2 P3 P4

Direction of Launching
(For the main girder assembly)
Erection Nose L=56.0m Launching

Connected Girder Launching equipment
2500 Launching equipment
Launching equipment Launching equipment
Direction of Launching
Truck Truck Truck

M-5 m
M-1 0m 0.9
RL- M-6
RL+3. 0.5m
Wire bridge
0 20 40
Rail equipment for sending 0 20 40

RL-
0 20 40
M-7 .9m M-2 .3m

RL-8 RL-8
Sending yard 　136.0m 0 20 40
0 20 40

48500 87000 87000 87000
P1 P2 P3 P4
25t Rough terrain Crane

(For the installation and removal of temporary facilities) Lowering equipment Lower
Lowering equipment Lower
Lower Lowering equipment Lower Lowering equipment Lower
5.4m
5.4m
5.4m
5.4m
5.4m
A1 M-5 9m
M-1 m RL-0.
3.0 M-6 m
RL+ 0.5
Descenting equipment Wire bridge
0 20 40
RL-
0 20 40
0 20 40
M-7 9m M-2 3m
RL-8. RL-8.
0 20 40
0 20 40

48500 87000 87000 87000
A1 P1 P2 P3 25t Rough terrain Crane＋Assembled BargeP4 25t

(For the installation and removal (For
of temporary facilities) of t
25t Rough terrain Crane 25t Rough terrain Crane Direction of Launching
160t Hydraulic Crane (For the installation and removal (For the installation and removal
(For the main girder assembly) of temporary facilities) of temporary facilities)
Connected Girder Erection Nose L=56.0m
2500
New bridge
R=1
8m
18
19
20
21
22
23
24
23
25
Existing bridge
Figure 10.1.10 Steel Girder Erection Approach
2) Pre-cast floor slab
Prior to the completion of steel girder launching, the construction works of PC floor slab will
start. It should be noted that the in-situ concrete will be used for casting the PC slab. After the
completion of their construction works, the bridge pavement works along with installation of
expansion joints as well as other ancillary works will be completed sequentially.
73200 54900
P5 P6
HWL=+5.08
▽RL+1.500 ▽RL+1.500
Figure 10.1.11 Slab Construction Approach
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Final Report
(4) Rehabilitation and retrofitting works of existing bridge-superstructure
The rehabilitation works of existing bridge-substructure comprises the rehabilitation of PC

box girder of existing Meghna and Gumti Bridges. Specifically, this rehabilitation is mainly
concerned with reducing the number of expansion joints and hinges, which can be achieved
by connecting the segmented girder. The segmental girder should be connected by filling in-
situ concrete and inserting PC bar in hinge part so to act as a monolithic joint. Moreover, the
external cable tensioning along with carbon fiber sheet adhering on the bottom of the slab
should be done so that they can restrain the excess bending moment to be generated from box
girder continuity. The sequence of their construction works are shown in Figure 10.1.12.
On the other hand, the retrofitting of PC floor slab of existing Kanchpur Bridge will be done
by increasing the floor slab thickness which shall be designed in accordance with JRA
loading condition. All the existing damaged expansion joints should be replaced by finger
type expansion joints.
Central hinge
Construction process 4000

870 300 1660 300 870
PC bar required for monolithic joint（SBPR930/120、φ32） Removal of expansion joint and its surrounding portions
※　Bearing not to be removed Drilling（φ50）
STEP-1: Removal of expansion joint in top slab and chip bottom slab
Weld rebar for connecting to longitudinal
500
rebar in top and bottom slab. Drill hole for

1900
external cable and PC bar. Arrange steel pipe

1100
Edge of steel pipe（φ101.6）

for external cable and PC bar for connecting.
300
Chipping girder at lower end Drilling（φ125）
2260
1660
Concrete sealing。
STEP-2: Cast concrete for connecting.
Having confirmed hardened concrete strength.
500
PC bar for connecting Monolithic joint by PC bar tensioning in hinge part

1900
1100
300
Post tensioning outer cable（F200TS, n=8）
STEP-3: Arrange and stress external cable.

Adhere carbon fiber sheet on bottom slab
12000
Carbon fiber sheet adhering（higher elastic、self weight：300g/m2、along Br. axis：10 layer）
Figure 10.1.12 Continuity in Box Girder
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Final Report
10.1.4 Construction Works for the Approach Road
(1) Subbase
Subbase with 400 mm thick, excluding the shoulder, should be made of well graded crushed
stone. They should be compacted by Vibrating Roller (7 - 8.5 ton).
(2) Base
Base course with 350 mm thick should also be made of well graded crushed stone (for the
carriageway and shoulder). They should be compacted by Road Roller Macadam (12 ton) and
Pneumatic Tire Roller (8 - 20 ton).
(3) Binder Course
The thickness of the binder course is designed as 200 mm wearing course, which should be
compacted by Road Roller Macadam (12 ton) and Pneumatic Tire Roller (8 - 20 ton).
(4) Wearing Course
The thickness of the wearing course is designed as 50 mm wearing course, which should be
compacted by Road Roller Macadam (12 ton) and Pneumatic Tire Roller (8 - 20 ton).
10.1.5 Finishing Works
(1) Electrical Facilities
Within last six months of the construction period, all the necessary electrical facilities will be
installed. The facilities include;
 Road lighting with poles
 Panels, pull boxes, cable and conduit for the lighting
 Power receiving system
 Obstacle lights and lighting protection system
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Final Report
(2) The Other Facilities
Following the foregoing works, the other minor works must be completed before the
completion of the Project.
 Road Signs and Road Marking
 Kilometer Posts
 Fencing, if necessary
 Landscaping and Planting
10.1.6 Construction Schedule
The overall completion of construction and rehabilitation works including mobilization and
demobilization for three bridges are shown in Figure 10.1.13.
The construction of 2nd bridge-substructure along with the retrofitting of existing bridge-
substructure will start simultaneously and is proposed to be completed by 2-years, while the
construction of 2nd bridge-superstructure will take another 1-year for completion. Prior to
overall completion of 2nd bridge, the rehabilitation works of existing bridge-superstructure
will start. Accordingly, the overall construction of 2nd bridge including rehabilitation of
existing bridge will take 3.5-years for completion.
In case of Meghna Bridge, the construction of 2nd bridge-substructure along with the
retrofitting of existing bridge-substructure will initiate from P7-P10 located under severely
scouring zone. Prior to completion of the substructure works, the 2nd bridge-superstructure
work will start and take more than 1-year for completion. It is found that the overall
construction works of 2nd bridge will take 4-years for completion. Afterwards another one
year is allocated for the completion of rehabilitation works of existing bridge-superstructure.
Therefore, the overall construction of 2nd bridge including rehabilitation of existing bridge
will take 5.0-years for completion. Furthermore, if the construction equipments are shifted to
Meghna Bridge construction, prior to completion of Kanchpur Bridge substructure, the
Meghna Bridge construction will be speeded up reasonably and its total construction
schedule can be shortened by six months accordingly.
The construction sequence of Gumti Bridge is same as that of Meghna Bridge but differs in
way that the construction and the retrofitting works for substructure will initiate
simultaneously from both ends. The construction period of Gumti Bridge is expected to be
same as that of Meghna Bridge.
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Final Report
Year 2016 2017 2018 2019 2020 2021
8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7
Month
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60
Kanchpur Bridge
Approach Road
Preparatory work
Superstructure
Erection
slab
Surfacing
Retrofitting
Preparatory work
A1
P1
P2 (Only exist)
Substructure
P3
P4 (Only exist)
P5
P6
P7
A2
Demobilization
Meghna Bridge
Approach Road
Preparatory work
Superstructure
Erection
slab
Surfacing
Retrofitting
Preparatory work
A1
P1
P2
P3
P4
Substructure
P5
P6
P7
10-16
P8
P9
P10
P11 (Only exist)
P12
A2
Demobilization
Gumti Bridge
Approach Road
Preparatory work
Superstructure
Erection
slab
Surfacing
Retrofitting
Preparatory work
A1
P1
P2
P3
P4
P5
P6
Substructure
P7
P8
P9
P10
P11
P12
P13
P14
P15
P16
A2
Demobilization
Note: Construction of the foundation of Meghna Bridge starts from the pier which scoring is severe such as P8, P7, P9
Figure 10.1.13 Construction Schedule

Final Report
10.2 Cost Estimation
10.2.1 General Conditions of Cost Estimation
(1) Term of Cost estimation
The unit prices of resources (material, equipment and labor) adopted for this estimation are
those prices in use at the time of July, 2012.
(2) Exchange Rate
The exchange rate adopted for this cost estimate is the prevailing average rate of exchange in
December, 2012 (adopted by JICA as “General Guidelines of Appraisal for FY 2012), as
shown hereunder;
US$ 1 = 79.0 Yen
US$ 1 = 81.7 BDT
BDT 1= 0.966 Yen
The exchange rate quoted above is used elsewhere in this report when Local Currency (LC) is
converted into Foreign Currency (FC).
(3) Price Escalation
Confidential
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Final Report
Confidential
10.2.2 Cost Estimation
(1) Construction Cost
Construction cost has two components: direct cost and indirect cost. Direct cost is mainly
estimated based on the results obtained from the outline design, quantity take-off of each
work item, and the studies on construction planning and methods as described in the previous
sections.
Confidential
Table 10.2.1 Construction Cost
Confidential
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Final Report
(2) Consulting Services
The following costs are estimated for the consulting services;
 Detailed Design Cost
 Preconstruction Process/Tender Assistance Cost
 Construction Supervision Cost
The above consulting services items are determined based on the total number of manpower
hours (national and international level) required to implement the project. The total number
of manpower hours is determined based on expected manpower required for project
implementation (D/D, tendering and C/S). The estimated engineering cost is shown in Table
10.2.2.
Table 10.2.2 Engineering Cost
Confidential
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Final Report
Table 10.2.3 Manning Schedule for the Consulting Service
Confidential
10-21
Final Report
(3) Operation and Maintenance Costs
The operation and maintenance cost includes the cost for the approach road and bridge
maintenance (routine and periodic), facilities for toll gates and their operation. The details of
Operation and maintenance costs are quoted in “Chapter 11: Operation and Maintenance
Administration”.
(4) Compensation Cost
The following costs are estimated at the Preconstruction Stage.
 Resettlement of Houses and Public/ Private Structures
 Relocation of Utilities
The detailing of compensation cost is shown elsewhere in RAP report.
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Final Report
(5) Project Cost Estimate
Table 10.2.4 Project Cost
Confidential
10-24
Final Report
10.2.3 General Terms of Reference for Project Implementation
(1) Scope of Works of General Consulting Services
The main feature of the general consulting services is to lead the Project to be successfully
completed timely. This will be achieved through the following;
1) Engineering/Detailed Design
 Review of the Feasibility Studies and relevant existing reports;
 Preparation of the detailed design;
 Cost estimates based on the detailed design; and
 Financial analysis based on the revised cost estimation and toll policy.
2) Bid Assistance
 Preparation of bidding documents, assistance for RHD to select the Contractor: bid
evaluation; award of the contract; contract negotiation; and finalizing the contract
documents.
3) Construction Supervision
 Supervision of Works comprising aforementioned three components of bridge

rehabilitation and construction;
 Guidance on Operation and Maintenance measures (Preparation of Manual, Training

plan, and others) for RHD officials and outsourcing;
 Guidance on Weighbridge and its Control for outsourcing, and;
 Capacity building for Operation and Maintenance.
4) Safeguards Assistance
 Environmental and Social Considerations (updating, implementing, and facilitating the

Resettlement Action Plan (RAP) , Environmental Management Plan (EMP), and the
Environmental Monitoring Plan (EMoP), and other relevant considerations)
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Final Report
5) Safety Considerations (Complying with Safety policy based on JICA policy)
6) HIV/AIDS prevention
7) Dispute Board (DB) assistance
8) Transfer of Technology
9) Others
 Assistance in implementation of Information Campaign and Publicity (ICP) Program,

and PR of the Project
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CHAPTER 11
OPERATION AND MAINTENANCE
ADMINISTRATION
Final Report
11. OPERATION AND MAINTENANCE ADMINISTRATION
11.1 Overview of Roads and Bridges
11.1.1 Roads
The road network consists of six road categories, namely National Highways, Regional
Highways, Zilla Roads, Upazila Roads, Union Roads and Village Roads (GoB, 2004). The
Roads and Highways Department (RHD) under the Ministry of Communication (MoC) of
Bangladesh manages about 21,571 km of the three upper categories that make up 8 % of the
total road network as shown in Table 11.1.1. The density of National Roads is 15 km / 100
km2 of land and 144km/million people. The road asset value, excluding land and bridges, is
currently BDT 254.710 million. Although the asset value is increasing, the percentage of
asset loss is also increasing because of under-investment in road maintenance and
rehabilitation.
Table 11.1.1 Road Network in Bangladesh
Indicators Value Percentage Descriptions

Roads connecting cities and towns (e.g. national,
Main Roads (RHD) 21,571 km 8%
regional, Zilla); under government of Bangladesh.
Roads connecting villages with local government
Classified Rural Roads 78,495 km 29 % centers and main roads; under national or local
governments
Village roads connecting villages with Union HQs,
Other Rural Roads 171,335 km 63 % local markets, farms and Ghats or with other villages
and roads within villages
Road-length Total 271,401 km 100 %
National Road Density unit Km/1 As a result of 21,571/149,772,364
144.2
in terms of Population mill. people (Population:149,772,364)
km/100 sq.
National Road Density As a result of 21,571/147,570 (Land area:147,570
14.62 km total
in terms of Land km2)
land area
Source: WB Web site Transport in South Asia -Bangladesh-Highway data; Road Master Plan (2009), and Bangladesh Bureau of Statistics
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Final Report
11.1.2 Bridges
The number of bridges within the RHD road network (National highways, regional highways
and Zilla roads) has also increased dramatically since 1991. Accordingly, the growth in the
number of bridges in the last 20 years is shown in Table 11.1.2. In accordance with current
data available at the RHD home page, the numbers of bridges monitored and maintained by
RHD administration are 18,356 which is around six times that in 1991. Table 11.1.3 shows
the breakdown of bridge structures by type.
In order to assess the need of repair, rehabilitation and reconstruction of bridges, RHD has
adopted a simple but effective way of reporting the condition of bridges / structures. This
method is set out in their Bridge Condition Survey (BCS) Manual. Accordingly, RHD has
conducted Bridge Condition Surveys for classified culverts and bridges in all types of the
roads to assess their damage condition. The existing condition of the classified structures are
divided into four categories;
 Category A: Good
 Category B: Minor Element Damage
 Category C: Major Element Damage
 Category D: Major Structural Damage
Table 11.1.2 Growth in Number of Bridges under RHD

2012
1991 2006
(Data from RHD home page)
No. of Total No. of Total No. of Total
culverts length culverts length culverts & length
&bridges (m) & (m) bridges (m)
bridges
National
1,012 55,393 3,617 64,837 3,649 65,013
Highways
Regional
302 9,896 3,535 43,828 3,612 44,370
Highways
Zilla Roads 1,843 26,383 7,560 75,933 11,095 109,920
Total 3,144 91,672 14, 712 184,598 18,356 219,303

Source: Road Master Plan (2009), and BMMS database, RHD, www.rhd.gov.bd
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Final Report
Table 11.1.3 Bridge Condition Category by Structure Type

Category Category Category Category No. of
Sl Structure Type
A B C D Structures
1 Box Culvert 7,554 1,016 794 131 9,495
2 Slab Culvert 2,554 494 755 207 4,010
3 RCC Girder Bridge 904 500 725 264 2,393
4 Baily with Steel Deck 570 132 213 59 974
5 PC Girder Bridge 282 61 52 11 406
6 Arch Masonry 149 61 87 36 333
7 RCC Bridge 127 34 68 16 245
8 Steel Beam & RCC Slab 76 35 89 30 230
9 Truss with Steel Deck 152 13 32 8 205
10 Truss with RCC Slab 17 4 8 1 30
11 Truss with Timber Deck 3 0 2 1 6
12 Baily with Timber Deck 11 2 6 4 23
13 PC Box 2 0 3 0 5
14 Pipe culvert 1 0 0 0
Total 12,402 2,352 2,834 768 18,356

Source: BMMS database, RHD, www.rhd.gov.bd
RHD has recorded all observations of deterioration as major or minor in extent. The general
criteria adopted for major deterioration are scouring, tilting, settlement, obstruction, cracks in
concrete / any crack in work steel, concrete spalling, damaged or missing sections and
missing bolts. Any other observations, which do not meet the above criteria and condition,
are recorded as minor. The numbers of all types of structures according to condition category
are given in Table 11.1.3.
In accordance with RHD classified structures, the type of existing Kanchpur Bridge is PC
Girder Bridge, whereas the existing Meghna and Gumti Bridges are ‘PC Box’ type.
Moreover, as per their survey data, the present condition of the existing three bridges falls
under ‘Category C’, that means they are in major elemental damage and need urgent
rehabilitation / replacement of major elements.
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Final Report
11.2 Ministry of Communication (Upper Level to RHD)
The Ministry of Communication (MoC) comprises two divisions, namely; Roads Division
and Bridges Division. The Roads Division plays a vital role in the socio-economic
development of Bangladesh since it governs the Departments / Organizations which are
playing very important roles in infrastructure development, namely;
 Roads & Highways Department (RHD)
 Bangladesh Road Transport Authority (BRTA)
 Bangladesh Road Transport corporation (BRTC)
 Dhaka Transport Co-ordination Board (DTCB)
The principal motto of the Roads Division is to ensure the improvement of the socio-
economic condition of the nation through formulating policies regarding roads and road
transport in addition to the construction, development, expansion and maintenance of
environmentally-friendly and user-friendly integrated road transportation.
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Final Report
11.2.1 Organization Chart of MoC
Organization Chart of MoC and respective officers under Roads Division are shown below.
Total number of MoC officers is 157 as of May 2011.
Organiz ation Chart of M oC Secretary As of 25/5/2011
Additional Joint Secretary Joint Secretary

Joint Chief
Secretary (Administration) (Development)
Dep. Secretary Dep. Secretary Dep. Secretary Dep. Chief

Dep. Secretary
(Transport) (BRTC) (Development) (Finance)
(Administration)
Transport Collection & Senior Ass. Secr. Development Assistant. Chief

Section 1 Distribution Sec. BRTC Section Section 1
Transport Transport Development Assistant. Chief

Section 2 Section 2 Section 2
( Law cell )
Development Statistician
Dep. Secretary Section 3
(Roads & Highway) Administ.-1
Senior System Ana.
Section 1 (ITC cell)
Dep. Chief
R& H Administ.-2 (Engineering )
Section 1 Section 2
System Analyst
-1
R& H Administ.-3 Assistant. Chief
Section 2 (Audit) RH-1
System
Analyst-2
Administration Assistant. Chief
R& H RH-2
Section 3 (Discipline)
Assistant. Chief
RH-3
Sourc e: M oC Web site: www.m oc .gov .bd
Figure 11.2.1 Organization Chart of Ministry of Communication (Roads Division)
Table 11.2.1 Ministry of Communication’s Officers Class and Numbers (Road Division)
Name of the position Number
Secretary 1
Additional Secretary 1
Joint Secretary/ Joint Chief 3
Deputy Secretary/ Deputy Chief/ Law Advisor 8
Senior System Analyst 1
Sr Asst. Secretary/ Asst. Secretary/ Law Officer 14
Sr. Asst. Chief/ Asst. Chief 6
Private Secretary of Secretary 1
System Analyst/ Programmer/ Maint. Engineer
Engineer/ Asst. Programmer/ Asst. Maint. Engineer 12
Accounting Officer 1
Total 1st Class 48
Total 2nd Class 29
Total 3rd Class 41
Source: MoCTotal
Web 4th
site:Class
www.moc.gov.bd 39
Total Number (All Class) 157
Source: MoC Web site: www.moc.gov.bd
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Final Report
11.3 Roads and Highways Department (RHD)
The Roads and Highways Department (RHD) was founded in 1962 as an offshoot of the
Construction and Building (C&B) organization. The Department is responsible for the
construction and maintenance of the major road network of Bangladesh.
Since the Department was founded the size of the major road network in Bangladesh has
grown from approximately 4,500 km to the present network of about 21,571 km (Table
11.1.1). The Department is headed by a Chief Engineer who is supported by a number of
Additional Chief Engineers and personnel totaling 18,092 including temporary staff.
RHD annual budget from GoB amounts to approximately BDT 28,514 million. Of which,
about BDT 19,899 million is from the annual development budget and BDT 8,615 million
from the revenue budget in financial year 2005-06 (Source: RHD).
11.3.1 RHD: Responsible for National Roads
The legal basis of RHD is “The Highways Act 1925 (Bengal Act III of 1925)” whose
mandate is to have effective administrative control over Government highways and bridges
as well as land within the Right Of Way (ROW) and to facilitate efficient management at the
time of maintenance/construction of highways and related structures.
 RHD Road Network
RHD is responsible for the administration of the following classes: National Highways,
Regional Highways and Zilla Roads. The present situation of these roads is shown in Table
11.3.1.
Table 11.3.1 Condition of RHD Road Network
Total Length Paved Length Unpaved Paved

Road Class
(km) (km) Length (km) Road %
National Highways 3,570 3,485 85 98
Regional Highways 4,323 4,117 206 95
Zilla Roads 13,678 9,719 3,959 71
Total 21,571 17,321 4,250 80
Source: Road Master Plan (2009)
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Final Report
11.3.2 RHD’s Organization
The Department is headed by a Chief Engineer who is supported by a number of Additional

Chief Engineers (ACEs). The recent structure for RHD consists of five (5) Headquarter
Wings / Zones and nine (9) Field Zones, each headed by an Additional Chief Engineer who
reports directly to the Chief Engineer. In addition seven ACEs are also in place for the
following Projects;
 Joydepro – Mymensing Road Improvement Project (World Bank )
 RNIMP (Road Network Maintenance and Improvement Project )-1 Project (ADB)
 RNIMP-2 project (ADB)
 EBBIP (East Bangladesh Bridges Improvement Project)- (JICA)
 Dhaka - Chittagong 4-laning Project (GoB & JDCF)
 The 3-Bridges (3rd Buriganga, Tista and 2nd Sitalakhya Bridge) Project (KFAED :
Kuwait Fund for Arab Economic Development )
 The 3rd Sitalakhya Bridge Project (KFAED)
(1) Organization Chart of RHD
The organization structure of RHD is shown in Figure 11.3.1. This structure involves the
formation of two new Head Quarter Wings, namely the “Bridge Management Wing” and the
“Management Services Wing”. In this structure, “Zonal Operation” means the head quarter of
the field office of nine field zones. For instance, RHD local office, Narayanganj
(Narayanganj division territory as shown in Figure 11.6.2), is assigned for maintenance of the
three project bridges, which belong to the Dhaka Zone. The Training and Bridge Design
functions are now located in the Management Services Wing and Bridge Management Wing
respectively.
The Technical Service Wing acts as service providers within RHD into a single Wing to
provide in-house services where possible, and manage outsourcing of such services when
resources are inadequate to meet demand. This Wing ensures best practices in RHD by
developing Design and Quality Standards (geometric, pavement, bridge, road safety and
quality control) and contributes to environmental improvement, embankment protection,
demolition and utilization of RHD land through the effective management of an arboriculture
program.
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Final Report
Figure 11.3.1 Organization Chart of RHD
11-9
Final Report
(2) Personnel of RHD
The current sanctioned staff of the Department total 9,366 i.e. 649 Class I, 881 Class II, 4,535
Class III and 3,301 Class IV posts. In addition to this total figure there are currently about
6238 vacant posts all of which except for about 323 are from Class III and Class IV staff.
However, these figures for sanctioned staff mask the fact that there are currently about 8,726
temporary (development & deputation, work charged, muster roll and casual staff) employed
by the Department giving a total of about 18,092 posts.
Table 11.3.2 Summary of Existing Posts of RHD

(As of July 2011)
Name of the post Number
Chief Engineer 1
Additional Chief Engineer (Civil) 13
Additional Chief Engineer(Reserved) (Civil) 1
Superintending Engineer Director(SE) (Civil) 34
Superintending Engineer (Reserved) (Civil) 3
Executive Engineer (Civil) 99
Executive Engineer(Reserved) (Civil) 8
Sub-Divisional Engineer (Civil) 153
Sub-Divisional Engineer (Reserved) (Civil) 15
Assistant Engineer (Civil) 176
Assistant Engineer (Reserved) (Civil) 16
Class I Civil Engineers 519
Class I Mechanical Engineers 97
Other Class I Specialists 33
Total Class I Posts 649
Total Class II Posts 881
Total Class III Posts 4,535
Total Class IV Posts 3,301
Total Post (All Classes) 9,366
Source: RHD Web site www.rhd.gov.bd
Because of the Government restrictions on recruitment of Class III and Class IV staff as well
as the total ban on recruitment of temporary staff, most staff members are now over 40 years
of age. Moreover, the intended increase in retirement age from 57 years to 59 years should
result in major changes in staff numbers in the next 5-10 years amid other pertinent changes
to the existing organization.
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Final Report
(3) Assets of RHD
The RHD under the MoC is assigned for the development and maintenance of the network of
the main roads and bridges of Bangladesh. The total value of these assets are conservatively
estimated at BDT 460 billion*. The total asset value is the largest of any individual
organization in Bangladesh. Clearly, maintaining the value of these assets is a fundamental
requirement. But the value of these assets will rapidly decrease at a rate of some 8 % per year
(Source: RHD Management Systems Users’ Guide September 2007). This is based on
assumption that the RHD asset value will depreciate at 8 % per year and is expected to be
becoming zero after 30 years, if they are not properly maintained. This represents a loss to
the Bangladesh economy of BDT 100 million per day (BDT 460000Million x 8 % / 365 =
100.8 million / day).
In reality, the economic loss, for instance, due to increased difficulty in access to health and
education facilities, or lost access to local and global markets, is far greater. The performance
of RHD in maintaining its assets is therefore vital to the economy and welfare of Bangladesh
and hence should be treated as one of the highest priorities of the Government. This places a
great responsibility on the MoC and the RHD.
The recent “Maintenance and Rehabilitation Needs Report of 2011–2012 for RHD Paved
Roads” prepared by HDM Circle, RHD September, 2011, highlighted that the first year
capital demand / km and the overall maintenance needs for National and Regional Highways
as well as for Zilla roads increased from that of the previous year’s analysis results,
indicating some deterioration in overall network condition. According to the above
mentioned report, immediate maintenance needs for the year 2011-2012 is BDT 38,511
million.
11.3.3 Overall Management System of RHD
To perform the above mentioned Assets Management effectively, RHD implemented the new
“RHD Management System with the assistance of Information and Communication
Technology (ICT)” 1 , which was set up as part of technical assistance funded by the UK
Department For International Development (DFID) from 1994 to 2006 through the
Institutional Development Component (IDC) program. This RHD Management Systems
consists of the two essential management systems that are in use at the RHD.
*
These assets amounting to BDT 460 billion derived from RHD Home Page, Overview of RHD
1
Government’s Policy on ICT
RHD’s management information systems are consistent with the policies of the Government of Bangladesh on Information
and Communication Technology (the ICT Policy 2002). The Ministry of Communications has adopted its own internal ICT
Policy.
With this policy, the Government of Bangladesh has committed itself to encourage the increasing application of e-
governance, as a means to “empower the people and enhance democratic values”. “E-governance” is about the use of
information technology to raise the quality of the services that government delivers to citizens and businesses. E-
governance is intended to strengthen the connection between public officials and civic society, leading to a stronger, more
accountable and inclusive democracy.
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Final Report
 Asset management system, called RAMS
 Central monitoring and management system, called CMS
It also describes the process of Financial Management reform, which is centered on the
establishment of the RHD Financial Management Unit (FMU). The aim of these management
systems is to improve the efficiency and effectiveness with which RHD can deliver its
responsibility in managing the network of roads and bridges.
(1) The RHD Road and Bridge Asset Management System (RAMS)
RAMS was designed as a comprehensive annual program of procedures essential for the
effective maintenance management of the RHD network. RAMS brings together all of
RHD’s current databases and analytical procedures. The special feature about RAMS is the
RAMS map: a single GIS-based map which combines all relevant information and tells the
decision makers where to allocate funds for maintenance and development.
RAMS is based on the RHD GIS-map. It combines information from all RHD’s databases
and systems, including the Road Maintenance Management System, the Bridge Maintenance
Management System and the HDM4 analytical software. The GIS-base map makes the link
between the information in all the RHD databases and their geographical location or
coordinates. Senior officers of RHD can see all information contained in RHD databases via
a GIS-screen on their computer, through an inter-active GIS feature.
(2) The Central Management System CMS for RHD
CMS was designed and implemented starting in 2004, linking for the first time physical and
financial reporting, based on “earned value analysis”. It aims to improve the accountability
and efficiency of all RHD field divisions, by reporting directly on all physical and financial
progress. Reports from CMS are accessible to all senior managers of RHD, and are being
submitted to the Ministry. Reports from the CMS are publicly accessible through the RHD
website.
CMS is an advanced management information system being used at RHD headquarters and
in all 64 field divisions. CMS is a tool that can assist in the day-to-day management, control
and monitoring of the works contracts and projects which RHD is implementing. Using CMS
will improve the transparency and accountability in relation to RHD activities and will
encourage more discipline in the financial practices and performance of RHD.
11.3.4 RHD’s Bridge Management Wing
(1) Organization of Bridge Management Wing
The Bridge Management Wing consists of three sections, each headed by an officer of
Superintending Engineer Level. The present total staffing for the Wing is 277 persons
comprising 47 Class I officers, 20 Class II officers, 156 Class III and 54 Class IV staff.
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Final Report
Certain officers in the Wing are to be designated as specialists.
Organization Structure of Bridge Management Wing of RHD
Chief Engineer, RHD
Bridge Management Wing, Sarak Bhaban, Dhaka [Zone]
Bridge Cons. & Maintenance Circle [C ircle]
Bridge C ons. & Main. -3 [Division]
Bridge C onst. & Maint-1 [SubDivision]

Bridge C ons. & Main. Division-2, Sarak Bhaban,
Dhaka [Division]
Bridge Design Circle, Sarak Bhaban, Dhaka [C ircle]
Bridge Design Division-1, Dhaka [Division]
Bridge Design Sub-Division-1, Dhaka [SubDivisio
Bridge Design Division-2 [Division]
Bridge Design Division-3 [Division]
Planning, Monitoring & Evaluation Circle, Dhaka (Planning &

Data C ircle) [C ircle]
Monitoring & Evaluation Division, Dhaka Zone
. (Bridge Maintenance Programming) [Division]
Monitoring & Evaluation (Dhaka) [SubDivision]
Planning & Design Division, Dhaka

. (Bridge Inspection & Planning) [Division]
Planning, Dhaka [SubDivision]
Source: RHD Web site: www.rhd.gov.bd
Figure 11.3.2 Organization Chart of Bridge Management Wing of RHD
(2) Bridge Maintenance Management System (BMMS)
The BMMS is an application-based database on the management of information regarding all

bridges undertaken by RHD. The Bridge Maintenance Management System is an integral
part of the RHD Management Information System as it establishes transparency for all bridge
projects handled by RHD. The BMMS application has direct links to all major RHD
databases, including the Contract Monitoring System database, Road Maintenance
Management System database, and the project monitoring System database. In short, it seems
to be a digital version of Bridge Ledger, which records all the data of each bridge and you
can browse it easily. Sample data of Meghna Bridge is shown in the Appendix 12. The 2nd
bridges and existing bridges of this project will be undertaken by the BMMS for maintenance
and management prior to the completion of construction.
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Final Report
11.4 Budgetary Situation of Roads and Bridges Development and Maintenance
11.4.1 Trend of National Budget and Development Revenue
Trend on the National Revenue and Expenditure is shown in the following Table 11.4.1.
Table 11.4.1 Consolidated Receipts and Expenditures of the Government of Bangladesh
Confidential
Source: Data obtained from RHD
The data from the table above is illustrated in Figure 11.4.1 where it can be seen that for the 6
years since 2003, the National Total Revenue has been increasing every year at an average
growth ratio of 12.7 % with the rate of Developments Receipts to the Total Receipts
accounting for around 1/3 of the amount.
And the ratio of Non-Tax Revenue to Total Revenue is around 20 % (For example; Year
2009-10, 155,280 / 794,840 = 19.54 % → 20 %), which includes toll fees.
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Final Report
Confidential
Source: RHD
Figure 11.4.1 Trend of National Revenue Receipts and Developments Receipts
11.4.2 Trend of Development and Maintenance Allocation for RHD Roads and Bridges
The trend of Development and Maintenance Allocation for RHD Roads and bridges is shown
in Table 11.4.2.
Table 11.4.2 Development and Maintenance Allocation for RHD Roads and Bridges
Financial Allocation (in Million Taka)

Year Development Maintenace Total
2001-02 22828.4 3310.0 26138.4
2002-03 23699.5 3750.0 27449.5
2003-04 24876.8 5766.0 30642.8
2004-05 23613.1 8668.6 32281.7
2005-06 19898.7 8615.5 28514.2
2006-07 22454.4 4379.8 26834.2
2007-08 18522.9 6273.7 24796.6
2008-09 13992.8 7175.1 21167.9
2009-10 23082.1 6100.0 29182.1
2010-11 20636.1 6678.0 27314.1
2011-12 18403.6 6900.0 25303.6
Source : RHD
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Final Report
Source: RHD
Figure 11.4.2 Development and Maintenance Allocation for RHD Roads and Bridges
According to the recent “Maintenance and Rehabilitation Needs Report of 2011–2012 for
RHD Paved Roads, prepared by HDM Circle, RHD September, 2011” report, immediate
maintenance needs for the year 2011-2012 is BDT 38,511 million. However, the actual
budget allocated for maintenance was only BDT 6,900 million, i.e. only 18 % of the
necessary amount.
Table 11.4.3 Requested and Allocated Maintenance Budget
F inanc ial Amount ( in Million T ak a) Alloc ated

Year Reques ted Alloc ated Per c entage
2009-2010 40,040 6,100 15.2%
2010-2011 47,450 6,678 14.1%
2011-2012 51,000 6,900 13.5%
Source: RHD
Table 11.4.3 shows that there still remain significant discrepancies between requested and
actual allocated budgets year by year.
11.4.3 Toll collection Data on the Meghna and Gumti Bridges in NH-1
The record of “Toll collection Data from the Contractor on the Meghna and Gumti rivers in
the Dhaka–Chittagong National Highway No.1” is shown in Table 11.4.4. And the yearly
total of the collected amount is also shown in Figure 11.4.3.
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Final Report
Table 11.4.4 Toll Collection Data on the Meghna and Gumti Rivers
Confidential
Figure 11.4.3 Yearly Total Amount
From the trend, it can be seen that from 2007 until 2009 the yearly total amount increased
more than 10 % annually but from 2009 the trend decelerated and remained steady.
The toll amount generated annually from the Meghna and Gumti bridges in the Dhaka –
Chittagong National Highway No.1 is according to the Constitution and General Financial
rules, incorporated into the National treasury. The text of the relevant legislations
respectively is shown below;
(1) The Constitution of the People’s Republic of Bangladesh
PART V THE LEGISLATURE, CHAPTER II LEGISLATIVE AND FINANCIAL

PROCEDURES
Consolidated Fund and the Public Account of the Republic;
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Final Report
84. (1) All revenues received by the Government, all loans raised by the Government, and all
moneys received by it in repayment of any loan, shall form part of one fund to be known as
the Consolidated Fund.
(2) All other public moneys received by or on behalf of the Government shall be credited to
the Public Account of the Republic.
(2) General Finance rules
Chapter 3- Revenue and Receipts, I General,
26. Subject to any special arrangement that may be authorized by competent authority with
respect to any particular class of receipts, it is the duty of the departmental Controlling officer
to see that all sums due to Government are regularly and promptly assessed, realized and duly
credited in the Public Account. They should accordingly arrange to obtain from their
subordinates monthly accounts and returns in suitable form claiming credit for so much paid
into the treasury or otherwise accounted for and compare them with the statements of
treasury credits furnished by the Accountant General to see that the amounts reported as
collected have been credited in the Public Account.
If wrong credits thus come to the notice of the Controlling officer, he should at once inform
the Accountant General with a view to the correction of the accounts. If any credits are
claimed but not found in the accounts, enquires should be made first of the responsible
department officer concerned.
11.4.4 Conclusion of this Section
 Maintenance budgets are significantly insufficient.
 -------------Confidential---------------------------
 The toll revenue has been incorporated into the National Treasury, as the General Fund
and not to be used as a Specific Fund for Bridges and Roads maintenance.
 If this toll revenue is particularized as a Specific Fund for Bridges and Road
Maintenance, this revenue can substantially cover the necessary maintenance costs of
bridges and roads as well as amortizing future rebuilding expenses.
 The JICA study team recommends that this toll revenue should be particularized as a
special fund for road and bridges maintenance.
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Final Report
11.5 Operation and Maintenance Plan
11.5.1 Budget Allocation System
In order to understand the budget allocation system generally practiced by RHD, a flow
diagram is schematically shown Figure 11.5.1. At first, RHD local offices send their budget
demand to the Chief Engineer’s office of the RHD Head Quarters. Their budget demand is
determined based on their current road condition survey data. The need assessment of each
fiscal year for maintenance work on roads & bridges is conducted by HDM circle under the
Planning and Maintenance Wing, RHD Head Quarter.
After verification, the requirements are finalized and sent to the Ministry of Finance through
the MoC. Then, the Ministry of Finance allocates the budget which seems to be insufficient
compared to the requirements.
Consequently, the RHD Chief Engineer allocates the maintenance budget to the RHD local
office through two categories, namely Routine and Periodic Maintenance budgets. The
routine maintenance budget is allocated based on the amount requested by the local office.
On the other hand, the periodic maintenance budget allocation is decided by the Chief
Engineer in accordance with the priority decided by HDM circle. The RHD local offices also
establish their maintenance program on the basis of the Chief Engineer’s allocated amount.
Figure 11.5.1 Budget Allocation System
11.5.2 Specific Sections of RHD and Other Relevant Organizations
The Narayanganj local office under RHD Dhaka Zone will be in charge of routine and
periodic maintenance on Kanchpur Bridge, Meghna and Gumti Bridges of Dhaka-Chittagong
Highway including toll plazas and river facilities.
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Final Report
Narayanganj division territory
Kanchpur Bridge
Meghna Bridge
Gumti Bridge
Figure 11.5.2 Narayanganj Division Territory
 RHD is currently responsible for the National Highway including, NH-1: Dhaka-
Comilla- Chittagong Highway.
 RHD will be in charge of the roads branching from the Highway under Dhaka district.
 The Local Government Engineering Department (LGED) will be responsible for local
roads mentioned as “classified rural roads” and “other rural roads” in Table 11.1.1,
namely, all the rest except for RHD own roads.
The scope of operation and maintenance works for the 2nd bridges project on Dhaka-
Chittagong Highway is broadly divided into the following three major components;
 Routine and periodic road maintenance
 Traffic Management
 Toll Collection of the Second Meghna and Gumti Bridges
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Final Report
11.5.3 Inspection and maintenance system
(1) Purpose of inspection and maintenance
1) Inspection
 To determine the damages in the bridge
 To identify the location of damages and their deterioration level, urgency for repairing
2) Maintenance
 To secure traffic safety and monitor the bridge health condition under current traffic
loading.
(2) Type of inspection
 The type of bridge inspection shall be divided into follows:
Table 11.5.1 Types of Inspections

Interval Method Equipment
Daily inspection 1/day On board visual Patrol vehicle and binoculars
Periodic inspection 1/year distant visual inspection Outside road or inspection way or
boat and by bridge inspection car
in case of need
Detailed inspection 1/ 5 year Short distance visual or Bridge inspection car or
hammering temporary scaffoldings
Unscheduled inspection As needed Test sampling or attach Bridge inspection vehicle or
equipment temporary scaffolding
1) Daily inspection (once a day)
In order to get to know the current situation of the structures, the daily visual inspection
should be conducted by the inspection vehicle. The structural components supposed to be
inspected should be visible from the car.
Furthermore, in order to grasp the situation of any deformation of the structure, the daily
visual inspection should be undertaken to verify the functional status of the structure. This
can be conducted by simple diagnosis of the results obtained from field observation.
2) Periodic inspection (once a year)
In order to grasp the overall status of the structure, a distant visual inspection should be
undertaken from the outside road or from the inspection way or from a boat. The purpose of
such inspection is to check the status of aging. If damages are found, a short distant visual
inspection will be conducted by means of Bridge Inspection Vehicle (BIV).
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Final Report
3) Detailed inspection (once in 5 years)
Generally a detailed diagnosis is necessary in order to grasp the damage on the structure. It
can be conducted from a short distant visual inspection by means of BIV or preparing
temporary scaffolding.
4) Special inspection (if necessary)
Beyond the daily inspection, sometimes an additional inspection is necessary if any structural
damage is suspected to be caused by severe weathering action. In that case, the BIV or
temporary scaffolding should be used, if it seems to be necessary.
(3) Inspection and maintenance plan
1) Road patrol
The party to be formed for road patrol consists of 3 members. The road patrol must be
conducted 24 hours a day considering with the traffic issue.
Table 11.5.2 Shift of 5 Parties for 24 hr. Operation

Party 8-16 16-24 24-8 8-16 16-24 24-8 8-16 16-24 24-8
1 Patrol
2 Patrol
3 patrol
4 Inspection
5 absence
Source: JICA study team
2) Periodic inspection
The periodic inspection should be conducted once a year. Accordingly, another team will be
in charge of the periodic inspection and the detailed inspection as well.
Table 11.5.3 Periodic Inspection

Month/ methods 1 2
Inspection access way
Outside of road
Bridge inspection vehicle
3) Detailed inspection
The detailed inspection should be conducted by means BIV. The interval of the inspection is
set at every 5 years. If the inspection speed is set at 2 spans / day, it will take 30 days just for
the actual inspection because there are altogether 60 spans of the existing and the 2nd bridges
to be inspected. Furthermore, prior to initiating inspection works, several field works such as
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Final Report
traffic control, preparation and arrangement of transportation are needed. Therefore, almost
two months are needed to conduct the entire detailed inspection.
Table 11.5.4 Detailed Inspection
Month 1 2
Inspection Kanchpur Meghna Gumti
4) Maintenance work
The inspection party will be directly in charge for maintenance work to fix the potholes or
sealing damages and others. In case of maintenance work under or on the side of the bridge,
the bridge inspection vehicle can be used for setting scaffoldings for the repairing works.
Table 11.5.5 Annual Plan (in case of detailed inspection)

1 2 3 4 5 6 7 8 9 10 11 12
Road patrol
Periodic inspection
Detailed inspection
Maintenance work
(4) Bridge Inspection Vehicle
The purpose of bridge inspection vehicle is listed as follows;
1) Safety
The bridge inspection vehicle is set on the stable and stiff bridge road surface. The stability is
secured by using an outrigger.
2) Approach
The reach of the bridge inspection vehicle should be wide and also easily cover the space
between the girders. The detailed inspection or the special inspection should be carried out by
a short distance visual inspection or a touch treatment. Approach devices such as scaffoldings
or bridge inspection vehicle will be necessary.
3) Usefulness
The bridge inspection vehicle should be used for detailed inspection or special inspections
and also for the maintenance works to be conducted by preparing scaffoldings.
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Final Report
Horizontal reach L=15.0m
Vertical reach L=17.4m
Source:
http://image.search.yahoo.co.jp/search?rkf=2&ei=UTF-8&p=%E6%A9%8B%E6%A2%81%E7%82%B9%E6%A4%9C%E8%BB%8A
Figure 11.5.3 Bridge Inspection Vehicle
(5) Need of bridge inspection vehicle
The maintenance works on the bridges are part of operation and management. The inspection
works are also deviated from the daily patrol as it is special.
The bridge inspection vehicle is useful for inspections and the maintenance works, which
should cover almost 100 % of the bridge surface. The bridge inspection vehicle helps to keep
the inspection and the maintenance of the bridges safer, smoother and faster.
11.5.4 Incidental Maintenance
Incidental maintenance is basically the work to be carried out to restore the project road and
the related facilities to their normal operating conditions after they are damaged by road
accidents or natural causes.
11.5.5 Maintenance Operation by Outsourcing
Maintenance works except for inspections are usually executed by an O & M (Operation &
Maintenance) Operator (Private Companies) under the supervision of the operation office,
and include:
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Final Report
 Clearing of pavement
 Mowing and maintenance of plantations
 Clearing of ditches and culverts
 Pavement repairs e.g. patching and resurfacing
 Repair of sealant and expansion joints of bridges and viaducts
 Repair of damaged paint work on steel bridges and repainting as necessary
 Repair and maintenance of traffic control devices, including signs and traffic signals
 Repair and maintenance of lighting
 Repair of cut and fill slopes
 Repair of damage to road facilities caused by traffic accidents
 Improvement and maintenance works including pavement markings, pavement overlay,

widening, etc.
11.5.6 Existing Sample of Maintenance Cost and Future Necessity
According to the information from the Narayanganj RHD office, the types of maintenance of
the targeted three bridges are as follows;
 Routine maintenance
The Meghna and Gumti Bridges are operated by a private organization (O&M operator). This
O&M operator is responsible for toll collection as well as for bridge cleaning and very minor
repairs. However, Kanchpur Bridge is maintained by RHD’s local office which visits the
bridge site frequently and maintains the bridge approach road and other parts as necessary.
 Periodic maintenance
After construction, the expansion joints of Meghna and Gumti Bridges were firstly replaced
in 2008 at a cost of BDT 30 million. A major maintenance exercise has already been
undertaken to replace the expansion joints and repair the central hinges of Meghna and Gumti
bridges.
There is also another evidence on-going major repairing works of Meghna and Gumti
Bridges, which includes the replacement of the expansion joints and hinge bearings as well as
scour protection of piers and the riverbed. The initial estimated cost of BDT 1.50 billion may
change (Source: RHD and Financial Express 11th May 2012).
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Final Report
 The Budget for regional Narayanganj Office
The regional RHD office budget for Narayanganj is shown in the following table.
Table 11.5.6 Development and Maintenance Allocation for Narayanganj RHD
Al l o ca ti o n (i n h u n d re d th o u sa n d Ta ka )
Fi sca l ye a r
D e ve l o p m e n t Ma i n te n a n ce To ta l
2001-02 3,068.33 405.00 3,473.33
2002-03 2,692.75 748.98 3,441.73
2003-04 6,320.00 991.20 7,311.20
2004-05 6,358.00 4,286.21 10,644.21
2005-06 4,628.00 3,902.98 8,530.98
2006-07 3,671.20 301.45 3,972.65
2007-08 2,434.40 1,398.22 3,832.62
2008-09 2,827.20 2,226.09 5,053.29
2009-10 3,915.90 3,651.67 7,567.57
2010-11 1,727.00 2,206.96 3,933.96
2011-12 2,461.11 1,797.53 4,258.64
Source: RHD, Narayanganj
12,000.00
Development
10,000.00 Maintenance
Total
8,000.00
6,000.00
4,000.00
2,000.00
0.00
Figure 11.5.4 Development and Maintenance Allocation for Narayanganj RHD
According this table, the average allocated maintenance cost of these five years for
maintenance is around BDT 202.56 million / year. Since the Narayanganj office’s section
covers 230 km the allocated maintenance budget per km translates to BDT 0.98 million / km.
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Final Report
Table 11.5.7 originating from the “Road Master Plan (2009)” Section 11.5.3 indicates unit
rates which are used for cost estimation.
Table 11.5.7 Unit Rates for Cost Estimates

Cost per km
Works Required
BDT Lakhs
Periodic Maintenance 35
Rehabilitation IRI 8-10 40
Rehabilitation IRI >10 60
New Construction – Hilly 120
New Construction – Plain 130
New Construction - Swampy 250
New Construction rates apply to the paving of unpaved roads
Lakhs = 100 thousands
Source: Road Master Plan (2009)
Using this unit cost per km, the Narayanganj office’s required budget is estimated as follows;
Periodic Maintenance cost needs to be allocated for RHD, Narayanganj office:
BDT 35 Lakhs / km x 2 30 km = BDT 8,050 Lakhs ⇒ BDT 805 million
Compared to the latter (BDT 805 million), the former allocation of BDT 179.7 million is
only 22.4 % of the required amount. This proves an index of insufficiency of the maintenance
budget allocation for Narayanganj office.
Table 11.5.8 List of Active Equipment Available at RHD, Narayanganj Office
List of active equipment available at RHD, Narayanganj office

Sl. Model Total
Name of equipment
No. No. No.
1 Vibro-Mex soil compactor 001 1
4 Isuzu Raker machine 001 1
5 Komatsu bulldozer 001 1
6 Kurukawa pay loader 230 1
7 Mitsubishi Truck 0698 1
8 Spot bitumen mixture machine - 1
9 J.M. road roller 141 1
Total 14
Source: RHD, Narayanganj office
The equipments listed in Table 11.5.8 are available at RHD, Narayanganj office, which are
not sufficient for bridge maintenance. If the RHD office intends to maintain 2nd bridges by
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Final Report
itself, the RHD needs to procure appropriate equipments. However, the equipments available
at RHD Narayanganj office can be used only for emergency works like disaster prevention.
 Existing Contract Sample for Operation & Maintenance
In accordance with the contract manual of “Toll Collection Operation and Maintenance of
Meghna and Gumti Bridges and associated works in the Meghna and Gumti area”, toll
Collection Operation and Maintenance of Meghna and Gumti Bridges are estimated below
for 5 years.
Table 11.5.9 Toll Collection Operation and Maintenance of Meghna and Gumti Bridges
Bill No. Description Amount (in Taka)

A Toll Collection Operation and Maintenance of Meghna and Meghna-Gomti Bridges
A1 Manpower Cost 54,000,000
A2 Operation and Maintenance Cost 38,140,000
Sub-total: (A1+A2) 92,140,000
Source: RHD Narayanganj Office
This indicates the cost for Toll collection and Maintenance of Meghna and Gumti Bridges is
around BDT 20 million / year.
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Final Report
 Rough estimate of maintenance cost for 2nd bridges and retrofitted bridges
The maintenance cost for 2nd bridges and retrofitted bridges will depend on the type of 2nd
bridges and retrofit methods. Table 11.5.10 provides an estimate of the operation and
maintenance cost for three 2nd bridges (Steel narrow box girder) and three existing bridges
(PC box girder).
Table 11.5.10 Operations and Maintenance Cost Estimation

(million BDT)
Kanchpur Meghna Gumti

Items Interval Total
Bridge Bridge Bridge
Routine maintenance
Routine inspection/
Every day 2.8 / year 6.5 / year 9.8 / year 19.1 / year
maintenance
Periodic maintenance (approach road)
Pavement 20 years 214.2 214.2 316.2 744.6
Axle load scale 20 years 41.4 40.0 40.0 121.4

Weighbridge 20 years 20.7 20.0 20.0 60.7
nd
2 Bridge
Periodic inspection 5 years 14.0 32.7 49.6 96.3
Repainting 20 years 109 264 414 787
Expansion joint 20 years 26.4 27.7 40.7 94.8
Pavement 10 years 64.0 134.5 204.0 402.5
Existing Bridge
Periodic inspection 5 years 14.0 32.7 49.6 96.3
Carbonation 30 years 5.0 16.9 26.6 48.5
Expansion joint 20 years 41.3 16.9 22.3 80.5
Pavement repair 10 years 49.3 65.0 98.5 212.8

Toll booth operation cost
Toll operation (cost
increases gradually Every year 23.0～28.0* 23.0～28.0* 46.0～56.0*
from first year)
Traffic control cost
Axle load scale /
Every day 10.6 / year 10.6 / year 10.6 / year 31.8 / year
Weighbridge
Maintenance cost
Bridge inspection
Every year 4.0 4.0
vehicle
Note: * Yearly toll operation cost gradually increases to maximum. The reason behind it is the increasing trend of traffic volume. The
increase in traffic volume is directly interrelated with the toll gate management i.e. the number of staffs to be employed for traffic
management at toll booths and also their administration.
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Final Report
 Necessity of import materials for bridge maintenance.
A few materials such as special expansion joints and axel load weighing equipment need to
be procured from foreign countries. But, RHD could manage to procure those materials and
undertake the maintenance of three bridges this time by itself. And for this, of course, RHD
needs proper maintenance funding.
 Necessity of special training or method for the bridge maintenance.
In case of any special technical necessity in the bridge maintenance, a maintenance manual
should be prepared for RHD to follow.
11.5.7 Traffic Management
Traffic management includes traffic control, removal of broken down and accident affected
vehicles as well as furnishing users with expressway and traffic information.
Highway patrols will be conducted to identify damage to road facilities, traffic accidents,
illegal parking, broken down vehicles and other extraordinary conditions which affect traffic
safety. Information and reports will be relayed to the operation office through radio
communication equipment in the patrol cars.
Services such as emergency rescue, emergency treatment of traffic accident victims and
towing of broken down cars will be provided.
Traffic control includes general control for speed and overloading, and control of traffic and
emergency lane use under unusual conditions such as traffic accidents, adverse weather and
operation of maintenance works. Control of speed and prohibition of illegally overloaded
trucks will be executed at entry weighing ramps.
11.5.8 Toll Collection
(1) Present toll system
 Number of toll gates: 58 in bridge sections and 3 in roads in the whole of RHD
managed Roads. (Tolled roads: No. 302 Tongi-Asulia Bipal road, N2 Dhaka–Sylhet,
N507 Hatikumrul-Bonpara link)
 Toll gate operation
The RHD is mainly responsible for toll collection. Basically, the RHD contracts with a
private O &M operator to collect RHD’s Roads / Bridges tolls.
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Final Report
Table 11.5.11 Proposed Toll Rate of Meghna Bridge and Gumti Bridge
Unit: BDT
Types of vehicles
Bridge
Division Bridge length Large Medium Large Light Micro- Jeep Baby- Motor Rickshaw
(meter) Trailer Minibus Utility Tempo
Truck Truck Bus Truck bus /Car taxi cycle Van
Meghna Bridge / 930 /
Narayanganj 1,000 400 400 400 400 150 70 50* 50 20 20 10 0
Gumti Bridge 1410
Source: RHD (dated: 20th July 2011)

Note:*Toll rate is proposed for utility cars. In accordance with RHD toll rate prescribed for Meghna / Gumti bridges, the present toll rate for
each vehicle is adequate except utility cars. This is because the utility cars are generally used for Government officials or emergency
repairing/rescue purpose and they need not to pay any toll fee. Moreover, the utility car needs to pay a certain toll fee of BDT 50 in future,
which should be the same as that of Jeep / Car and a proposal by JICA study team.
(2) Toll Operation Plan
Toll collection system for the 2nd Meghna and 2nd Gumti Bridges will replace the existing toll
plaza closed system with a barrier type toll collection. Totaling and auditing of collected tolls
and recording of traffic data shall also be carried out. The necessity for extension of the toll
plaza will be reviewed based on traffic data collection after the simultaneous operation with
the replaced toll facilities. Data to be collected will be forwarded to RHD for coordination of
the overall toll bridge system.
11.5.9 Issues Related to the Maintenance
In view of the foregoing, the following two main points concerning the maintenance are
raised:
 Since the RHD is responsible to maintain the present road network of about 21,571 km,
the RHD should secure sufficient budget for adequate maintenance works.
 The RHD should attain sufficient experience for proper maintenance of bridges & roads
and also it should be well organized to manage them.
11.6 Recommendations for Effective Operation and Maintenances
An adequate and efficient transport system is a prerequisite condition for initiating and
sustaining economic development. Transport efficiency is the key to the expansion and
integration of markets – sub-national, national and international. It also helps the generation
of economies of scale, increased competition, reduced cost, systematic urbanization, export-
led faster growth and a larger share of international trade.
11.6.1 Stable Financing for Roads and Bridges Maintenance
As is discussed earlier, the national budget allocation is insufficient for road and bridges
maintenance. Therefore, it is necessary to create a stable financing source. In accordance with
the Road Master Plan (2009), the stable funding for Maintenance is accommodated as
described below:
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Final Report
17.4.1. Road Fund

Funding for road and bridge maintenance should come from the Road Fund. Draft legislation
for the Road Fund also provides powers for the fund to pay for road safety measures. Full
funding for road and bridge maintenance should be provided by the Government of
Bangladesh until the matter of the Road fund establishment is finalized.
The Consultant also strongly recommends establishing the Road Fund*. Vehicle Registration
tax, additional earmarked tax on fuel and existing toll revenue can be considered as
contributions to this Fund.
* The Cabinet of GoB approved, in principle, the draft of Road Fund Act in October, 2012. It is
expected that the draft act will be sent to the Parliament for its consideration. Once it is turned
into law, the Government needs to provide necessary administrative and financial support to put
the Road Fund Board into operation.
*
Japan has long experience with this funding system, which is included in the Appendix 12 as
“Japanese Experience on road improvement”. This can be taken as a reference for implementation.
11.6.2 Prohibition and Control of Overloaded Vehicles
 Overloaded vehicles inflict significant damage on roads and bridges. It is therefore

imperative to prevent from damaging roads and bridges by strict control of overloading
of trucks.
 In accordance with the Road Master Plan (2009), actions required to prevent from
overloading vehicles are as follows;
Actions Required
The following actions are required to underpin axle-load control:
· A ban on the import of 2 axle trucks with gross weight over 6 tons
· Enhanced enforcement
· Placing the Highway Police under RHD
· Issuing penalty tickets for overloading
· Direct charging using toll mechanism
· Fines and tolls should be more than the benefit of overloading
· Allowing a small margin of overloading (say, 0.5 tons)
Enforcing the same actions proposed in the Road Master Plan for the National Road Network
is also recommended.
Recently, RHD has installed two weighbridge stations at Meghna and Gumti Bridge sites in
order to regulate heavy loaded truck movement over these existing bridges. Some records of
vehicular axle load randomly measured by the weighbridge stations have been collected,
which are attached in the Appendix 10. This record shows that some of the trucks were
loaded with a heavy weight of 60 tf (axle load). Although those trucks are forced to go
outbound from the toll gate, it is suspected that previously some of heavy loaded
trucks/trailers passed over the existing bridges when the weighbridge station was not installed.
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Final Report
On the other hand, the government has sought the help of the armed forces for rehabilitation
and supervision work on the vulnerable Meghna Bridge for continuation of traffic movement
on the country's busiest highway. The Government also restricted the movement of vehicles
on the bridge, diverting overloaded vehicles to cross the river on a ferry in February 2012.
(Source: Financial Express, as of May 11, 2012)
 Proposal for the bridges specified in this project.
To protect a road network from being damaged by overloaded vehicles requires not only the
overall actions mentioned in the “Road Master Plan”, but also establishing the essential
monitoring or detecting facility network. As a part of the monitoring facility network, both
ends of the bridge are effective points to detect and seize overloaded vehicles.
In order to avoid unexpected deterioration in the NH-1 by overloaded vehicles, it is highly

recommended to install weight scale instruments at each bridge sites.
The recommended proposals are as follows;

(1) Bangladesh Road Transport Authority (BRTA) has a regulation on axle weight and vehicle
weight. On the other hand, bridge is designed based on axle weight and vehicle weight.
Accordingly, both of weights need to be controlled. Therefore, axle weight scale and
weighbridge should be installed to regulate overloaded trucks.
(2) Establishment of 2 axle weight scales in each lanes* in front of toll gate to check the
overloaded trucks before passing the bridges.
(3) Measurement of the weight of any suspicious large vehicles, induced to these lane with axle
weight scale. The overloaded vehicles considering axle load shall be warned by alarm and
signal.
(4) The axle load of overloaded vehicle shall be measured by weighbridge to be installed beside
the toll gate and scaled the entire vehicle weight.
(5) Enforcement of overloaded vehicles not to pass over the bridge and re-directing through the
exit lane.
(6) Since the cost of establishing one axle weight scale is around BDT 20.0 million and that of
one weighbridge is around BDT 20.0 million, therefore our proposal of 6 axle weight scales
and 3 weighbridges would cost BDT 180.0 million in total.
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Final Report
Step 3: Checking the truck weight

by weighbridge
Step 1: Checking the truck in front of toll
gate by Axle weight scale
Warning
Step 2: Warning to overloaded truck
Figure 11.6.1 Image of Enforcement Step
* The basis for axle weight scale to be installed is as follows;
Traffic Volume Large Truck Total No

Saturation Traffic Volume (No./day) Year 2024 6,904 53,071
Saturation Traffic Volume at Peak (No./hour) Year 2024 469 3,604
Passing toll gate time (Weighing time) sec/No No / hour

One truck passing time 8 450
would
Necessary Lane Numbers Necessary Lane Number
Necessary No. to be checked in Year (2024) 469/450 =1. 04 ⇒ 2
(per each direction)
Note: 8 seconds is allocated for passing toll gate, which is referred to Nippon Expressway Company
standards in case of fixed toll fee.
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Final Report
Exit
Overloaded
vehicle
Weigh-
bridge
Figure 11.6.2 Location and Number of Installation
Figure 11.6.3 System Component of Axle Weight Scale
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CHAPTER 12
PROJECT IMPLEMENTATION ARRANGEMENTS

Final Report
12. PROJECT IMPLEMENTATION ARRANGEMENTS
Confidential
12-1
CHAPTER 13
ECONOMIC AND FINANCIAL EVALUATION

Final Report
13. ECONOMIC AND FINANCIAL EVALUATION
13.1 Economic Analysis
13.1.1 Methodology
The economic analysis of the Project is principally made in comparison between benefits and
costs which is derived from with and without construction and rehabilitation of the three
bridges namely Kanchpur Bridge, Meghna Bridge and Gumti Bridge (the Project Bridges).
The economic analysis procedure illustrated in Figure 13.1.1 is employed in this study.
Figure 13.1.1 Procedure for Economic Analysis
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Final Report
13.1.2 Presumptions for Economic Evaluation
(1) Implementation Plan of the Project and Evaluation Period
Based on the Project implementation schedule proposed in Chapter 12, the Project
implementation schedule for economic analysis is assumed as shown in Table 13.1.1.
Table 13.1.1 Project Implementation Schedule for Economic Analysis
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
Feasibility Study
Loan Process
Detailed Design
Tebder Process
Resettlement
Construction Works
Kanchpur Bridge
Meghna Bridge
Gumti Bridge
Opening to Traffic
Kanchpur Bridge
Meghna/Gumti Bridge
(2) Evaluation Cases
The following Bridge and Road Plans are used in the economic analysis;
1) Bridge Plans in cases of “With Project” and “Without Project”
“With Project” is defined as the situation where the proposed three new bridge constructions
and existing bridge rehabilitations are implemented, and “Without Project” is defined as the
situation where no such investment takes place. The quantified economic benefits, which
would be realized from the implementation of the project, are defined as savings in vehicle
travel costs (vehicle operating costs and vehicle travel time costs) derived from the difference
between “With Project” and “Without Project”
2) Road Plans
In the economic analysis, two (2) versions of the road plans are evaluated as follows;
(a) Plan 1: Road to be improved
Plan 1 means that the roads related to the Meghna and Gumti Bridges are widened into 6-
lanes and those of Kanchpur Bridge are widened into 8-lanes in the target year. (See Table
13.1.2)
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Final Report
(b) Plan 2: Roads not improved
The plan committed to by the RHD, is that only the roads related to Kanchpur Bridge will be
widened into 8-lanes in the target year, but those of Meghna and Gumti Bridges will not be
widened into 6-lanes as shown in Table 13.1.2.
Table 13.1.2 Bridge and Road Plans in cases of With and Without Project
Unit: No. of Lanes
Case Bridge Section Road Section
Plan 1: Road to be Improved

W/ Case 8 8
Kanchpur Bridge
W/O Case 4 8
W/ Case 6 6
Meghna Bridge
W/O Case 2 6
W/ Case 6 6
Gumti Bridge
W/O Case 2 6
W/ Case 8 8
Kanchpur Bridge
W/O Case 4 8
W/ Case 6 4
Meghna Bridge
W/O Case 2 4
W/ Case 6 4
Gumti Bridge
W/O Case 2 4
(3) Evaluation period and daily factor
Taking into consideration the functional lifetime of long span bridges in developing countries,
the evaluation period is assumed to be 25 years after opening traffic to the public, which is
from 2019 to 2043 for Kanchpur Bridge and from the 2nd half of 2019 to the 1st half of 2044
for Meghna and Gumti Bridges.
The annualized factor of the daily benefits is calculated to be 340 days per year taking into
consideration the weekly variation in the volume of traffic on the roads based on the
following formula;
AF = (TVwd x (365 - WD)) + (0.77 x TVwd x 106) = 340 x TVmd・・・Formula13.1.1
Where : AF : annualized factor, TVwd : traffic volume on a weekday, 0.77TVwd:

daily traffic volume on a weekend
(4) Discount rate
A discount rate of 12 % is assumed, taking into account the opportunity rate for capital in
Bangladesh.
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Final Report
(5) Economic indicators
In order to evaluate the Bridge projects from an economic view point, the following
economic indicators were estimated;
 Economic internal rate of return (EIRR)
 Cost - benefit ratio (B/C Ratio)
 Net Present Value (NPV)
(6) Salvage value
The salvage value of the Bridges is not taken into account.
(7) Forecast traffic demand on the Project
The traffic demand on the Bridges forecast in Chapter 3 is used for the economic analysis
both in the cases of with and without the Project. It is assumed that the future traffic demand
on the Project of Plan 1 and Plan 2 will reach its capacity in 2024 and 2031 respectively.
Table 13.1.3 Traffic Demand Forecast on the Bridges on Plan 1 and 2

Unit: AADT in terms of PCU
Bridge Plan 1 Plan 2
2012 2020 2023 2025 2012 2020 2023 2025
Kanchpur Bridge 76,732 117,202 136,030 150,349 76,732 117,202 136,030 142,985
Meghna Bridge 65,147 96,813 112,001 123,415 65,147 96,813 112,001 117,552
Gumti Bridge 65,147 96,813 112,001 123,415 65,147 96,813 112,001 117,552
13.1.3 Road User Cost (RUC)
(1) Type of Benefits
By implementing the Project road, a variety of benefits such as reduction of traffic congestion,
and delay, improvement of comfort and safety, reduction of commodity damage, promotion
of international and inter-regional trade and promotion of regional development in the short
and long terms are expected. Among these benefits, the following tangible benefits are
considered in the Study;
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Final Report
 Reduction of travel time costs (TTC)
 Reduction of vehicle operating costs (VOC)
 Reduction of accident cost (ACC)
 Saving of riprap cost (RRC)
(2) Road Users Cost (RUC)
As mention above, some basic parameters are estimated such as a) TTC, b) VOC and c) ACC.
The procedure and estimation results of these parameters are as follows;
1) TTC
TTC is estimated in terms of two kinds of RUC. The one is the cost per passenger, and the
other is the cost per vehicle. The former value is applied to passenger transport such as cars,
buses, and auto rickshaws, while the latter cost is for freight transport such as trucks. The
procedure for estimation of the above two kinds of unit cost is given as follows;
a) Passenger based TTC
As for passenger based TTC, the outputs of the existing study in Bangladesh are available.
The Road and Highway Department (RHD) opened the study report to the public in 2005, the
title of which is “RHD Road User Cost Annual Report for 2004 - 2005”, in 2005. The report
estimates passenger based travel time unit costs by each transport mode and the passenger
based travel time unit costs by passenger based vehicle type. However, the report was
published in 2005. Therefore some calibration of the estimation is necessary in order to
obtain the value available in the present year of 2012. In obtaining such unit cost in the year
of 2012, Per Capita GDP growth rate is taken into account. Per Capita GDP growth rate is
obtained from the World Economic Outlook of the International Monetary Fund (IMF) as of
April 2012. Formula used to calculate the TTC in 2012 is as follows;
TTC12 = TTC05 x (1 + β) ・・・・・・・・Formula13.1.2
Where: TTC12 : Travel time cost in 2012
TTC05 : Travel time cost in 2005
β: Growth rate of per capita GDP between 2005 and 2015
On the basis of the above-mentioned ideas and procedures, passenger based travel time unit
cost in the present year 2012 is estimated as follows;
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Final Report
Table 13.1.4 Passenger based unit TTC (Unit: BDT/hr)

Vehicle Category 2005 2012
All Buses 17.6 24.2
Microbus 24.9 34.2
Car/Utility 30.9 42.5
Auto Rickshaw 16.4 22.6
Motor Cycle 22.9 31.5
Source: RHD Road User Cost Annual Report 2004/2005, June 2005
Note: All buses includes heavy bus, light bus and Mini-bus defined in RHD User Cost Report
b) Truck based TTC
As for vehicle based truck TTC, existing study’s outputs in Bangladesh are also available in
the “Project Appraisal Framework, Road Sector Manual 1”, in 2005. According to the report,
truck based unit TTC were estimated by each truck type. However, the report was published
in 2005. Therefore some calibration of the estimation is necessary in order to obtain the value
for the present year of 2012. Truck based unit TTC is estimated through review of that report
and calibration of the value in the report taking into account GDP growth rate, which was
projected in the study. The formula used to calculate truck -based TTC is as follows;
TTC12 = TTC05 x (1 + α) ・・・・・・・・Formula 13.1.3
Where: TTC12 : Travel time cost in 2012
TTC05 : Travel time cost in 2005
α: Growth rate of GDP between 2005 and 2015
The travel time unit costs by each truck type are estimated as follows;
Table 13.1.5 Vehicle based Unit TTC for each Truck in 2012 (Unit: BDT/hr.)
Vehicle Category 2005 2012
Medium Truck 104.85 159.16
Light Truck 95.22 144.54
Source: JICA Study Team
Notes: Figures for 2005 were estimated by the Planning Commission
c) Vehicle based TTC
The above mentioned unit passenger based TTC is converted to the unique passenger vehicle
cost averaged by share of volume of each type of vehicle, which is obtained from the traffic
survey conducted in this study as mentioned in Chapter 3. Converted and calibrated unit
TTC is shown as follows;
1
Project Appraisal Framework - Road Sector Manual, Transport Sector Coordination Wing, Planning Commission,
Government of Bangladesh, 2005
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Final Report
Table 13.1.6 Vehicle based unit TTC
TTC per passenger Average Occupancy TTC per Vehicle

Vehicle Category
(BDT/hr) (Person/Veh) (BDT/hr)
All Buses 24.2 37 901.5
Microbus 34.2 6 205.2
Car/Utility 42.5 3 127.5
Auto Rickshaw 22.6 3 67.8
Motor Cycle 31.5 1 31.5
Medium Truck - - 159.2
Light Truck - - 144.5
Table 13.1.7 Weighted Vehicle based unit TTC

TTC per PCU Vehicle
TTC per PCU
Vehicle Category Vehicle Conversion Composition
(BDT/hr./Veh.) PCU/Veh. % BDT/Hr
All Buses 901.5 3.00 34.1 % 102.3
Microbus 205.2 3.00 10.0 % 6.8
Car/Utility 127.5 1.00 7.7 % 9.8
Auto Rickshaw 67.8 0.75 5.3 % 4.8
Motor Cycle 31.5 0.75 1.0 % 0.4
Medium Truck 159.2 3.00 32.7 % 17.4
Light Truck 144.5 3.00 9.2 % 4.4
Total 149.7
Note: Vehicle composition rate is obtained from the traffic survey conducted in this study
2) Vehicle Operating Cost (VOC)
After careful examination of the VOC estimated by RHD, the Study Team judges that this
VOC can be applicable for this study. It is therefore estimated on the basis of the RHD report.
The values in the RHD report were for the year of 2005 therefore those values are calibrated
taking into account the GDP growth rate to meet our study requirements. Also the unit VOC
is converted to the value for unique passenger vehicles by use of the PCU and traffic volume
which is obtained through the study. The estimated values in the RHD report, which are the
base value for our study, are shown as follows;
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Final Report
Table 13.1.8 Comparison of Vehicle Operating Cost by Various Studies

PCU Vehicle
Vehicle VOC in 2004/05 VOC in 2012 VOC in 2012
Conversion Composition
Category
BDT/km/Veh BDT/km/Veh. PCU/Veh % BDT/km/PCU
Medium Truck 12.9 22.79 3.00 32.7 % 2.49
Small Truck 9.56 16.89 3.00 10.0 % 0.56
Large Bus 13.72 24.24 3.00 19.4 % 1.56
Mini Bus 11.4 20.14 3.00 14.7 % 0.99
Microbus 11.36 20.07 3.00 10.0 % 0.67
Utility 9.26 16.36 1.00 3.5 % 0.57
Car 9.32 16.47 1.00 4.2 % 0.69
Auto
2.32 4.1 0.75 5.3 % 0.29
Rickshaw
Motor Cycle 1.3 2.3 0.75 1.0 % 0.03
Total 7.86
Note: Vehicle composition rate is obtained from the traffic survey conducted in this study
There is a well known a relationship between VOC and travel speed. The VOC varies in
proportion to the travel speed as shown in Figure 13.1.2.
USD /’000km
450.0
400.0
350.0
300.0
250.0
200.0
150.0
100.0
50.0
0.0
5 10 20 30 40 50 60 70 80 90 100
Motor Cycles Cars Buses
Source: The Study on the National Road Network Development in Cambodia” JICA, 2006”
Figure 13.1.2 Relationship between VOC and Travel Speed
Based on the above-mentioned relationship, a formula for VOC and travel speed by vehicle
type is calibrated as shown in below;
Y = 0.003 x2 -0.3706 x + 18.799・・・・・・・・Formula 13.1.4
Where: Y : VOC (BDT/km)
X: Passenger car based travel speed (km/h)
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Final Report
Figure 13.1.3 Relationship between VOC and Travel Speed Accident Cost (ACC)
After careful examination of the ACC estimated by RHD, the Study Team judges that this
ACC can be applicable for this study. Therefore, the ACC is estimated on the basis of the
RHD report. Since the unit ACC value in the RHD report was presented for the year of 2005
those values are calibrated taking into account the growth rate of GDP per capita to meet our
study requirements. Also, the unit ACC is converted to the value for unique passenger
vehicles by use of the PCU and traffic volume which is obtained through the study. The
estimated values in the RHD report, which are the base values for our study, are shown as
follows;
ACC12 = ACC05 x (1 + β) ・・・・・・・・Formula 13.1.5
Where: ACC12 : Accident cost in 2012
ACC05 : Travel time cost in 2005
β: Growth rate of GDP per capita between 2005 and 2015
Table 13.1.9 Unit ACC

Unit: BDT/RTA
BDT / RTA
Unit ACC in 2004 234,000
Unit ACC in 2012 355,200
Note: All costs are 2012 prices
Table 13.1.10 Road Traffic Accident (RTA) Rate on NH-1 between Dhaka and Chittagong
2007 2012
No. of RTA 600 792
Road Length (km) 208 208
Rate of RTA (RTA/km) 2.89 3.81
Note: Data in 2007 is based on Dhaka -Chittagong Expressway PPP Design
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Final Report
13.1.4 Construction Cost, Land Acquisition Cost and Operation/Maintenance Cost
Based on the construction cost and operation/maintenance cost presented in Chapters 10 and
11, the economic construction and operation/maintenance costs are estimated for economic
evaluation. Some basic presumptions are applied in conducting the economic evaluation as
follows;
 Escalation factor: Price inflation was not taken into account for either construction cost
or operation/maintenance cost.
 Administrative cost, VAT and import duty: Imposition of value added tax and import
duty was excluded.
 Standard conversion factor: Standard conversion factor (0.85)2 is applied to the price
of non-tradable goods and services.
 Land acquisition cost and compensation cost: the Resettlement cost estimated in the
Resettlement Action Plan (RAP) is used in the economic and financial analysis.
 The stream of construction and operation/maintenance costs are set up for each Bridge
based on the Project implementation schedule.
 Operation and maintenance cost consists of three items: routine maintenance, periodic
maintenance and toll levying cost.
Table 13.1.11 shows the estimation of the resettlement cost estimate and Table 13.1.12 shows
the estimation of the economic cost. For more details, the calculation of economic cost is
shown in Appendix 16.
2
“Project Appraisal Framework” Transport Sector Coordination Wing, Planning Commission, 2005
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Final Report
Table 13.1.11 Summary of Resettlement Cost for the Project
Confidential
Note: USD 1 = BDT 82 as of July 2012 All costs are 2012 prices
*10 % of the total budget excluding RHD compensation
**including operation cost for GRC and PAVC
Table 13.1.12 Economic Project Cost Estimate
Confidential
As for the operation and maintenance (OM) cost, the following costs are estimated based on
the OM cost estimation made in Chapter 11.
 Routine maintenance cost
 Periodic maintenance cost
 Toll collection cost
 Other (equipment) maintenance cost, such as the weigh station
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Final Report
Table 13.1.13 shows the operation and maintenance costs for 25 years. For more details, the
calculation of economic cost is shown in Appendix 16.
Table 13.1.13 Operation and Maintenance Cost
Confidential
13.1.5 Estimation of Benefits
(1) Road Section
In order to estimate the benefits, the following Project Road that is influenced by the three (3)
Bridges is assumed as follows;
12.0km 0.43km
Dhaka
Kanchpur
14.1km
0.93km
Meghna
12.2km
1.41km
6.0km
Gumti Shahidnagar
Figure 13.1.4 Target Road Section influenced by the Bridges
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Final Report
Table 13.1.14 Length of Target Road Section

Section Distance (km)
1 Dhaka - Kanchpur Bridge(Dhaka Side) 12.0
2 Kanchpur Bridge 0.4
3-1 Kanchpur Bridge(Chittagong Side) - N2 Road 0.4
3-2 N 2 Road - Maghna Bridge (Toll Gate) 13.7
4 Meghna Bridge 0.9
5 Maghna Bridge (Chittagong Side) - Gumti Bridge (Dhaka Side) 12.1
6 Gumti Bridge 1.4
7 Gumti Bridge (Chittagong Side) - Shahidnagar 6.0
Total 47.0
(2) Steps of Benefit Estimation
The benefit estimation steps are shown below;
Traffic Capacity of Target Setting up Target Road/ Hourly Variation of Traffic

Road / Bridge Section Bridge Section Demand by Year
Comparison of Hourly Traffic

Volume and Traffic Capacity
Relationship between Traffic
Volume and Traffic Capacity
(QV Formula)
Calculation of Travel Speed
using QV Formula
Preparation of Unit TTC, VOC
and ACC
Calculation of RUC's Benefits
Figure 13.1.5 Procedure for RUC’s Benefits Calculation
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Final Report
4,000
3,800
3,600
Traffic Volume PCU/Hr

3,400
3,200
3,000
2,800
2,600
2,400
2,200
2,000
7 9 11 13 15 17 19 21 23 1 3
Hour
Traffic Volume Capacity Congested Period
Figure 13.1.6 Hourly Variation of Traffic Volume and Road Traffic Capacity (Example)
It is anticipated that traffic congestion will be generated in the NH-1 traffic lane in the case of
"Without Project" as illustrated in Figure 13.1.7 due to the bottleneck of the three Bridges.
However, after passing the bottlenecked bridge point, traffic flow becomes free flow situation
in the uncongested section.
Project Bridge Section
Traffic Congestion Section Not Traffic Congestion Section

To Chittagong
Project Bridge
To Dhaka
Not Traffic Congestion Section Traffic Congestion Section
Figure 13.1.7 Traffic Flow Model adopted for the Target Road Section
Travel speed, which depends on the traffic congestion situation, can be calculated on the
basis of the Q-V (quantity of traffic volume and velocity) relationship as shown in Figure
13.1.8.
Figure 13.1.8 Q-V Relationship adopted for the Project Road Section
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Final Report
The saving in vehicle operating cost (VOC) and travel time cost are estimated on the basis of
the estimated vehicle kilometers and vehicle hours in the traffic congestion sections using the
following equations;
SVOCb = TVt b wo x Li/2 x UVOC wo - TVt b w x Li x UVOCw ・・・・・・・・・Formula 13.1.6
Where:
SVOC tb : Saving in VOC at Bridge b in the year t
TVtb : Traffic volume at Bridge b in the year t
Li: Road Length of bridge b
UVOCwo : Unit VOC in the case of "Without Project"
UVOCw : Unit VOC in the case of "With Project"
STTC tb = TVtbwo x Lb /2 / TSwo x UTTC - TVtb x Li / TSw x UTTC・・・・Formula13.1.7
Where:
STTC tb : Saving in TTC at Bridge b in the year t
TVtb : Traffic volume at Bridge b in the year t
Ltb : Traffic queue length at Bridge b
TSwo: Travel speed in the case of "Without Project"
TSwo: Travel speed in the case of "With Project"
UTTC : Unit TTC
In order to calculate the saving in VOC and TTC, input data are prepared as follows;
Travel speed by hour is calculated on the basis of the relationship between traffic volume and
travel speed (Q-V formula) as follows;
- Less than 0.3 Q: TS = 80 km/h
- Between O.3 Q and 1.0Q TS = 104 - 80 CD Formula 13.1.8
Where: CD = congestion degree
- Over1.0 Q: TS = 8 km/h
Traffic volume in the future was already projected in Tables 3.5.10 and 3.5.11. However,
after traffic volume is saturated at over road traffic capacity, traffic volume is a constant
value. The year of saturation is 2025.
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Final Report
(3) ACC Saving
Table 13.1.15 shows the ACC saving estimation based on unit ACC and rate of RTA on
NH 1.
Table 13.1.15 Result of ACC Saving Calculation (Unit: BDT)

Section Distance (km) 2020 2025
1 Kanchpur Bridge 0.4 444,174 569,795
2 Meghna Bridge 0.9 968,670 1,597,968
3 Gumti Bridge 1.4 1,458,213 1,874,123
Total 2.8 2,871,057 4,041,886
(4) RIPRAP Cost Saving
This benefit is not saving in RUC. However, one of the objectives in constructing the new
bridges and to rehabilitate the existing bridges is to protect the foundations of the existing
three bridges, namely Kanchpur, Meghna and Gumti Bridges. Due to the countermeasures, a
riprap cost saving is expected every year. Table 13.1.16 shows the saving of the riprap cost.
Table 13.1.16 Saving in Riprap Cost

Bridge Riprap Cost Saving
USD JPY (million) BDT (million)
Kanchpur 246,600 20 20.5
Meghna 3,425,000 270 276.9
Gumti 3,014,000 240 246.2
Total 6,685,600 530 543.6
Note: All costs are 2012 prices
(5) Results of Benefit Calculation
The results of benefit calculation are shown in Table 13.1.17.
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Final Report
Table 13.1.17 Results of Benefit Calculation (Plan 1 and 2)

Unit: million BDT
Confidential
All benefits are as of 2012 prices
13.1.6 Economic Analysis
(1) Economic Analysis
Based on the results of the user benefits and cost estimates shown in the above section,
construction of the Bridges is evaluated in terms of EIRR, BCR and NPV within the assumed
operation period of 25 years. Evaluation of the economic viability was done through a
comparative analysis between the EIRR and a social discount rate of 12.0 %. Comparing such
a discount rate, it can be said that economic viability is secured at a highly feasibility level.
Table 13.1.18 Economic Indicators of Kanchpur, Meghna, Gumti Bridges and All bridges
Confidential
Notes: 1) Evaluation period is 25 years

2) Discount rate is 12 % for NPV and BCR
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Final Report
Table 13.1.19 Benefit and Cost Stream at Kanchpur Bridge (Plan1 & 2)
Unit : Million BDT
Confidential
Note: Evaluation period is assumed to be 25 years after opening to public
13-18
Final Report
Table 13.1.20 Cost and Benefit Stream at Meghna Bridge (Plan 1)

Unit : Million BDT
Confidential
Table 13.1.21 Cost Benefit Stream at Meghna Bridge (Plan 2)

Unit : Million BDT
Confidential
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Final Report
Table 13.1.22 Cost and Benefit Stream at Gumti Bridge (Plan1)

Unit : Million BDT
Confidential
Table 13.1.23 Cost Benefit Stream at Gumti Bridge (Plan2)

Unit : Million BDT
Confidential
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Final Report
Table 13.1.24 Cost and Benefit Stream at All Bridges (Plan 1)

Unit : Million BDT
Confidential
Table 13.1.25 Cost Benefit Stream at All Bridges (Plan 2)

Unit : Million BDT
Confidential
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Final Report
(2) Sensitivity Analysis
The sensitivity analysis of the economic analysis is conducted for a) Benefit fluctuation
(±10 %), b) Project cost fluctuation (±10 %), c) Delay of completion of construction period
and delay of opening and d) Inclusive riprap cost saving to the benefit. The results of the
sensitivity analysis are shown in Table 13.1.26 to Table 13.1.29.
Table 13.1.26 Results of the Sensitivity Analysis of Kanchpur Bridge (Plan 1 & 2)
Unit EIRR (%)
Confidential
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Final Report
Table 13.1.27 Results of the Sensitivity Analysis of Meghna Bridge (Unit: EIRR (%))
Confidential
Table 13.1.28 Results of the Sensitivity Analysis of Gumti Bridge (Unit: EIRR (%))
Confidential
Table 13.1.29 Results of the Sensitivity Analysis of All Bridges (Unit: EIRR (%))
Confidential
13.2 Financial Analysis
13.2.1 General
The financial performance of each bridge project is examined based on the financial cash
flow for the Project implementation. The major works of the financial evaluation are to
prepare the input data of the financial statements and necessary external variables such as
construction costs, operation/maintenance costs, revenues and financial parameters. Usually
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Final Report
financial statements are composed of cash flow statements. The cash flow statement consists
of cash-inflow and cash-outflow to estimate the annual surplus or deficit including the loan
and application of funds.
Financial viability is examined from a variety of viewpoints such as financial feasibility, and
profitability.
Among the three (3) bridges, Kanchpur, Meghna and Gumti Bridges, Meghna and Gumti
Bridges are presently levied a toll, while Kanchpur Bridge is not levied a toll at present.
(Figure 13.2.1 shows the location map of the Toll Gates) The RHD policy for Toll Levy of
the bridges is as follows;
 A toll levy is principally applicable for a long bridge.
 When the traffic congestion is expected due to toll levy, a toll levy may not be
applicable.
Although the RHD policy is mentioned above, whether or not a Toll Levy may be applicable
for Kanchpur Bridge will be examined in this study.
12.0km 0.43km
Dhaka
Kanchpur
14.1km
0.93km
Meghna
12.2km
1.41km
6.0km
Gumti Shahidnagar
Figure 13.2.1 Location of Toll Gates for Meghna and Gumti Bridges
At present, the toll rate by vehicle type is adopted for Meghna and Gumti Bridges as follows;
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Final Report
Table 13.2.1 Toll Rate by Vehicle Type (as of August 2012) (Unit: BDT/Vehicle)
Class Type of Vehicle Toll Fee Class Type of Vehicle Toll fee
Class 1 Motorcycle 10 Class 2 Auto Rickshaw 20
Class 3 Car, Jeep, Utility 50 Class 4 Micro Bus 70
Class 5 Mini Bus 150 Class 6 Large Bus 400
Class 7 Truck 400 Class 8 Trailer 1,000
Source: RHD
Although there are two (2) toll gates at Meghna and Gumti Bridges, the toll gate at Meghna
Bridge levies a toll for vehicle traffic from Dhaka to Chittagong while that at Gumti Bridge
levies a toll for the opposite direction from Chittagong to Dhaka. This means that when some
vehicles travel from Dhaka to Chittagong, the toll fee is paid only one time at the toll gate of
Meghna Bridge and returning vehicles from Chittagong to Dhaka also only pay one time at
the toll gate of Gumti Bridge.
13.2.2 Cases for Financial Analysis
The following three (3) cases are considered for the financial analysis;
a) Case 1: Cost recovery analysis for the three (3) Bridges individually
b) Case 2: Cost recovery analysis of all three (3) Bridges using revenues from 2 bridges,
namely Meghna and Gumti Bridges
c) Case 3: Cost recovery analysis of all three (3) Bridges using revenues of all 3 bridges
13.2.3 Assumptions Adopted
Basic assumptions adopted in the financial evaluation are as follows;
(1) Project Cost
Based on the construction costs and operation/maintenance costs in Chapters 10 and 11, the
financial construction and operation/maintenance costs are estimated for the financial
evaluation. Some basic assumptions in conducting the financial evaluation are as follows;
 Escalation factor: Price inflation is not taken into account for either construction costs
or operation/maintenance cost.
 Tax and import duty: Those taxes are included.
 Resettlement cost: Resettlement cost estimated in the Resettlement Action Plan (RAP)
is used in the economic and financial analysis.
 Operation and maintenance cost consists of three items: routine maintenance, periodic
maintenance and toll levying cost.
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Final Report
 The same implementation schedule is adopted as for Table 13.2.1 and the project costs
of all three bridges are estimated as shown in Table 13.2.2. For more details, the
calculation of economic cost is shown in Appendix 16.
Table 13.2.2 Financial Project Cost Stream by Bridges
Confidential
Table 13.2.3 Financial Operation and Management Cost by Bridge
Confidential
(2) Revenue
The revenue estimation is based on the following assumptions;
 Revenue is set on the basis of the results of the traffic demand forecast mentioned in
Chapter 3. However, the projected traffic volume is constant after 2025 due to traffic
volume on these three (3) bridges exceeding their road traffic capacity.
 Toll rate is set based on the existing toll rates adopted for Meghna and Gumti Bridges.
 The escalation factor for the toll rate is not taken into account since the project cost
does not include any price inflation.
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Final Report
The revenue obtained over the project implementation period is shown in Table 13.2.4.
Table 13.2.4 Forecast Annual Toll Revenues of Three (3) Bridges (Unit: Million BDT)
Confidential
Source: 1) Revenue data in 2011 by RHD

2) Other years by JICA Study Team
(3) Evaluation Period, Discount Rate, and Financial Application
 The evaluation period is assumed to be 25 years after opening of traffic to the public
from 2019 to 2043 for Kanchpur Bridge and from the 2nd half of 2019 to the 1st half of
2044 for Meghna and Gumti Bridges, the same as the economic analysis.
 The annualized factor of the daily revenue is assumed to be 340 days per year as
explained in Section 13.1.2.
 Discount rate for financial analysis is assumed to be 8 % per annum taking into
consideration 10 year Treasury bonds in Bangladesh.
 The financial analysis does not consider application of a financial scheme.
(4) Indices for financial analysis
Each project stage was evaluated from the financial viewpoint. Indices adopted here are NPV
and FIRR. Description of each index is given in Table 13.2.5.
Table 13.2.5 Indicators for Financial Viability Analysis

Typical Indicators Descriptions
NPV is the summation of the difference between the present value of the future cash
flows from an investment, and the amount of investment through the whole project
period. Present value of the expected cash flows is computed by discounting them at
the required rate of return.
Net Present Value
A zero NPV means the project is capable of repaying the original investment as well as
(NPV)
the required rate of return. The rate of return at the zero NPV case is defined as the
Financial Internal Rate of Return (FIRR). In addition, a positive NPV means a better
return, and a negative NPV means a worse return compared to the return from zero
NPV.
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Final Report
The FIRR is an indicator to measure the financial return on an investment in an

income generating project and FIRR is used to make the investment decision. FIRR is
Financial Internal Rate defined as a discount rate which produces zero NPV as explained above. The criterion
of Return (FIRR) for a financially viable FIRR is given by the weighted average capital cost (WACC).
WACC is an average capital cost of loan interest rate and rate of return on equity
weighted by the share of the amount of loan and equity respectively.
Cost Recovery Years

Cost recovery years that it takes to fully recover the project costs
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Final Report
13.2.4 Results of Financial Analysis
(1) Results of Financial Analysis
As mentioned in 13.2.2, three (3) cases of the financial schemes are considered in this study.
Indices showing financial performance are shown below;
a) Kanchpur Bridge is only financially viable if an interest rate of 8 % for 10 year

Bangladesh Treasury bonds is assumed.
b) Meghna and Gumti Bridges are not financially viable if the same discount rate is applied.
c) If toll scheme will be adopted for only Meghna and Gumti Bridges (Case2), Case 2 will
not be financially viable. If a toll scheme will be adopted for all three (3) Bridges (Case
3), Case 3 will be financially viable.
Table 13.2.6 Results of Financial Analysis for Kanchpur, Meghna and Gumti Bridge (Case 1)
Confidential
Notes: 1) Discount rate is assumed to be 8 % taking into consideration 10 year Treasury bonds in
Bangladesh
2) Project life is assumed to be 25 years
Table 13.2.7 Results of Financial Analysis for Cases 2 and 3
Confidential
Notes 1) Discount rate is assumed to be 8 % taking into consideration 10 year Treasury bonds in
Bangladesh
2) Project life is assumed to be 25 years
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Final Report
Table 13.2.8 Cash Flow of Kanchpur Bridge (Case 1-1(W/ Toll Case)) (Unit: Million BDT)
Confidential
Note: Evaluation period is assumed to be 25 years
13-30
Final Report
Table 13.2.9 Cash Flow of Meghna Bridge (Plan 1)

(Unit: Million BDT)
Confidential
Table 13.2.10 Cash Flow of Meghna Bridge (Plan 2)

(Unit: Million BDT)
Confidential
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Final Report
Table 13.2.11 Cash Flow of Gumti Bridge (Plan 1)

(Unit: Million BDT)
Confidential
Table 13.2.12 Cash Flow of Gumti Bridge (Plan 2)

(Unit: Million BDT)
Confidential
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Final Report
Table 13.2.13 Cash Flow for All Bridges (Plan 1)

(Case 2: No Toll Scheme is adopted for Kanchpur Bridge)
(Unit: Million BDT)
Confidential

(Case 2: No Toll Scheme is adopted for Kanchpur Bridge)
(Unit: Million BDT)
Confidential
13-33
Final Report

(Case 3: Toll Scheme is adopted for Kanchpur Bridge)
(Unit: Million BDT)
Confidential

(Case 3: Toll Scheme is adopted for Kanchpur Bridge)
(Unit: Million BDT)
Confidential
13-34
Final Report
(2) Sensitivity Analysis under Case 2
1) Toll Rate to cover all of the Project Costs
A sensitivity analysis is carried out in order to verify the viability of the project three (3)
Bridges by setting a toll rate under Case 3, in which the Toll Scheme is not adopted for
Kanchpur Bridge. The impact of the difference in toll rates which may affect the number of
vehicles passing over the Meghna and Gumti Bridges is not considered in this study.
The result of the sensitivity analysis is shown in Table 13.2.17 and Figure 13.2.2. This
sensitivity analysis suggested that if it is possible to increase the existing toll by about 33 %,
which is financially feasible (namely FIRR being over the discount rate of 8 %), the Project
Costs of all three Bridges can be covered by the toll revenues from Meghna and Gumti
Bridges.
Table 13.2.17 Sensitivity Analysis of Toll Level and Financial Indicators (Case 2)
Toll Level FIRR (%)
Increase Level
(BDT/Veh.) Plan 1 Plan 2
1.00 154 7.2 4.7
1.09 168 8.0 5.9
1.20 184 9.0 6.9
1.33 205 10.1 8.0
1.40 215 10.6 8.6
1.60 246 12.1 10.1
1.80 277 13.5 11.5
2.00 307 14.9 12.9
16.0 Toll Level FIRR (%)

Increase Plan 1 Plan 2
14.0 Level (BDT/Veh.) Plan 1 Plan 2
12.0 1 154 7.2 4.7
1.09 168 8 5.9
10.0
1.2 185 9 6.9
FIRR(%)
8.0 1.33 205 10.1 8

1.4 216 10.6 8.6
6.0
1.6 246 12.1 10.1
4.0 1.8 277 13.5 11.5
2.0 2 308 14.9 12.9
0.0
0 50 100 150 200 250 300 350
Average Toll Level (BDT)
Figure 13.2.2 Relationship between Toll Level and FIRR (Case 2)
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Final Report
Table 13.2.18 Existing Toll Rate and Suggested Toll Rate Increase
40 % Increase of Toll
Class Type of Vehicle Existing Toll Rate
Rate
Class 1 Motorcycle 10 14
Class 2 Auto Rickshaw 20 28
Class 3 Car, Jeep, Utility 50 70
Class 4 Micro Bus 70 97
Class 5 Mini Bus 150 209
Class 6 Large Bus 400 556
Class 7 Truck 400 556
Class 8 Trailer 1,000 1,380
Note: Based on the suggested toll rate increase of 39 % over the existing one.
2) Sensitivity Analysis of Case 2
The sensitivity analysis of the financial analysis is conducted for;
a) Toll revenue fluctuation (±10 %),
b) Project cost fluctuation (±10 %), and
c) Delay of completion of construction period and delay of opening.
The results of the sensitivity analysis are shown in Table 13.2.19.
Table 13.2.19 Results of the Sensitivity Analysis (Case 2)

FIRR (%)
Factor Economic Indicator
Plan 1 Plan 2
Base Case 7.2 5.1
Toll Revenue 10 % increase in every year 8.1 6.0
10 % decrease in every year 6.2 4.1
Base Case 7.2 5.1
Project cost 10 % increase in every year 6.3 4.2
10 % decrease in every year 8.2 6.1
Time of Base case 7.2 5.1
completion of
1 year delay of opening 6.1 3.9
the construction
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Final Report
13.3 Operation and Effect Indicators
13.3.1 Project Objectives
The indicators to quantitatively monitor the operational condition of the project and effects
are established based on the objectives of the Project.
As clearly mentioned in Chapter 1, the overall objective of this project is to mitigate the
increasing traffic on NH-1 and the existing traffic congestion, which can be possible by
construction of the 2nd Kanchpur, 2nd Meghna and 2nd Gumti Bridges as well as rehabilitation
of existing Kanchpur, Meghna and Gumti Bridges on the NH-1, thereby, contributing to
economic development of the Dhaka-Chittagong corridor.
Based on above mentioned objectives, performance indicators for operation and effect can be
monitored that indicate in specific and measurable terms the performance to be achieved by
each bridge in the project life. In addition, as long as the established indicators can be
measured, they can also be used to manage better performance of the Project.
13.3.2 Operation and Effect Indicators
The operation and effect indicators to evaluate and monitor the project performance and its
effectiveness are selected as shown in Table 13.3.1. The indicators are divided into two
categories; direct effects which are directly influenced and indirect effects which are
indirectly influenced to evaluate the impact of the project from the socio-economic
viewpoints.
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Final Report
Table 13.3.1 Indicators for Project Performance and Effectiveness

Impact Indicators Definition Purpose of Indicator
1. Direct Effects
Traffic Volume Average Annual Daily Traffic Volume (AADT) To evaluate to what extent
the movement of people and
goods is encouraged.
Reduction of travel time Average travel time required for the length of To evaluate the degree of
and increase in travel the road section including the Bridge improvement of the transport
speed infrastructure services.
Reduction of travel cost Saving in total travel time cost for all vehicles
running on the road section including the Bridge
Reduction of RTA Reduction of road traffic accidents by To evaluate safety

improvement of bridge condition
2. Indirect Effects
Promotion of regional Reduced transportation costs and travel time To evaluate to what extent
development cost saving for economic activities will the economic and social
influence economic development. development are enhanced
Promotion of Poverty Poor people will also be given benefits from
Reduction economic development.
Product market expansion Product market is expanded owing to transport
cost and travel time reduction.
Creation of employment Employment opportunities will be increased

opportunities with project during the construction period.
construction
However, among the above-mentioned indicators, reduction of RTA was already quantified
as one of the benefits in the economic analysis so that it will not be mentioned in this section.
13.3.3 Targets of Operation and Effect Indicators
(1) Operation Indicators of Plans 1 and 2
The operation indicators of the Project and each Bridge under Plans 1 & 2 will be monitored
by measuring the impact indicators. The targets of the indictors of the Project and each
Bridge are estimated as of the planned monitoring timing as shown in Table 13.3.2 and Table
13.3.3.
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Final Report
Table 13.3.2 Operation Indicators for the Project under Plans 1 & 2
New Bridge Rehabilitation
Base Monitoring
Opening Completion
Bridge Indicator Year Year
Year Year
2012 2019 2021 2023
Average Annual
Meghna/Gumti
Traffic Volume 65,008 94,106 105,374 116,342
Bridge
(PCU)
Source: Estimated by the JICA Study Team
Table 13.3.3 Operation Indicators for the Project under Plan 1 & 2
Base Monitoring
Opening Completion
Bridge Indicator Year Year
Year Year
2012 2019 2021 2023
Average Annual
Kanchpur
Traffic Volume 76,732 110,388 123,301 136,030
Bridge
(PCU)
Average Annual
Meghna
Traffic Volume 65,008 94,106 105,374 116,342
Bridge
(PCU)
Average Annual
Gumti Bridge Traffic Volume 65,008 94,104 105,374 116,342
(PCU)
(2) Effect Indicators of Plan 1
The effect of the Project will be monitored by measuring the impact indicators. The targets of
the indictors of the Project are estimated as of the planned monitoring timing as shown in
Table 13.3.4 and Table 13.3.5. Target roads for showing the effect indicators are assumed as
follows;
 Road section between Dhaka and Gumti Bridge (Shahidinagar on NH-1) (Total length:
47.0 km)
 Total bridge and approach road (Total length:5.32 km)
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Final Report
Table 13.3.4 Effect Indicators of the Project in the Target Road under Plan 1
Base New Bridge Rehabilitation
Monitoring Year
Effect Indicator Year Opening Year Completion Year
2012 2019 2021 2023
Travel Time
74.4 42.5 44.4 46.5
(min.)
Travel Speed
37.9 66.3 63.5 60.7
(km/h)
Notes: 1) Travel time and travel speed on the target road of 47 km
2) Data in 2012 is obtained from Baseline survey
Table 13.3.5 Effect Indicators of the Project in the Target Bridge and Road Section (Plan 1)
Base Monitoring
Effect Opening Completion
Bridge Year Year
Indictor Year Year
2012 2019 2021 2023
Travel Speed
Kanchpur Bridge 25.0 63.9 61.6 59.3
(km/h)
Travel Speed
Meghna Bridge 13.0 67.5 64.5 61.4
(km/h)
Travel Speed
Gumti Bridge 12.0 67.5 64.5 61.3
(km/h)
Travel Speed
All Bridges 14.0 66.8 63.9 60.9
(km/h)
Kanchpur Bridge Travel Time
2.6 1.0 1.1 1.1
(1.10 km) (min)
Meghna Bridge Travel Time
8.3 1.6 1.7 1.8
(1.80 km) (min)
Gumti Bridge Travel Time
12.1 2.2 2.3 2.4
(2.42 km) (min)
All Bridges Travel Time
23.0 4.8 5.1 5.3
(5.32 km) (min)
Notes: 1) Travel time and travel speed on the target bridges and approach road sections
(3) Effect Indicators of Plan 2
The effect indicators of the Project will be monitored by measuring the impact indicators.
The targets of the indictors of the Project are estimated as of the planned monitoring timing
as shown in Table 13.3.6 and Table 13.3.7. Target roads for showing the effect indicators are
assumed as follows;
 Road section between Dhaka and Gumti Bridge (Shahidinagar on NH-1) (Total length:
47.0 km)
 Total bridge and approach road (Total length: 5.32 km)
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Final Report
Table 13.3.6 Effect Indicators of the Project in the Target Roads under Plan 2
Base New Bridge Rehabilitation
Monitoring Year
Effect Indicator Year Opening Year Completion Year
2012 2019 2021 2023
Travel Time
74.4 55.7 60.4 66.0
(min.)
Travel Speed
37.9 50.6 46.7 42.7
(km/h)
Notes: 1) Travel time and travel speed on the target roads of 47 km
Table 13.3.7 Effect Indicators of the Project in the Target Bridges and Road Sections (Plan 2)
(Travel Speed and Travel Time)
Base Monitoring
Effect Opening Completion
Bridge Year Year
Indictor Year Year
2012 2019 2021 2023
Travel Speed
Kanchpur Bridge 25.0 63.9 61.6 59.3
(km/h)
Travel Speed
Meghna Bridge 13.0 54.9 50.2 45.5
(km/h)
Travel Speed
Gumti Bridge 12.0 54.9 50.2 45.5
(km/h)
Travel Speed
All Bridges 14.0 56.8 52.6 48.4
(km/h)
Kanchpur Bridge Travel Time
2.6 1.0 1.1 1.1
(1.10 km) (min)
Meghna Bridge Travel Time
8.3 2.0 2.2 2.4
(1.80 km) (min)
Gumti Bridge Travel Time
12.1 2.6 2.9 3.2
(2.42 km) (min)
All Bridges Travel Time
23.0 5.6 6.2 6.7
(5.32 km) (min)
Notes: 1) Travel time and travel speed on the target bridges and approach road sections
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Final Report
13.4 Qualitative Effect
13.4.1 Promotion of National / Regional Development and Market Expansion
The Kanchpur, Meghna and Gumti Bridge Projects contribute greatly to regional
development of the Dhaka-Chittagong corridor. The Projects will be provided proper
infrastructure to accommodate for huge cargo movement. As a result, the transport costs
between Dhaka and Chittagong will be greatly reduced due to reduction of the traffic
congestion. These phenomena will provide a favorable influence to industrial and export
products in Dhaka Metropolitan Area, which is an engine of the economic development in
Bangladesh.
13.4.2 Promotion of Poverty Reduction
Poor people’s inability to access jobs and services is an important element of the social
exclusion that defines poverty. Regional and transport development can reduce this poverty,
by contributing to economic growth.
 During the construction period, poor people can work as unskilled construction workers.
 After construction, this Project road will promote development of the region along the
Project road by enhancing promotion of agriculture, industry and commerce. It is
expected that job opportunities will be increased in proportion with economic
development.
Through such increases in employment opportunities, it is expected to promote poverty

reduction.
13-42
CHAPTER 14
ENVIRONMENTAL AND SOCIAL CONSIDERATION

Final Report
14. ENVIRONMENTAL AND SOCIAL CONSIDERATIONS
14.1 Summary of EIA
14.1.1 General
The EIA report was prepared on the basis of proposed engineering works, field investigations,
stakeholder consultation, primary and secondary data collection, screening of all baseline
environmental parameters, environmental quality baseline monitoring, and review of other
similar project reports in Bangladesh. The study was taken up during March–August, 2012.
The EIA covers the general environmental profile of the Project area including physical,
ecological, environmental, social, cultural and economic resources. Baseline environmental
monitoring was carried out on water (surface and ground), air, noise, soil, and sediment
quality measurements. The EIA includes an overview of the potential environmental impacts
and their severity, and proposes necessary mitigation measures and an environmental
management plan for each of the identified impacts. Two rounds of public consultations were
conducted as part of the EIA.
The EIA report in its present format as per the TOR and specified terms and conditions in the
DoE letter no. DoE/Clearance/5150/2012/31 7/2002/900 dated 23/05/2012, has been prepared
for obtaining the Environmental Clearance Certificate (ECC) from the Government of
Bangladesh (GoB).
The methodology used for this study is based on the procedures described in Environmental
Guidelines, (Volume 1) published by RHD and the other relevant regulations of Bangladesh
as well as the “JICA Guidelines for Environmental and Social Considerations” (April 2010).
Methodology adopted for completion of the EIA study of bridges is as follows;
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Final Report
 Scoping workshop organization with various stake holders at the beginning of the
Project preparation activities
 Reconnaissance survey was taken to collect baseline information in devised formats
 Analysis of collected data was carried out
 Documentation of baseline conditions was done by on site environmental monitoring
 Analysis and assessment of various alternatives was undertaken
 Identification and assessment of various impacts was done
 Formulation of mitigation, and avoidance measures was done for identified impacts
 Community consultations were carried out
 Preparation of standalone environmental management plans (EMPs), for both the

bridges, has been done
The EIA report was submitted to DoE on October 11, 2012 and approved by DoE on 12
November, 2012.
14.1.2 Policy, Legal, and Administrative Framework
In accordance with Bangladesh laws, the project is classified as “red category” (equivalent to
Category A in international donors’ safeguard guidelines). This means that a full-scale
Environmental Impact Assessment (EIA) is required in order to obtain an Environmental
Clearance Certificate (ECC).
The EIA shall be implemented in accordance with not only the rules of Bangladesh
Government but also with JICA Guidelines for Environmental and Social Considerations
(April 2010). Information disclosure at the EIA shall be implemented in accordance with
JICA Guidelines.
The Roads and Highway Department is the implementing agency of the project while the
Social and Environmental Circle (SEC) under the RHD and the Department of Environment
(DoE) under the Ministry of Environment and Forest (MoEF) are the supervising agencies for
environmental protection.
14.1.3 Baseline Environmental Condition
From the natural environment viewpoint, an endangered species, the River Dolphin, is
observed when it passes Meghna and Gumti Bridges. Noise generally exceeds the
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Final Report
environmental standards of World Health Organization (WHO) in day time in most of the
areas surrounding the projects whereas it comes down to less than 70 dB in night time except
for at the roadside. Meghna River is famous for changing its route very frequently; however,
it seems that the stream line shows almost the same profile around Meghna and Gumti
Bridges. Therefore, it is supposed that the river shore line around Meghna and Gumti Bridges
is stable with respect to the morphological view point.
From the social environment viewpoint, while there are no fishermen in the Kanchpur Bridge
site, there are approximately ten each in Meghna and Gumti Bridge sites. From the traffic
volume of NH-1, the amount of CO2 emission in 2010 was estimated as 1,000,000 ton per
year in NH-1: about 35,000 vehicles / year, and about 3 % of total CO2 emitted in Bangladesh.
14.1.4 Alternative Analysis
The project, construction of three 2nd bridges and rehabilitation of three existing bridges, is of
key importance to secure the availability of NH-1 all year round without any delay of
transportation service between Dhaka and Chittagong. The commerce carried on over that
road is more important to the national income than any other transportation mode or route in
the country.
Locations of the 2nd bridges were studied in the view of feasibility such as social impact,
environmental impact and cost etc. and the following locations are found to be most feasible
respectively:
Table 14.1.1 Bridge Locations

Bridges The most feasible route
nd
2 Kanchpur Bridge Downstream of the existing bridge
2nd Meghna Bridge Upstream of the existing bridge
2nd Gumti Bridge Downstream of the existing bridge
14.1.5 Initial Environmental Examination
(1) Screening
Screening is the step to categorize projects/activities based on degree of environmental

impacts caused by the project.
The Project was classified as “Red” under regulation of Bangladesh and “A” according to the
JICA Environmental Guidelines, and thus EIA is necessary to be conducted.
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Final Report
(2) Scoping
The aim of scoping is to find out possible ecological/environmental and social impact caused
by the implementation of proposed project and to determine Terms of Reference (TOR) for
EIA.
The results of screening are shown in Table 14.1.2 through Table 14.1.4. Impacts are rated in
A, B, C and D. The definition of the rating is as follows;
Definition of the Rating:
A: Severe negative impact is predicted
B: Limited negative impacts can be predicted
C: Impact is unknown
D: Almost no negative impact is predicted
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Final Report
Table 14.1.2 Results of Scoping at Kanchpur Bridge Site

Rating Potential impact description
Sl.
Item Before / During Study methodology
no. Overall During Operation Before / During Construction During Operation
Const- ruction
Loss of approximately 40 Preparation of RAP

1 Involuntary resettlement A A D -
residential houses and small shops Census
Asset inventory
Loss of approximately 20 small
-
Local economics, such as employment, shops Socio-economical survey
2 A A D
livelihood, etc. Some restrictions to sand carrying (Local economy can be and group discussion
work activated)
3 Land use and utilization of local resources B B D Impact on part of fishing place - Study of current land use
Social institutions such as social infrastructure

4 D D D - - -
and local decision-making institutions
5 Existing social infrastructures and services D D D - - -
Relocation of approximately 40
6 Poor, indigenous, or ethnic people A A D poor and landless families and - Group discussion
small shops
Relocated families may become poorer while the remaining Socio-economical survey
7 M isdistribution of benefits and damages B B B
families can have the project benefit and group discussion
Local conflicts may take place by the misdistribution of Socio-economical survey

8 Local conflicts of interest B B B
benefits and damages and group discussion
Appeared to be no cultural
9 Cultural heritage D D D - -
heritage around
Study and analysis of
Construction accident during
10 Accident B B B Traffic accident construction accident
construction
during construction and
Inflow of workers with HIV into Study of present condition
11 Infectious diseases such as HIV/AIDS B B C -
camp of HIV
Female laborers may be
Study of present
12 Gender B B C discriminated in wage at -
condition of gender gaps
construction site
Study of present condition
13 Children’s rights B B C Children’s labor -
of children’s labor
River bank erosion may be caused by installation of literature study and
14 Erosion and scouring C C C
embankment road for construction and abutments hearing study
Study of the number of
New pier foundations passing vessels and their
Construction vessels may obstacle passing direction
15 River transportation B B B may obstacle passing
passing vessels
vessels Study of present condition
of river traffic accident
Flood can be caused by installation of embankment road for
16 Hydrology B B B Hydrological analysis
construction and abutments
17 Biota and Ecosystem B B C Impact on precious species - Hearing study
Estimation of the amount

An increase in CO2
CO2 emission from construction of emission
18 Global Warming C C C emission from passing
equipment Prediction of the amount
vehicles
of emission
Chemical analysis of air
An increase in emission
Emission of air pollutant from pollution
19 Air Pollution B B C of air pollutant from
construction equipment Prediction of future
passing vehicles
density
Release of construction turbid Chemical analysis of
water without treatment into river present water quality
20 Water Contamination B B D - Estimation and prediction

Disturbance of river bottom by of amount of suspended
installation of pier foundation solid by installation of pier
foundation
Soil sampling and analysis
for pollution
21 Soil Pollution B B D Leakage of asphalt and gasoline -
Prediction of leakage in
construction
Prediction of amount of
Illegal dumping of construction
22 Waste B B D - generated construction
solid waste
waste
M easurement of noise and
Noise and vibration of Noise and vibration of vibration
23 Noise and Vibration B B C
construction equipment passing vehicles Prediction of future noise
and vibration
Ground subsidence of Study of current condition
24 Ground Subsidence C D C buildings and surrounding of soft ground distribution
facilities by boring
Odor from emitted gases by
Study of a cause and a
25 Offensive Odor C C C construction equipment and open
resource of offensive odor
burning of waste
Sampling and chemical
26 Bottom Sediment C C D - - analysis of bottom
sediments
View of bridges and
View of bridges and embankments Hearing from local
27 Landscape C C C embankments during
during construction residents
operation
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Final Report
Table 14.1.3 Results of Scoping at Meghna Bridge Site

Sl.
Const- ruction
Loss of approximately 400 Census
residential houses and small shops Asset inventory
-
-
Local economics, such as employment, shops Socio-economical survey and
2 A A D
livelihood, etc. Some restrictions to sand carrying (Local economy can be group discussion
work activated)
Impact on part of fishing place and
3 Land use and utilization of local resources B B D - Study of current land use
timber industry
Social institutions such as social infrastructure Study of location, influence and
4 B B D Construction impact on school -
and local decision-making institutions so forth
Study of current condition of
5 Existing social infrastructures and services B B D Relocation of ferry terminal -
ferry use
Relocation of approximately 40 poor

6 Poor, indigenous, or ethnic people A A D - Group discussion
and landless families and small shops
Relocated families may become poorer while the remaining Socio-economical survey and
families can have the project benefit group discussion
Local conflicts may take place by the misdistribution of Socio-economical survey and
benefits and damages group discussion
Appeared to be no cultural heritage Appeared to be no cultural
9 Cultural heritage D D D -
around heritage around
10 Accident B B B Traffic accident construction accident during
construction
construction and traffic accident
Inflow of workers with HIV into Study of present condition of

camp HIV
Study of present condition of
12 Gender B B C discriminated in wage at construction -
gender gaps
site
13 Children’s rights B B Ｃ Children’s labor -
children’s labor
Deep scour of river bottom around pier’s foundations and river
14 Erosion and scouring A C A bank erosion may be caused by installation of embankment road Hydrological analysis
for construction and abutments
New pier foundations
Construction vessels may obstacle Construction vessels may
15 River transportation B B B may obstacle passing
passing vessels obstacle passing vessels
vessels
Flood can be caused by installation of embankment road for Hydrological analysis, Analysis
16 Hydrology B B B
construction and abutments for erosion and scouring

Estimation of the amount of
An increase in CO2
CO2 emission from construction emission
equipment Prediction of the amount of
vehicles
emission
An increase in emission Chemical analysis of air pollution
Emission of air pollutant from
construction equipment Prediction of future density
passing vehicles
Release of construction turbid water Chemical analysis of present
20 Water Contamination
without treatment into river water quality
B B D - Estimation and prediction of
Disturbance of river bottom by
amount of suspended solid by
installation of pier foundation
Soil sampling and analysis for
pollution
construction
Illegal dumping of construction solid Prediction of amount of generated

22 Waste B B D -
waste construction waste

Noise and vibration of construction Noise and vibration of vibration
equipment passing vehicles Prediction of future noise and
vibration
Ground subsidence of
Study of current condition of soft
24 Ground Subsidence C D C buildings and surrounding
ground distribution by boring
facilities
Study of a cause and a resource of
offensive odor
burning of waste
Sampling and chemical analysis of
26 Bottom Sediment C C D - -
bottom sediments
View of bridges and
View of bridges and embankments
27 Landscape C C C embankments during Hearing from local residents
during construction
operation
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Final Report
Table 14.1.4 Results of Scoping at Gumti Bridge Site

Sl.
Const- ruction
Loss of approximately 40 Preparation of RAP
residential houses and small shops Census
Asset inventory
-
Local economics, such as employment, shops Socio-economical survey and
2 A A D
livelihood, etc. Some restrictions to sand carrying (Local economy can be group discussion
work activated)
3 Land use and utilization of local resources B B D Impact on part of fishing place - Study of current land use
Social institutions such as social infrastructure

4 D D D - - -
and local decision-making institutions
5 Existing social infrastructures and services D D D - - -
Relocation of approximately 40
6 Poor, indigenous, or ethnic people A A D poor and landless families and - Group discussion
small shops
Relocated families may become poorer while the remaining Socio-economical survey and
families can have the project benefit group discussion
Local conflicts may take place by the misdistribution of Socio-economical survey and
benefits and damages group discussion
Appeared to be no cultural
9 Cultural heritage D D D - -
heritage around
10 Accident B B B Traffic accident construction accident during
construction
construction and traffic accident
Inflow of workers with HIV into Study of present condition of
camp HIV
12 Gender B B C discriminated in wage at -
gender gaps
construction site
13 Children’s rights B B C Children’s labor -
children’s labor
River bank erosion may be caused by installation of literature study and hearing
14 Erosion and scouring C C C
embankment road for construction and abutments study
Study of the number of passing
New pier foundations vessels and their passing
Construction vessels may obstacle
15 River transportation B B B may obstacle passing direction
passing vessels
vessels Study of present condition of
river traffic accident
Flood can be caused by installation of embankment road for

16 Hydrology B B B Hydrological analysis
construction and abutments
Estimation of the amount of

An increase in CO2
CO2 emission from construction emission
equipment Prediction of the amount of
vehicles
emission
Chemical analysis of air
An increase in emission
Emission of air pollutant from pollution
construction equipment
passing vehicles Prediction of future density
Release of construction turbid Chemical analysis of present

water without treatment into river water quality
20 Water Contamination B B D -
Estimation and prediction of
Disturbance of river bottom by
amount of suspended solid by
Soil sampling and analysis for

pollution
construction
Illegal dumping of construction Prediction of amount of

22 Waste B B D -
solid waste generated construction waste

Noise and vibration of Noise and vibration of vibration
construction equipment passing vehicles Prediction of future noise and
vibration
Ground subsidence of Study of current condition of
24 Ground Subsidence C D C buildings and surrounding soft ground distribution by
facilities boring
Study of a cause and a resource
of offensive odor
burning of waste
Sampling and chemical analysis
26 Bottom Sediment C C D - -
of bottom sediments
View of bridges and
View of bridges and embankments
27 Landscape C C C embankments during Hearing from local residents
during construction
operation
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Final Report
14.1.6 Environmental Impacts
On these 27 items, a baseline survey, project impact prediction and, if impact is considered
either negligible or severe, environmental management planning including monitoring plan
was established as below.
Table 14.1.5 Summary of EMP (Before Construction)

Environmental Severity of Adverse
Mitigation Measures
Impact/Issue Impacts
SOCIAL ENVIRONMENT
1) Involuntary Severe: Households and  Proper resettlement action Plan (RAP)
Resettlement people are influenced  Provide adequate compensation in time to PAPs
2) Local Economies Severe: Shop owners,  All direct income loss must be adequately compensated
such as employees, cultivators, within the RAP
employment, properties and plantation  Income loss can be mitigated by providing alternative job
livelihood etc. owners are influenced opportunities for PAPs.
3) Land use and Moderate: Plantation area  Plantation area which will be tentatively occupied during
utilization of local and an aqua culturing construction, will be restored to original state and returned to
resources households are affected the land owner after construction
4) Social institutions Moderate: Social  Proper resettlement action Plan (RAP)
such as social institutions are affected by  Provide adequate compensation in time to PAPs
infrastructures and relocation
decision-making
institutions
5) Poor, indigenous Severe: Livelihood of poor  Prepare RAP involving the following measures
people or ethnic or female headed Define the displaced persons and criteria for determining their
minority households are affected eligibility for compensation
Establish external monitoring committee consisting of a third
party
 For poor people, proponent activities improving surface
water condition and making groundwater available shall be
implemented
6) Maldistribution of Severe: Displaced people  Prepare RAP involving the following measures
benefits and may suffer at all bridge Assessed compensation based on the market price
damages sites Payment will be carried out before resettlement
 Establish external monitoring committee consisting of a third
party
7) Local conflicts of Moderate: candidates for  Clear information about the labor needs (number and
interest construction jobs may have qualifications) should be provided to local people.
some conflicts between  The job skills and the priority for the affected people shall be
communities taken into account and the workers can be chosen.
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Final Report
Table 14.1.6 Summary of EMP (During Construction)

Mitigation Measures
SOCIAL ENVIRONMENT
1) Involuntary Severe: Households and  Proper resettlement action Plan (RAP)
Resettlement people are influenced 1. Provide adequate compensation and assistance in time to
PAPs
2) Local Economies Severe: Shop owners,  All direct income loss must be adequately compensated
such as employees, cultivators, within the RAP
employment, properties and plantation  Income loss can be mitigated by providing alternative job
livelihood etc. owners are influenced opportunities for PAPs.
3) Land use and Moderate: Plantation area  Plantation area and part of fish pond which will be
utilization of local and an aqua culturing tentatively occupied during construction, will be restored to
resources households are affected original state and returned to the land owner after
construction
4) Social institutions Moderate: Social  Proper resettlement action Plan (RAP)
such as social institutions are affected by  Provide adequate compensation in time to PAPs
infrastructures and relocation and noise  Periodical maintenance of construction vehicles
decision-making  Installation of sound insulation
institutions
5) Existing social Moderate: Social service  Proper detailed design is going to be done and the utilities
infrastructures and utilities are located lines will be diverted before starting the construction
Services underground in the affected activity.
area
6) Poor, indigenous Severe: Livelihood of poor  Prepare RAP involving the following measures
people or ethnic or female headed Define the displaced persons and criteria for determining their
minority households are affected eligibility for compensation
Establish external monitoring committee consisting of a third
party
 For poor people, proponent activities improving surface
water condition, making groundwater available and
enhancing their job skill shall be implemented
7) Maldistribution of Severe: Displaced people  Prepare RAP involving the following measures
benefits and may suffer at all bridge Assessed compensation based on the market price
damages sites Payment will be carried out before resettlement
 Establish external monitoring committee consisting of a third
party
8) Local conflicts of Moderate: candidates for  Clear information about the labor needs (number and
interest construction jobs may have qualifications) should be provided to local people.
some conflicts between  The job skills and the priority for the affected people shall be
communities taken into account and the workers can be chosen.
9) Accidents Moderate: Construction  Follow Health and Safety Management Plan (HSMP ) rules
workers can have harmful and regulations designated by contractors
and critical trouble
10) HIV/AIDS- Moderate: Transmission of  An HIV-AIDS awareness campaign via approved service
disease by inflow of provider shall be implemented
migrant workers
11) Gender Moderate: Salary gap  Monitoring of payment to workers by the contractor shall be
between genders implemented to prevent payment gaps between male and
female.
12) Children’s rights Moderate: Children may  Regular monitoring of sites to guide contactors and their
come and work in the related firms to discourage child labor.
construction site  If child labor is detected, necessary and decisive actions to
the violating firms are implemented.
 Some assistance for parents of working children
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Final Report
13) River Moderate: Congestion of  Provision of illumination in the night time around
Transportation vessels could generate anchorages
collisions
NATURAL AND ECOLOGICAL ENVIRONMENT
17) Fauna and flora Moderate: Wildlife  Any illegal discharge of waste water, leaked oil shall be
including River Dolphin is prohibited
affected by the construction  Construction development area shall be fixed, to prevent
using steel piles development or cutting of trees outside of project area
 Monitoring both upstream and downstream will be
conducted from the bridge surface
 If dolphin are observed around the project site, piling works
and vessels should be prohibited until the dolphin pass.
 Night lightning in construction areas should be restricted to
the construction site.
ENVIROMNTAL POLLUTION
19) Air Pollution Moderate: Dust rising from  Good maintenance and operation of equipment and vehicles
unpaved roads and others  Use environmentally-friendly material
during construction  Spraying water to suppress the dust
 Cover entire load with tarpaulin to prevent the load from
being blown.
 Good maintenance of material
 Monitoring and regular meetings for air quality

20) Water Pollution Moderate: Pile driving,  Construction sludge generated by pile driving, concrete plant
muddy water from and asphalt plant is treated in a silt basin and remaining
earthwork, domestic waste sludge is disposed of at designated dumping sites
liquid from worker’s camp,  Impermeable wall shall be used with cast-in-place piles
and oil leaking from  Turbid water from construction work area is treated in silt
construction vessels basins for satisfying water quality standards and drained
away to the nearest drainage or river
 Domestic waste water is treated in septic tanks for satisfying
water quality standard and drained away to the nearest
drainage or river.
 Water quality including arsenic content will be checked
before using groundwater as potable water for construction
workers.
 Waste oil shall be stored without leaking before legal
disposal process.
 Refilling of equipment/ vehicles shall be on a concreted floor
 Fuel and oil shall be stored in concrete floored tanks
surrounded with concrete wall
 Equipment and vehicles are properly maintained so as not to
cause leaking of fuel onto ground surface. Inspection sheet
for the maintenance record shall be submitted regularly
 Batteries containing liquid shall be kept on an impervious
surface to prevent battery liquid that contains hazardous
heavy metal from leaking and percolating into the ground
 To be on the safe side, study on groundwater will be
implemented by the consultant during detailed design stage
in order to prevent adverse impacts on surrounding wells.
21) Soil pollution Moderate: leakage of oil,  Disposal at designated dumping sites
and borrow can  Soil quality Testing
contaminate soil  Disposal of waste oil without leakage
 Refilling place having concreted floor
 Potential pollutants to be stored in tanks surrounded by a
concrete wall
 Equipment and vehicles are properly maintained
 Batteries containing liquid shall be kept on an impervious
surface
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Final Report
22) Waste Moderate: Generation of  Minimize volume going to the silt basin before disposing
construction sludge and  Segregate waste to minimize waste material
domestic waste  Dispose in designated dumping sites as instructed by the
section handling waste
 Recycle as much as possible with consideration of the soil.
23) Noise and Moderate: Noise and  Periodical maintenance .of construction vehicles
Vibrations vibration from construction  Installation of sound insulation cover on boundary near
machines and vehicles residential areas
25) Offensive Odors Moderate: open burning of  Prohibition of open burning
construction waste,  Proper treatment of camp waste
improper treatment of  Proper maintenance of heavy equipment
human liquid waste,
exhaust smoke from heavy
equipment etc
26) Bottom sediment Moderate: Waste dumped  Construction contractor will be obliged prevent dumping of
into rivers can contaminate waste into the river
river bed
Table 14.1.7 Summary of EMP (During Operation)

Mitigation Measures
SOCIAL ENVIRONMENT
10) Accidents Moderate: Traffic accident  Provision of traffic signs, road marks, speed bumps, zebra
can occur marks, guard rails and poles, and curb stones etc
ENVIROMNTAL POLLUTION
16) Hydrological Severe: hydrological  Steel Pipe Sheet Pile (SPSP) foundation has been selected；
condition condition was affected by the size and depth of the SPSP foundation shall be designed
scouring so that the riverbed scouring will not create any threat to
overall bridge stability.
23) Noise and Moderate: the forecast  Secure a buffer zone of around 100m as noise decay distance
vibration value exceeds the standard. (land utilization guide by RHD and local authority)
RHD: Roads& Highways Department, NGO: Non Government Organization, DoE: Department of Environment,
PAP: Project Affected Person
14-11
Final Report
14.1.7 Environmental Management Plan
An environmental management plan was presented in the previous table. The monitoring plan
proposed is:
Table 14.1.8 Costs for Environmental Management and Monitoring

(Enhancement of Environment (A))
Unit Total
Component Stage Item Unit Cost Quantity Costs
(BDT) (BDT)
17) Fauna and During Planting of native tree species
flora and Operation including maintenance for
27) Landscape three years
17) Fauna and During Maintenance including Confidential
flora and Operation monitoring of survival of
27) Landscape plants
Enhancement of environment (A)
14-12
Final Report

(Environmental Management Cost (B))
Unit Total
Component Stage Item Unit Quantity
Cost (BDT) Costs (BDT)
1) Involuntary Before Compensation for
resettlement Construction impact
During Compensation for
Construction impact
2) Local Economies Before Compensation for
such as Construction impact
employment, During Compensation for
livelihood etc. Construction impact
3) Land use and Before Proper occupation
utilization of local Construction
resources During Proper occupation
Construction
4) Social institutions Before Compensation for
such as social Construction impact
infrastructures and During Compensation for
decision-making Construction impact
institutions
5) Existing social During Construction for
infrastructures and Construction diversion
services
6) Poor, indigenous, Before Compensation for
or ethnic people- Construction impact
Activities
improving surface
water condition,
making Confidential
groundwater
available and
enhancing their job
skill
Construction impact
Activities
improving surface
water condition,
making
groundwater
available and
enhancing their job
skill
7) Maldistribution Before Compensation for
of benefits and Construction impact
damages During Compensation for
Construction impact.
8) Local conflicts Before Compensation for
of interest Construction impact
Construction impact
10) Accidents During Ensuring that
Construction HSMP works right
on the track
14-13
Final Report
Unit Total
During Installing traffic
Operation signs, road marks,
speed bumps, zebra
marks, guard rails
and poles, and curb
stones etc
11) HIV/AIDS During HIV campaign
Construction
12) Gender During Monitoring of the
Construction gaps between male
and female
13) Children’s During Prevention activities
Rights Construction to inhibit child labor
15) River During Watch boats,
Transport Construction watchman, sign
boards etc
16) Hydrological During Inspection of river
condition Operation bottom condition
for scouring
17) Fauna and flora During Restoration of
Construction construction
development area
19) Air pollution During Implement dust
Construction suppression plan
and routine
mitigation measure
shall be taken to Confidential
control emitting
equipment.
During Inspection of road
Operation side air condition
20) Water During Installation of silt
pollution Construction basins and septic
tanks.
Proper maintenance
of equipment and
vehicles.
Removal of arsenic.
21) Soil pollution During Disposal at
Construction designated dumping
sites.
Proper maintenance
of equipment and
vehicles.
During Inspection of soil
Operation condition
22) Waste During Collection,
Construction transportation and
dumping of waste at
authorized dumping
sites.
Minimization of
volume and
recycling.
14-14
Final Report
Unit Total
23) Noise and During Periodical
Vibration Construction maintenance of
construction
vehicles and
installation of sound
insulation cover
During Secure a buffer zone
Operation around 100m as
noise decay distance
25) Offensive During Proper treatment of
odors Construction camp waste
Proper maintenance Confidential
of heavy equipment.
26) Bottom During Proper treatment in
sediment Construction order to prevent
waste from being
dumped into the
river.
27) Landscape Before and Inspection of
During landscape from
Construction vessel mooring
station
Environmental management cost (B)
14-15
Final Report

(Monitoring Costs (C))
Unit Total
1) Involuntary Before Compensation for impact
Resettlement Construction
During Compensation for impact
Construction
2) Local Before Compensation for impact
Economies Construction
such as During Compensation for impact
employment, Construction
livelihood etc.
3) Land use and Before Proper occupation
utilization of Construction
local resources During Proper occupation
Construction
4) Social Before Compensation for impact
institutions Construction
such as social During Compensation for impact
infrastructures Construction
and decision-
making
institutions
5) Existing social During Construction for diversion
infrastructures Construction
and Services
6) Poor, Before Compensation for impact
indigenous Construction Direct survey in the field
people or by interviews with the Confidential
ethnic minority poor people in order to
ensure that groundwater is
available for them.
During Compensation for impact
Construction Direct survey in the field
by interviews with the
poor people in order to
ensure that groundwater is
available for them.
7) Maldistribution Before Compensation for impact
of benefits and Construction
damages During Compensation for impact
Construction
8) Local conflicts Before Direct survey in the field
of interest Construction by interviews with the
locals in order to ensure
that local people,
especially PAPs, are
satisfied with their jobs.
During Direct survey in the field
Construction by interviews with the
locals in order to ensure
that local people,
especially PAPs, are
satisfied with their jobs.
14-16
Final Report
Unit Total
10) Accidents During Ensuring that HSMP
Construction works right on the track
During Installing traffic signs,
Operation road marks, speed bumps,
zebra marks, guard rails
and poles, and curb stones
etc
11) HIV/AIDS During Ensuring that contractor’s
Construction personnel and local
community understand
HIV-AIDS awareness
campaign
12) Gender During Direct survey in the field
Construction by interviews with the
women in order to ensure
that there are no any gaps
between men and women.
13) Children’s During Visual inspection of child
rights Construction laborers
15) River During Giving adequate
Transport Construction illumination
16) Hydrological During Inspection of river bottom
condition Operation condition for scouring
17) Fauna and During Restoration of
flora Construction construction development
area and Counting the
number of River Dolphin Confidential
19) Air pollution During Measurement of SPM,
Construction NOx, SO2, CO and
inspection of brick,
bitumen and cement
facilities (spot checks)
During Measurement of SPM,
Operation NOx, SO2, CO
20) Water During Measurement of pH, EC,
pollution Construction Turbidity, DO, Coliform,
BOD, NH4-N, Oil,
Grease, fecal coliform,
Fe, and As
Effluent Water Quality
(from pile driving,
concrete plant, and
asphalt plant); pH and SS
Drinking Water Quality
(Groundwater for
construction workers);
Measurement of pH, fecal
coliforms, Fe and Arsenic
During Measurement of pH, EC,
Operation Turbidity, DO, Coliform,
BOD, NH4-N, Oil,
Grease, fecal coliform,
Fe, and As
14-17
Final Report
Unit Total
21) Soil pollution During Visual inspection, or
Construction measurement of Cd, Pb,
As, oil, grease and so
forth
During Visual inspection, or
Operation measurement of Cd, Pb,
As, oil, grease and so
forth
22) Waste During Inspection of waste
Construction disposal sites and
construction camps
23) Noise During Visual inspection to
Construction ensure that equipment of a
good standard is in use
and sound insulation
Confidential
cover is installed.
During Measurement of noise dB
Operation (A)
25) Offensive During Odor inspection to ensure
odors Construction harmful odors are not
released from equipment
and waste
26) Bottom During Bottom sampling of Cd,
sediment Construction Pb, As, oil, grease and so
forth
27) Landscape Before and Vessel mooring station
During for 2 times at 3 sites
Construction
Monitoring Costs (C)
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Final Report

(Environmental Training Costs (D))
Unit Total
Environmental During Orientation Workshop and
Training Operation follow up training program for
capacity building/ institutional
development programme of Confidential
SEC
Environmental Training Costs (D)

(Total Cost in BDT )
Total (A+B+C+D)
Contingency @ 10 % Confidential
Grand Total
14.1.8 Public Participation
Outlines of consultation meetings and discussions are shown in 14.2.5 Disclosure,

Consultation and Participation. In the consultation meetings and discussions, the local people
mostly did not have any comments, opinions, suggestions or questions relating to the
environment.
14.1.9 Addendum of EIA Report Approved by DoE
In accordance with the EIA report (Appendx-13) prepared on 20th September 2012 and
consequently submitted to Department of Environment (DoE) on behalf of RHD, DoE issued
minutes of meeting on environmental clearance. The minutes clarify that the recommendation
for approval of the EIA report along with an order of issuance of an Environmental Clearance
Certificate (ECC) for the project is approved.
The EIA report approved by DoE is further revised. This revision consists of six major
modifications which are enclosed in the subsequent tables and proposed to be the addendum
of the EIA report.
Modification-1:
Table 2.2 (Material to be used and Waste to be Generated) shown in Page-9 of Chapter 2
(PROJECT DESCRIPTION) is revised by modification of sub item ‘Soil’ of ‘Construction
material used’. The modifications are shown in Table 14.1.13. The estimated soil quantities
are proposed to be re-examined while detailed design is carried out.
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Final Report
Table 2.2 Material to be used and Waste to be generated (as per EIA Report Approved)
Kanchpur
Unit Meghna Bridge Gumti Bridge Total
Bridge
Construction
material Soil m3 47,000 39,200 32,800 119,000
used
Table 14.1.13 Material to be used and Waste to be generated (to be included)

Kanchpur Meghna Gumti
Unit Total
Bridge Bridge Bridge
Required
amount
m3 38,000 38,000 24,000 100,000
(After
Construction correction)
material Soil
used Excavated m3 1,000 4,000 9,000 14,000
Borrow pit m3 37,000 34,000 15,000 86,000
Modification-2:
Paragraph-5 shown in Page-140, Section 7.2 (Project Impact to Key 27 Items) of Chapter 7
(ENVIRONMENTAL IMPACTS) is revised by adding the phrases, which are highlighted in
Table 14.1.14by underlined text.
Table 14.1.14 Inclusion of Additional Phrases

Main text (as per EIA report approved):
Underlined text to be modified
Page 140, Paragraph-5
7.2 Project Impact to Key 27 Items 7.2 Project Impact to Key 27 Items
2) Local economies such as 2) Local economies such as employment, livelihood, etc.
employment, livelihood, etc. Before/During Construction
Before/During Construction Severe:
Severe: There are generally 10 fishermen each in both Meghna and Gumti Bridge sites.
There are generally 10 fishermen They would experience some adverse impacts on fishing by changes of water
each in both Meghna and Gumti quality and hydrological condition through construction. But the people do not
Bridge sites. They would experience largely fish using net and hook rigs around there. Furthermore, they do not
some adverse impacts on fishing by necessarily fish just on the side of the bridges but rather fish in a wide range of
changes of water quality and spots having the vessels move.
hydrological condition through It can be said that there is almost no significant impact on fishermen by the project
construction. works. The reasons behind this are explained as follows:
1. Because of their broad range of fishing and small dependence on the points near
the bridges, they are able to keep their fishing in places far from the construction
sites during construction.
2. The construction of Steel Pipe Sheet Pile (SPSP) foundation mitigates the
contamination of river water during construction.
3. The construction schedule is disclosed to the locals including the fishermen and
they can make a plan to consider where they should fish.
14-20
Final Report
Modification-3:
Table 7.3 (Depths of Scouring Made in the Past and Depths can be Caused in a 100 year
Period in the Future) shown in Page-147 of Chapter 7 (ENVIRONMENTAL IMPACTS) is
revised based on recalculating the values of two items. The recalculating values are shown in
Table 14.1.15.
Table 7.3 Depths of Scouring Made in the Past and Depths can be Caused in a 100 year
Period in the Future (as per EIA report approved)
Kanchpur
Meghna Bridge Gumti Bridge
Bridge
Maximum scouring taken placed in the past, m 0 18 6
Maximum scouring that may take place in the

8 4 7
future, m
Table 14.1.15 Scouring Depth in past and Scouring Depth expected in 100 Year Period
Kanchpur Meghna Bridge Gumti Bridge

Bridge
Maximum scouring taken placed in the past, m 0 17 4
Maximum scouring that may take place in the

9 4 8
future, m
Modification-4:
Paragraph-4 shown in Page-159, Section 7.2 (Project Impact to Key 27 Items) of Chapter 7
(ENVIRONMENTAL IMPACTS) is revised by including the phrase “from the edge of the
car lane” two times, which are highlighted in Table 14.1.16 by underlined text.
Table 14.1.16 Inclusion of Additional Phrase
Main text (as per EIA report approved): Page 159, Paragraph-4 Underlined text to be modified
7.2 Project Impact to Key 27 Items 7.2 Project Impact to Key 27 Items
23) Noise and Vibration 23) Noise and Vibration
During Operation During Operation
Moderate: Moderate:
A result of quantitative noise forecast is shown in Tables The result of a quantitative noise forecast is shown in
7.15, 7.16, and 7.17. Currently, (2012), the nearest house Tables 7.15, 7.16, and 7.17. Currently, (2012), the
or shop from the road is 10m away and the values of nearest house or shop from the road is 10m away from
noise are shown with bold text in the three tables. On the the edge of the car lane and the values of noise are
other hand, in the future (2022), the nearest house or shown with bold text in the three tables. On the other
shop from the road would be 20m away and the values of
hand, in the future (2022), the nearest house or shop
noise are shown with bold text in the three tables.
from the road would be 20m away from the edge of the
car lane and the values of noise are shown with bold
text in the three tables.
14-21
Final Report
Modification-5:
Table 8.12 (Environmental Management Budget) under section 8.6 (EMP Cost Estimate)
shown in Page 194 of Chapter 8 (ENVIRONMENTAL MANAGEMENT PLAN) is revised
by including an additional two items in ‘20) Water pollution’ component. The additional two
items are enclosed in Table 14.1.17.
Table 14.1.17 Additional Two Items to be included in Table 8.12 of EIA Report (approved)
Unit Total
Cost (BDT) Cost (BDT)
Effluent Water Quality (from pH→500
pile driving, concrete plant, Set
and asphalt plant); pH and SS TSS→1500
During Drinking Water Quality pH→500
20) Water Confidential
Construction (Groundwater for construction
pollution FC→800
workers); Measurement of pH, Set
Fe→800
fecal coliforms, Fe and
Arsenic As→1500
Subtotal
Modification-6:
Total EMP cost estimate shown in Table 8.12 (Environmental Management Budget) section
8.6, Page 194 of Chapter 8 (ENVIRONMENTAL MANAGEMENT PLAN) is revised based
on the additional cost of two items (Table 14.1.13). This additional cost results in an increase
of total cost, contingency and grand total of EMP cost. The changes in cost estimates are
shown in Table 14.1.18.
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Final Report
Table 8.12 Environmental Management Budget (as per EIA report approved)
Total Cost
Component
(BDT)
Enhancement of Environment (A)
Environmental Management Cost (B)
Monitoring Cost (C)
Environmental Training (D) Confidential
Total (A+B+C+D)
Contigency@10 %
Grand Total
Table 14.1.18 Environmental Management Budget

Total Cost
Component
(BDT)
Enhancement of Environment (A)
Environmental Management Cost (B)
Monitoring Cost (C)
Environmental Training (D) Confidential

Total (A+B+C+D)
Contigency@10 %
Grand Total
14-23
Final Report
14.2 Brief Overview of RAP Report
The Resettlement Action Plan (RAP) Report (Appendix-18) has been submitted to RHD for
obtaining approval from the GoB side and accordingly approved by MoC on November 28,
2012. In accordance with the RAP Report submitted, an executive summary is prepared,
which is briefly explained hereinafter in the following sections;
14.2.1 Land Acquisition and Displacement
Construction of the 2nd bridges and rehabilitation of the existing bridges will require no land
acquisition. All components of the project will be constructed on the RHD land. A total of
274 Project Affected Households (PAHs) or 972 peoples will be relocated due to the project
interventions as shown in Table 14.2.1. Besides, two community properties will also be
relocated from the project area. A total of 231 households and shop tenants will be displaced
in Kanchpur Bridge, 19 in Meghna Bridge and 24 in Gumti Bridge. In addition to 274
households to be displaced, a total of 28 wage laborers will also lose their sources of
livelihood due to the project of which 26 at Kanchpur Bridge and 2 at Gumti Bridge. These
peoples and properties are located in RHD owned land and have not official land ownership.
Bridge wise impacts are shown in theTable 14.2.1 below.
Table 14.2.1 Number of Affected Households

No of PAHs No of people
Type of loss
Kanchpur Meghna Gumti Total Kanchpur Meghna Gumti Total
Required for Displacement
1 Residential house owners 100 1 6 107 412 3 19 434
2 Residential rentee 98 0 0 98 313 0 0 313
3 Shop owners 26 17 18 61 98 40 61 199
4 Shop tenants 4 1 0 5 12 4 0 16
5 Residential and shop owner 3 0 0 3 10 0 0 10
Sub Total (1-5) 231 19 24 274 845 47 80 972
Not required for Displacement
6 Pond/fish cultivator 1 0 0 1 5 0 0 5
7 Tree owners 0 1 0 1 0 6 0 6
8 Wage earners (Employees) 26 0 2 28 26 0 2 28
9 Community owned structures 1 1 0 2 1 1 0 2
Sub Total (6-9) 28 2 2 32 32 7 2 41
Grand Total (1-9) 259 21 26 306 877 54 82 1,013
Source: RAP Report
14-24
Final Report
Beside the results shown in Table 14.2.1, an additional census on asset inventory was
conducted along the ‘Meghna old ferry route’ in order to optimize the route alignment of the
2nd Meghna Bridge. It is found that a total of 329 PAHs (housing and commercial entities,
common properties including tenants and squatters, wage laborers) need relocation from
‘Meghna old ferry route’, whereas only 21 PAHs need relocation and affected by the
alignment at upstream next and parallel to the existing bridge. Therefore, the latter one is
selected and considered as project affected households due to the construction of 2nd Meghna
Bridge.
14.2.2 Significance of Impacts
All physically displaced project affected households (PAHs) will experience significant
impacts as a result of displacement. Mitigation of all impacts, including the significant
resettlement impacts, will be undertaken through implementation of this Resettlement Action
Plan (RAP). The RAP identified, and proposed a number of remedial measures for addressing
the gaps between national legislation and the requirements of a Development Partner such as
JICA’s Policy on Involuntary Resettlement.
14.2.3 Indigenous People
There are no indigenous people (tribal or ethnic minority) within the affected population.
14.2.4 Compensation and Entitlements
The affected persons (APs) will be compensated for their affected structure, trees, cropping
fields, ponds, businesses, both squatters and tenants staying on the government land.
Compensation is to be paid by the RHD through an NGO/consulting firm to be engaged by
the Design and Construction Supervision Consultant (DCSC) to assist RHD in the RAP
implementation process. Compensation is based on entitlements including: (i) replacement
value for structures, trees, etc. and (ii) other resettlement assistance as required such as
transfer grants, re-installation grants (except replacement value) and compensation for loss of
business/wages due to dislocation etc. Vulnerable households will be eligible for further cash
assistance for relocation and resettlement to improve their living condition. The RAP
Implementing Agency (IA) will assist the APs in searching for alternative relocation sites and
in the relocation process. The entitlements as per loss category are presented in Table 14.2.2
through Table 14.2.7 below.
14.2.5 Disclosure, Consultation and Participation
The Displaced Persons (DPs) and their community have been consulted for their perception
of the compensation payment process, scope and importance of participation in the project
process, relocation requirements, etc. While conducting the survey and the group discussions,
personal contact and community based stakeholder consultation meetings were held at
14-25
Final Report
different stages of the project formation to seek opinions of the various stakeholders on the
project. At least 3 formal stakeholder consultation meetings were held at Kanchpur, Meghna
and Gumti with different occupational groups near the three bridges. Among 3 formal
stakeholder meetings, 2 RAP disclosure meetings were held in three bridge locations on 15th
March 2012, 1st August 2012 and 1st September 2012..
For the first stage and second stage (consultation and disclosure) meetings, the people were
informed through notices published in the national Daily newspapers and verbal notices
through community leaders. During the implementation of the RAP more stakeholder’s
consultation and focused group meetings will be held to seek cooperation from various
stakeholders in the decision-making and implementation of the RAP. The RAP will be
summarized in an information booklet in Bangla (local language) and disclosed to the
affected people during the implementation period. The APs will participate in the RAP
implementation process through representation in the Grievance Redress Committees (GRCs).
14.2.6 Eligibility of Cut-off Date
All of the APs are identified on the RHD land and no new land acquisition is required for the
project. This is why the commencement date of census survey is declared as the cut-off date
for eligibility of resettlement benefits for the properties standing on the GoB land. In this
project the date of commencement of the census i.e. 8th March 2012 in Kanchpur Bridge, and
15th March 2012, in Meghna and Gumti Bridge are declared as the cut-off dates.
14-26
Final Report
Table 14.2.2 Entitlement Matrix, Loss Item-1

Loss Item 1: LOSS OF PHYSICAL STRUCTURES RESIDENTIAL AND COMMERCIAL (WITHOUT TITLE
TO LAND)
Additional
Entitled Persons Entitlements Application Guidelines
Services
1. Socially recognized 1. Replacement Value1 (RV) for structures 1. Applicable to all structures 1. RAP
owners (Squatters) 2. Transfer Grant @ BDT 7 (seven) per ft2 located in ROW at cut-off Implementing
of structures built in of affected structure. dates. Agency (IA)
the ROW as 3. Utility reconnection assistance 2. PAVC will record will assist the
identified by the @BDT2,000/household structures and recommend APs in finding
Census 4. Removal grant for billboards as lump the RV of structures. alternative sites
sum @ BDT 200,000/ number 3. Compensation will be paid for relocation.
5. Special Assistance of a one-time for the structures built by
payment as recommended by PAVC for the RHD and employees of
each vulnerable household (VHH) i.e. RHD.
female-headed, disabled-headed, 4. Transfer grant would be
elderly-headed and hardcore poor paid only for primary
household with an amount of BDT structures such as
10,000/VHH. residential houses
6. BDT 12,000/- as one time grant in (measured in sq ft).
addition to other compensation for 5. Hardcore poor is defined
female headed including as the households in which
disabled/handicapped/widow member the income level is lower
family. than BDT 60,000/year3
7. Skill Training for vulnerable households
is provided by IA.
8. Owner will be allowed to take all
salvageable materials free of cost.
Implementation Issues
2. Entitled persons will be identified through the Census survey to be conducted by IA and RHD at the detailed design
stage.
3. RV of structure will be determined by PAVC
4. Compensation must be paid before EP dismantles and removes the structures as per civil works requirements by RHD
through IA.
1
As determined based on the result of replacement cost survey conducted by study team and to be recommended by PAVC
2
Based on Padma Bridge Project (2010) financed by WB, ADB, JICA and IDB because of the proximity of the area and
year the survey was conducted, the value used for this project is considered to be applicable in due consideration of recent
price levels.
3
Based on the Southwest Area Integrated Water Resources Planning Management Project (2011) financed by ADB
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Final Report

Loss Item 2: LOSS OF STANDING CROPS/FISH STOCK/ TREES BY HOSE WHO HAVE A CONTRACT
WITH THE LAND OWNER
Additional
Services
1. Socially recognized 1. The crop owners will be issued 60 days 1. Applicable for all Nil
owners, that have prior notice by the RHD to harvest the crops/fish stock on
contract documents crops. If it is not near harvesting period, land/ponds within ROW
with the land owner, the expected yield will be compensated at at the time of
for trees and crops RV. dispossession.
grown on public or 2. In addition, grants for loss of access 2. If the tree is planted on
other land, as (right of cultivating) to cultivable land the RHD land by taking
identified by IA and equivalent to the crop harvested in one lease, compensation for
verified by PAVC. harvesting season, to be verified by trees will be paid
PAVC, RV of fish stock and trees as following the clause of
determined by PAVC the lease agreement
3. Owners will be allowed to harvest crops signed between the
and fish stock and fell the trees. parties4
4. Dislocation allowance for fish pond @ 3. 3. RV of trees/crops/fish
BDT300/dec. stock will be
5. 5. Provisions of lease agreement will recommended by PAVC
supersede above entitlements unless there based on data obtained
are otherwise no conflicts with guidelines from forest department/
stated in this matrix. district agriculture
extension office/ district
marketing office/fishery
department
respectively/market
survey, etc. for those
identified through joint
on-site verification by
PAVC
Implementation Issues:
Loss of agricultural products (standing crops) will be assessed by PAVC and compensation will be paid by RHD through
IA
4
Usually, the lease contract is made to pay half of the total sales (market price) to the land owner. Therefore, half the price
of planted trees is paid to the tree owners. The other half is not required to be paid since the land owner is RHD
14-28
Final Report

Loss Item 3: LOSS OF STANDING CROPS/FISH STOCK/ TREES FOR THOSE WITHOUT TITLE TO LAND
OR CONTRACT WITH LAND OWNER
Additional
Services
1. Actual cultivators, 1. The crop owners will be issued 60 days 1. Applicable for all
without consent prior notice by the RHD to harvest the crops/fish stock on
from land owner, as crops. If it is not near the harvesting land/ponds within ROW
identified in census period, the expected yield will be at the time of
by IA and verified compensated at RV. dispossession.
by PAVC during 2. In addition, grants for loss of access 2. RV of trees/crops/fish
implementation of (right of cultivating) to cultivable land stock will be
RAP. equivalent to the crop harvested in one recommended by PAVC
harvesting season, to be verified by based on data obtained
PAVC. from forest department/
3. RV of fish stock, and trees as determined district agriculture
by PAVC extension office/ district
4. Owners will be allowed to harvest crops marketing office/fishery
and fish stock and fell the trees. department
respectively/market
survey, etc. for those
identified through joint
on-site verification by
PAVC
Implementation Issues: None
14-29
Final Report

Loss Item 4: LOSS OF INCOME (BUSINESS OWNER, WAGE EARNERS AND RENTED-OUT HOUSE OWNER)
Entitled Persons Entitlements Application Guidelines Additional Services
1. Small shop owner 1. Grants for business loss and/or for loss of 1. The needs of vulnerable 1. EPs will be
affected by rental income with an amount equivalent groups will be assessed brought under
displacement to three months net income not exceeding by IA through the needs income
2. Wage earners BDT. 24,0005. assessment survey7 in the generation
affected at business or detailed design stage program based on
enterprises 2. Grant to cover temporary loss of regular 2. The owners of rented out needs assessment
3. Owner of rented wage income @ BDT 2506 for 90 days premises will be entitled survey result.
house/rooms 3. and to a business loss 2. EPs will be
affected by the 4. Special Assistance of a one-time payment allowance for each unit of preferentially
Project as recommended by PAVC for each premises rented out to employed in civil
vulnerable household (VHH) i.e. female- separate families or construction
headed, disabled-headed, elderly-headed persons. work.
and hardcore poor household with an 3. EPs who lose
amount of BDT 10,000/VHH. structure will also
5. BDT. 12,000/- as one time grant in be entitled to loss
addition to other compensation for only Item 1.
female headed without elderly support 4. EPs who rent
disabled/ handicapped/widow member premises will also
family. be entitled to loss
6. Skill training for vulnerable households Item 5.
is provided by trainer NGO
1. IA identifies EPs at census, PVAC verifies the compensation amount, and RHD, thorough IA, pays the compensation.
2. Business losses have been assessed during inventory of losses. All categories of business will be paid equal amount as
grant
5
As were estimated based on the maximum average daily income of BDT 250/days x 30 days x 3 months and is a little less
than BDT 24,000.
6
BDT 250 is likely the average of payment per day according to the socio-economic survey implemented.
7
Socio-economic survey made to meet demand and supply. To survey the demands of skills (what skill is wanted) from
enterprise owner and skills the affected people want to attain.
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Final Report

Loss Item 5: LOSS FOR RENTING RESIDENTIAL AND COMMERCIAL HOUSE/ ROOM
1. Rentee (who 1. Rental assistance for both residential and 1. Each rentee of affected 1. EPs will be
borrows commercial rentee as per the prevalent rate premises will be brought under
residential in the form of grant to cover maximum of 3 entitled to shifting income generation
structure) as months rental but not exceeding BDT. assistance program.
identified by 7,5008 2. RHD employees that 2. IA assists finding
Census and 2. Actual shifting assistance to be determined erected structures by new rent-out
verified by PAVC by PAVC, or BDT 500 per member up to themselves will be house.
2. Rentee (who BDT 5,000 per rentee residential compensated for the RV
borrows household and allowed to take
structures) for his 3. If advance rental payment was already away salvageable
business identified made by rentee to renter, and renter would materials.
by Census and not reimburse the advanced payment to
verified by PAVC rentee, then payment of allowance to
renter will be deducted from
owners’ resettlement assistance
package and paid back to the rentee up to
the ceiling (3 months’ allowance) of
owners entitlements with GRC approval
4. Right to salvage materials from demolished
structures erected by tenant.
5. Special Assistance of a one-time payment
as recommended by PAVC for each
vulnerable household (VHH) i.e. female-
headed, disabled-headed, elderly-headed
and hardcore poor household with an
amount of BDT 10,000/VHH.
6. BDT. 12,000/- as one time grant in addition
to other compensation for only female
headed without elderly support disabled/
handicapped/widow member family.
7. Skill training for vulnerable households is
provided by trainer NGO
1. IA identifies EPs at census, PVAC verifies the compensation amount, and RHD, thorough IA, pays the compensation.
2. Payment shall be done before physical relocation of EPs.
8
Average rental fee per month is less than BDT 2,500 per month according to socio-economic survey
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Loss Item 6: UNFORESEEN ADVERSE IMPACTS (IF APPLICABLE)
Households or Entitlements will be The unforeseen impacts will be As appropriate
persons affected by recommended as necessary by identified through a special survey by
any unforeseen GRC. the PAVC as per request from impacted
impact identified population. The entitlements will be
during approved by the Ministry of
implementation of Communication (MoC)
the RAP
The unforeseen impacts and affected persons will be identified with due care as per policy of RAP and proposed to the MoC
for approval including quantity of losses, their owners and the entitlements.
14.2.7 Grievance Redress Mechanism
Through public consultations and distribution of the public information booklet, APs will be
informed that they have a right to resolve any grievance/ complaints they may have regarding
resettlement issues. Grievances will be settled with full representation in GRCs constituted of
the Ministry of Communications with representatives from the Executing Agency (EA)- here
RHD, the RAP IA to be engaged to assist RHD in RP implementation, local government
institutions (LGI) representatives and the APs representatives to be selected by RHD in
consultation with IA, LGI representative and Resettlement Specialist/Expert from the Design
and Construction Supervision Consultant. The APs will call upon the support of the IA to
assist them in presenting their grievances to the GRCs. The GRCs will review grievances
involving all resettlement benefits, relocation and other assistance. Grievances will be
redressed within 21 days from the date of lodging the complaints.
14.2.8 Income Restoration Strategy
Vulnerable Project Affected Households (PAHs) (including hardcore poor and female headed,
elderly headed, etc.) will be given additional support for livelihood and income restoration.
14.2.9 Institutional Arrangements
A Project Implementation Unit (PIU) will be established by RHD headed by the Project
Director at the rank of Additional Chief Engineer. Superintending Engineer and Executive
Engineers will be also in place to handle the project activities. The PIU will be responsible
for coordinating and overall execution of the project including payment of
compensation/resettlement benefits to the entitled persons (EPs) before relocation. The
DCSC will appoint an IA for implementation of the RAP for proper resettlement and
rehabilitation of the project affected people before and after relocation.
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14.2.10 Cost Estimate and Budget
The total indicative cost estimate for implementation of the RAP is confidential. This
includes payment of compensation for structure & resettlement benefits with other
allowances, training on income generating activities, operation cost of the RAP IA and
external monitoring agency (EMA) of the RAP implementation. The total estimated budget is
shown in the Table 14.2.8 below.
Additionally, the RAP has kept provision of the budget for structures made by RHD at
Kanchpur Bridge and Gumti Bridge which are required to be demolished due to the approach
road or construction yard. The unit rates of the RHD structures are the same as for other
affected structures. The total budget for the RHD structures stands at confidential. RHD will
pay this amount to the local road division as per RHD rules.
Table 14.2.8 Summary of Resettlement Costs for the Project

Kanchpur Meghna Gumti Total Budget
Category of Losses
(BDT) (BDT) (BDT) (BDT)
A Compensation for structures
B Compensation for Trees
C Other Resettlement Benefits
Training on IGA for eligible members
D of affected households and wage
laborers
Approximately 3 Trainers for 10 days
E
each @BDT 3000/day/person
F RHD Capacity Building Training Confidential
Operation cost for RAP Implementing
G
Agency **
Operation cost for External Monitoring
H
Agency (EMA)
Contingency @ 10 % of the Total A-
I
H*
Total
Total (USD)
Note: USD 1 = BDT 82 as of July 2012
*10 % of the total budget excluding RHD compensation
**including operation cost for GRC and PAVC
14.2.11 Implementation and Monitoring
Internal monitoring of RAP implementation will be the overall responsibility of the PIU and
the DCSC/RAP-IA. The EA along with Resettlement Specialist/Expert of the DCSC will
independently be monitoring implementation of RAP as per the guideline as well as assessing
the ability of project affected households (PAHs) to restore their living standards and
livelihoods to pre-project levels. An external monitoring agency will be engaged by RHD
during RAP implementation for ongoing verification.
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14.2.12 Glossary of Terms
(1) Affected Person (AP)
Includes any person, affected household (AH), firm or private institution that, on account of
changes that result from the project will have their (i) standard of living adversely affected;
(ii) right, title, or interest in any house, land (including residential, commercial, agricultural,
forest, and/or grazing land), water resources, or any other moveable or fixed assets acquired,
possessed, restricted, or otherwise adversely affected, in full or in part, permanently or
temporarily; and/or (iii) business, occupation, place of work or residence, or habitat adversely
affected, with or without displacement.
(2) Assistance
Means support, rehabilitation and restoration measures extended in cash and/or kind over and
above the compensation for lost assets.
(3) Compensation
Means payment in cash or kind for an asset to be acquired or affected by a project at

replacement cost at current market value.
(4) Cut-off date
Means the date after which eligibility for compensation or resettlement assistance will not be
considered. Date of service of notice under Section 3 of Land Acquisition Ordinance is
considered to be the cut-off date for recognition of legal compensation and the starting date
of carrying out the census/inventory of losses or any designated date declared by the RHD
will be considered as the cut of date for eligibility of resettlement benefit for the properties
standing on the GoB land and not covered by Deputy Commissioner (DC). In this Project the
dates of commencement of the census i.e. 8th March 2012 in Kanchpur and Meghna and 15th
March 2012 in Gumti Bridge are declared as cut-off dates.
(5) Encroachers
Means those people who move into the project area after the cut-off date and are therefore
not eligible for compensation or other rehabilitation measures provided by the project. The
term also refers to those extending attached private land into public land.
(6) Entitlement
Means the range of measures comprising cash or kind compensation, relocation cost, income
restoration assistance, transfer assistance, income substitution, and business restoration which
are due to AHs, depending on the type and degree /nature of their losses, to restore their
social and economic base.
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Final Report
(7) Eminent Domain
Means the regulatory authority of the Government to obtain land for public purpose/interest
or use as described in the 1982 Ordinance and Land Acquisition Law.
(8) Household
A household includes all persons living and eating together (sharing the same kitchen and
cooking food together as a single-family unit).
(9) Inventory of losses
Means the pre-appraisal inventory of assets as a preliminary record of affected or lost assets.
(10) Non-titled
Means those who have no recognizable rights or claims to the land that they are occupying
and includes people using private or public land without permission, permit or grant i.e. those
people without legal title to land and/or structures occupied or used by them. WB’s policy
explicitly states that such people cannot be denied resettlement assistance.
(11) Project
Means Dhaka-Chittagong National Highway (NH-1) Bridge Construction and Rehabilitation

Project
(12) Project Affected Household
Combines residential households (HHs), Commercial and Business Enterprises (CBEs),

Common Property Resources (CPRs) and other affected entities as a whole.
(13) Relocation
Means displacement or physical moving of the APs from the affected area to a new area/site
and rebuilding homes, infrastructure, provision of assets, including productive
land/employment and re-establishing income, livelihoods, living and social systems
(14) Replacement value
Means the value of assets to replace the loss at current market price, or its nearest equivalent,
and is the amount of cash or kind needed to replace an asset in its existing condition, without
deduction of transaction costs or for any material salvaged.
(15) Resettlement
Means mitigation of all the impacts associated with land acquisition including restriction of
access to, or use of land, acquisition of assets, or impacts on income generation as a result of
displacement due to the Project.
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Final Report
(16) Significant impact
Means where 200 or more APs suffer a loss of 10 % or more of productive assets (income
generating) or physical displacement.
(17) Squatters
Means the same as non-titled and includes households, business and common establishments
on land owned by the State. Under the project this includes RHD land, the slope of the
existing road and right of way of the proposed bridge alignments.
(18) Structures
Mean all buildings including primary and secondary structures of houses and ancillary
buildings, commercial enterprises, living quarters, community facilities and infrastructures,
shops, businesses, fences, and walls.
(19) Vulnerable Households
Means households that are (i) headed by a single woman or a woman with dependents and
low incomes; (ii) headed by elderly/ disabled people without means of support; (iii)
households that fall on or below the poverty line; (iv) households of indigenous population or
ethnic minority; and (v) households of low social group or caste.
14-36
CHAPTER 15
CONSIDERATIONS FOR CLIMATE CHANGE

Final Report
15. CONSIDERATIONS FOR CLIMATE CHANGE
15.1 Vulnerability due to Climate Change
The vulnerability of Bangladesh to climate change has been discussed in the UN IPCC and
Bangladesh. IPCC described the south Asian area as vulnerable to the greenhouse gas effect.
(1) UN IPCC 2000 to 2007
The Intergovernmental Panel on Climate Change (IPCC), in its Second Assessment Report,
defines vulnerability as “the extent to which climate change may damage or harm a system.”
It adds that vulnerability “depends not only on a system’s sensitivity, but also on its ability to
adapt to new climatic conditions” (Watson et al., 1996). In a presentation made at the Sixth
Conference of the Parties to the UNFCCC (COP-6), Robert T. Watson, Chair of the IPCC,
defines vulnerability as the extent to which a natural or social system is susceptible to
sustaining damage from climate change, and is a function of the magnitude of climate change,
the sensitivity of the system to changes in climate and the ability to adapt the system to
changes in climate.
Hence, a highly vulnerable system is one that is highly sensitive to modest changes in climate
and one for which the ability to adapt is severely constrained. In the case of these project
Bridges, vulnerability has two exposures;
 Vulnerability of the structure itself
 Additional perturbation to the natural system due to change in the environment caused
by the proposed bridges
(2) BD NAPA 2005 and 2007
The Government of Bangladesh adopted the National Adaptation Program of Action (NAPA;
MoEF, 2005) and recently developed the Bangladesh Climate Change Strategy and Action
Plan (BCCSAP; MoEF, 2008) for building a climate resilient development framework
through adaptation and mitigation.
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15.1.1 Scenario of Climate Change
Many scenarios have been indicated.

(1) Variety of scenarios
The mainly used scenarios are indicated in Table 15.1.1.
Table 15.1.1 Scenarios of Global Warming postulated by IPCC
Temperature Change Sea Level

(degrees Celsius) Rise (cm)
Scenarios Assumptions
Most likely Most likely Most likely
value Range Range
Scenario A1B General Considerations: 2.8 °C 1.7 to 4.4 °C 21 to 48 cm
(A balanced * Rapid economic growth.
emphasis on all * A global population that reaches 9 billion in
energy 2050 and then gradually declines.
sources) * The quick spread of new and efficient
technologies.
Scenario A1F1 4.0 °C 2.4 to 6.4 °C 26 to 59 cm
* A convergent world - income and way of life
(An emphasis
converge between regions. Extensive social
on fossil-fuels)
and cultural interactions worldwide.
Scenario A1T 2.4 °C 1.4 to 3.8 °C 20 to 45 cm
(Emphasis on
non-fossil
energy sources)
Scenario A2 General Considerations: 3.4 °C 2.0 to 5.4 °C 23 to 51 cm
* A world of independently operating,
self-reliant nations.
* Continuously increasing population.
* Regionally oriented economic development.
* Slower and more fragmented technological
changes and improvements to per capita
income.
Scenario B1 General Considerations: 1.8 °C 1.1 to 2.9 °C 18 to 38 cm
* Rapid economic growth as in A1, but with
rapid changes towards a service and
information economy.
* Population rising to 9 billion in 2050 and
then declining as in A1.
* Reductions in material intensity and the
introduction of clean and resource efficient
technologies.
* An emphasis on global solutions to
economic, social and environmental stability
Scenario B2 General Considerations: 2.4 °C 1.4 to 3.8 °C 20 to 43 cm
* Continuously increasing population, but at a
slower rate than in A2.
* Emphasis on local rather than global
solutions to economic, social and
environmental stability.
* Intermediate levels of economic
development.
* Less rapid and more fragmented
technological change than in A1 and B1.
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Final Report
15.2 Basic Concept
15.2.1 Need for Adaptation Options
This project is the planning of construction of 3 2nd bridges and repair of 3 bridges on NH-1
in Bangladesh. The bridge project is necessary to consider the safety of the bridges
themselves and to protect traffic safety from the effects of climate change.
There are various types of climate change in the global climate system. This project site is
located in Bangladesh so that the most significant influence of global climate change is
global warming and its related changes. The temperature rise is our concern and its related
sea level rise, rainfall rise, drought and tropical storm magnitude are not independent climate
phenomenon.
The temperature rise and related phenomenon are the main factors for Bangladesh and this
bridge project may be affected by the climate change.
The influences of temperature change are as flows;
(1) The air temperature rises at the bridge site, which will raise the bridge temperature.
(2) The global temperature causes de-icing of the polar area. This leads a rise of sea level.
(3) The air temperature rise leads to an increase in rain fall due to the rise in humidity
from the sea water temperature rise.
(4) The air temperature rise leads to a decrease of rainfall.
(5) The rain fall affects river levels.
(6) The temperature rise leads to an increase in tropical storm magnitudes. This leads to a
rise in wind speed.
(7) River level rise is caused by sea level rise and an increase in rain fall.
(8) The intrusion of sea water into the rivers is caused by a sea level rise and light rain
fall.
The reasons for the consideration of the effects of climate change as they impact this bridge
project are as follows;
(1) The bridge shape can easily be deformed by temperature change.
(2) The clearance under the bridge must be secured for vessel passage.
(3) The bridge materials are mainly concrete and steel.
(4) The bridge must bear the natural forces. A wind speed rise could be generated by
climate change.
(5) The bridge must drain the deck surface for traffic.
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Final Report
Climate change (temperature change)
Temperature rise
Glaciers melt in Rainfall distribution is Tropical storm

the Polar areas skewed. It would be a local magnitude
heavy rain and drought increase
Sea level rise River lowest River highest Wind speed

level decrease level increase increase
Sea water intrusion River level at flood

is higher
Bridge behaviour Bridge vertical Wind force

design linear design design
Expansion & Shoe

movement range
Drain design Bridge vertical Design wind

rainfall alignment speed
Design Navigation clearance

temperature
Figure 15.2.1 Scope of Consideration.
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Final Report
15.2.2 Adaptation Options
The options are divided into two categories. One is design considerations and the other is
operation considerations. The adaptation options for climate change in Bangladesh due to the
above mentioned causes are selected as follows;
(1) Temperature change
(2) Sea level rise due to temperature change
(3) Rain fall due to temperature change
(4) River height rise due to rain fall in the basin
(5) River height decrease due to drought
(6) Seawater intrusion into the river because the river water decreases and the sea level
rises.
(7) Wind speed increase due to the rise in cyclone magnitude due to the temperature rise
15.2.3 Target Year of Climate Change
This time, the target year of the project is based on the service life of the bridges. Here, the
service life of the bridges is 75 years in the design criteria so that the project target year will
be within a range of 2090 to 2100 because it depends on the completion date of the bridge.
15.3 Climate Change Data for this Project
Data are collected from existing reports and nearby weather and river stations. And the
predicted data are also collected from other existing reports.
15.3.1 Temperature
There are various kinds of predictions for temperature. The IPCC has predicted temperature
change at the Madaripur observation point, which is in close proximity to this project, for 6
scenarios Those scenarios range from no need for taking countermeasures to taking
countermeasures.
Table 15.3.1 Projected Global Average Surface Warming under Different Scenarios
in Southern Asia
Item Scenarios
B1 A1T B2 A1B A2 A1Fl
Temperature 1.1 – 2.9 1.4 – 3.8 1.4 – 3.8 1.7 – 4.4 2.0 – 5.4 2.4 – 6.4
From IPCC 2007
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Final Report
BD NAPA adopted the most severe scenario. The results are shown in Table 15.3.2.
Table 15.3.2 Future Climate Scenarios used for Preparation of NAPA for Bangladesh
Temperature change (°C)
Year
Annual DJF JJA
2030 1 1.1 0.8
2050 1.4 1.6 1.1
2100 2.4 2.7 1.9
Note: DJF= December, January & February; JJA= June, July & August;
This study adapted the results of BD NAPA 2007 then assumed the prediction.
Prediction of temperature is calculated for Madaripur in the Padma study1.
Table 15.3.3 Probability Analysis of observed Maximum and Minimum Temperatures and
corresponding projected Temperature Statistics according to the PRECIS Model
15.3.2 Sea Level Rise
Sea level rise is also described by IPCC and BDNAPA, and the scenario has 6 cases, the
highest sea level rise is 0.88 m in BD NAPA. Table 15.3.4 to Table 15.3.5 show the result.
Projected global average surface warming and sea level rise at the end of the year 2100 based
on AOGCMs was presented in the following Table 15.3.4.
Table 15.3.4 Projected Global Average Sea Level Rise under Different Scenarios
in Southern Asia
Item Scenarios
B1 A1T B2 A1B A2 A1Fl
Sea Level Rise 0.18 – 0.38 0.20 – 0.45 0.20 – 0.43 0.21 – 0.48 0.23 – 0.51 0.26 – 0.59
1
Padma Multipurpose Bridge Design Project Final Report (Environment Action Plan) 32 Factoring Climate
Change Consideration-Draft April 30, 2010
15-6
Final Report
Table 15.3.5 Future Climate Scenarios used for Preparation of NAPA for Bangladesh
Year Sea Level

Rise (m)
2030 0.14
2050 0.12
2100 0.88
A study titled “Impact Assessment of Climate Changes on the Coastal Zone of Bangladesh”
that was carried out by WARPO in 2005 assessed a Sea Level Rise of 32 cm and 88 cm in the
river and estuary region. It has shown that at Daulatkhan in Shahabazpur channel (Figure
15.3.1), high tide is found to increase by 0.30 m for a 0.32 m sea level rise and 0.80 m for a
0.88 m sea level rise. More sea water will enter at Chandpur and the water level will rise by
0.50 m for a 0.88 m rise in sea level and 0.15 m for 0.32 m rise of sea level.
Figure 15.3.1 Increase in Water Level in Meghna Estuary due to 88 cm Sea Level Rise
Compared to Base Condition
The influence of sea level rise towards river level is indicated and calculated as in Figure
15.3.1 and Table 15.3.6. The river level change will be less than 50 cm.
Table 15.3.6 Effect of Sea Level in the River and Estuary Region including the Change
in Water Level at Other Locations.
Distance from Sea Level Rise (SLR in m)

theouter most 0.88 0.6 0.26
boundary of SLR in
26 km(Doulat khan) 0.85 0.55 0.19
105km 0.8 0.52 0.18
131km 0.65 0.42 0.15
149km 0.6 0.39 0.14
168 km(Chandpur) 0.5 0.33 0.11
This data comes from the Padma bridge study.
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Final Report
15.3.3 Rainfall
Rainfall is also studied by the ICPP and BDNAPA at Madaripur weather station.
Table 15.3.7 Projected Change in Rainfall derived from PRECIS Model for Base and
Future Scenarios at Madaripur Station Rainfall (in mm)
Month Statistics Base 2010 2050 2090
December 1.24 1.86 63.86 0.31
January 44.64 0 38.44 12.4
February 16.66 39.2 10.36 9.8
DJF Average 62.54 41.06 112.66 22.51
% change from base -34% 80% -64%
March 45.105 116.25 30.38 189.41
April 78.3 280.2 249 28.5
May 117.34 303.49 1374.23 225.06
MAM Average 240.74 699.94 1653.61 442.97
% change from base 191% 587% 84%
June 296.1 435 247.8 192.9
July 236.69 229.71 169.26 345.96
August 203.05 139.5 256.37 321.78
JJA Average 735.84 804.21 673.43 860.64
% change from base 9% -8% 17%
September 174.45 171.6 311.1 226.2
October 142.45 116.25 60.76 230.02
November 4.65 0.6 0 1 1.4
SON Average 321.55 288.45 371.86 467.62
% change from base -10% 16% 45%
Source: Padma bridge projection
As shown above, the RCM model PRECIS model showed a 17 % increase in precipitation
during peak monsoon. But the PRECIS outputs were found inconsistent10 over the years and
thus IPCC-IV recommendations derived from the GCM models were adopted for projecting
rainfall (26 % increase in monsoon seasonal rainfall). For design event estimation, the
Generalized Extreme Value distribution method for 1-day and 2-day consecutive maximum
rainfall of different recurrence intervals was used. It was found that for a 100-year return
period event the rainfall may increase due to climate change from 295 mm to 372 mm and
from 408 mm to 514 mm respectively for 1-day and 2-day consecutive maximum rainfall
(Table 15.3.8) events.
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Final Report
Table 15.3.8 Probability Analysis of observed 1-Day and 2-Day Consecutive Maximum Rainfall
and corresponding projected Statistics according to the IPCC Fourth Assessment Report
Observed Rainfall Projected Rainfall (26% increase)

Return Period 1-day 2-day 1-day 2-day
2 124 170 156 214
10 200 276 252 347
25 238 329 300 415
50 267 368 336 464
75 283 391 357 493
90 291 402 366 506
100 295 408 372 514
15.3.4 River Water Level
The water level records for 3 bridges crossing points have been recorded for almost 40 years
for each point. The calculated 100 year return period high water levels are shown below.
Table 15.3.9 Recorded High and Low Flows

Bridge Kanchpur Meghna Gumti
HHWL
7.469 m 6.984 m 7.355
(100 yr return Period)
Record high 7.11 m 6.76 m 6.77 m
Record low 0.48 m 0.00 m 0.22 m
Data: JICA study team (ITR) and records
Locations: Kanchpur (Demra) Meghna Ferry station Gumti Bridge (Daudkandi)

The water level rise projection from sea level rise and rainfall is calculated for Mawa point in
the Padma bridge study. The water system of Meghna River is different from Padma River,
therefore the water level rise due to the combination of rainfall and sea level rise is projected
in Table 15.3.10.
Table 15.3.10 Probability Analysis of observed Water Level at Mawa Station and
corresponding projected Statistics according to IWM generated Model Output
The result is 63 cm rise due to sea level rise and additional rain fall.
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Final Report
15.3.5 Sea Water intrusion
The area affected by sea level rise is indicated based on the above mentioned lowest river
height study. This time the study is based on Mawa point, which is located downstream of
Meghna river. The highest river rise affected by sea level at Mawa point is 50 cm. Figure
15.3.2 shows the sea level rise.
The salinity intrusion is limited and far from the bridge locations. The salinity reaches 5 ppt
approximately 110 km below the bridge locations.
Figure 15.3.2 Project Site Relative to 5 ppt Salinity Isolines for Various Sea Level Rise
Scenarios (adapted from MoEF, 2008, Map 4)
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Final Report
15.3.6 Wind Speed
Table 15.3.11 shows the variety of results of studies.
Table 15.3.11 Results of Study for Wind Speed

Study name Increase of wind speed
A BCAS-RA-Approtech (1994) 10 %
IPCC, 2001. 20 % to 30 %
Knutson and Tuleya (2004) 18 % within 100 km of storm centers
research cited by AR4 (IPCC, 2007a) 10 to 20 %
The maximum 10 minute average recorded wind speed at Daudkandi, which is the nearest
weather station to this project, is less than 20 m/s. Therefore the forecast value is adapted
from the records for Madaripur point, which is the Padma Bridge forecast point and also is
nearer than Daudkandi to the sea.
15.3.7 The Result of Climate Change
This time the value adopted for consideration is the maximum.

(1) Temperature
For a once in 100 year event (Generalized Extreme Value Distribution, see Table 15.3.12), it
was found that the projected maximum temperatures for year 2050 and year 2100 may be
around 43.9 0C and 46.6 0C respectively. On the other hand, for the same event, minimum
temperatures were anticipated to increase to 9.3 0C and 9.9 0C respectively
(2) Sea level rise
Sea level rise is also described by IPCC and BDNAPA, and the scenario has 6 cases, the
highest sea level rise is 0.88 m in BD NAPA. Table 15.3.12 shows the result. The effect of
sea level rise on the bridge sites where the distance from the sea is approximately 240 km is
studied based on the Padma bridge study which is also located 240 km from the sea.
The sea level rise at the bridge points is 47 cm.
(3) Rainfall
Rainfall is also studied by IPCC and BDNAPA at Madaripur weather station. The results are
1-day and 2-day consecutive maximum rainfalls of 372 mm and 514 mm, respectively, for
once in 100 yr return period event.
(4) River water level
The values for the rise in the high water level due to floods come from the Meghna river
system study. The records of 3 bridge crossing points have been recorded for almost 40 years
for each point. Combining the effect of sea level rise and increase in basin rainfall, a 0.63 m
rise in water level or maximum water level of 7.74 m (Kanchpur) 7.39 m (Meghna Ferry)
7.40 m (Daudogangi) PWD can be considered. And the lowest levels were also recorded, this
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Final Report
time the lowest record is selected from the records as 0.48 m (Kanchpur) 0.00 m (Meghna)
and 0.22 m (Gumti) PWD at the bridge crossings.
(5) Wind speed
The maximum recorded 10 minutes average wind speed at Daudogandi, which is the nearest
weather station in this project, is less than 20 m/s. Therefore, this time the forecast value is
adapted from the records for Madaripur point, which is the Padma Bridge forecast point and
also is nearer than Daudkandi to the sea. However, the forecast wind speed at Madaripur is
126 km/h for a 233 year recurrent non-exceedance probability.
Table 15.3.12 shows the summery of the study results.
Table 15.3.12 Effect of Climate Change on Bridges

Item Influence
Temperature rise 9.3 ℃ increase to 43.9 ℃
2100 9.9 ℃ increase to 46.6 ℃
Sea level rise 2100 Maximum height of water level will be raised 0.47m
Rainfall 2100 rainfall forecast will be increased. The prediction for short period
rainfall is 378 mm in one day or 512 mm in 2 days
Highest water level Maximum water level calculated for a 100 year recurrent cycle is 63 cm
including sea level rise and additional rainfall due to climate change
Minimum water level Meghna bridge recorded lowest water level is 0.00 m in most recent 40
years.
Salinity effect In the worst case scenario for 2100, 5 ppt (5000 ppm) salt content Sea
water will penetrate 110 km up stream.
Wind speed Wind speed forecast is 126 km/h.(233 year return period)
The data comes from the IPCC BDNAPA Padma bridge study and JICA study team
collected.
15.4 Study of Adaptation Options
15.4.1 Study of Countermeasures for CC
The countermeasures for climate change are divided into two categories. One is
considerations for design or construction and the other is considerations for operations.
Table 15.4.1 and Table 15.4.2 show the countermeasures for each stage.
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Final Report
Table 15.4.1 Countermeasures in Design for Climate Change.

Item Influence Design consideration Countermeasure
Temperature Temperature rise in Design temperature range for steel No
rise maximum and minimum structures is 10 degrees Celsius to 50
is changed and difference degrees Celsius. So it almost covers
between max and min is the temperature change range. So that
larger than existing the expansion joints or shoes will not
record. Minimum be changed.
temperature +1 degree
and maximum
temperature +6 degrees.
Sea level rise Maximum height of water Vertical linear design is not changed No
level will be plus 0.47 because it is governed by the existing
m（ in the extreme case） bridges. And clearance under the
bridge is also the same as the existing
bridges.
Rainfall Yearly, seasonally and Drainage of bridge is based on the No
daily rainfall forecasts hourly rainfall and it is designed
will be increased. The based on the design rain fall forecast
prediction of 1and 2 day for a recurrent 50 year cycle so that it
rainfalls is 378 mm and will be adequate for 120 mm / h
512 mm
Highest water Maximum water level rise Vertical linear bridge design is not No
level is calculated for a 100 changed because it is governed by the
year recurrent cycle to be existing bridges. At the time of
63 cm, which includes sea flooding there is no passing vessel
level rise and additional because it is difficult to control the
rainfall due to climate vessel..
change
Minimum Meghna bridge recorded a There is no effect for design change No
water level lowest water level of 0 m for substructure or superstructure due
in the most recent 40 to the minimum water level.
years.
Wind speed Wind speed forecast is Design wind speed is 195 km/h, No
126 km/h. therefore, there is no influence to the
superstructure.
Data comes from the IPCC BDNAPA Padma bridge study and JICA study team collected.
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Final Report
Table 15.4.2 Countermeasures for Operation

Item Notes
Temperature The expansion joint movement must be observed in maintenance.
rise
Sea level rise This factor does not directly affect the bridge design.
Rain fall Design rain fall is 120 mm/h but the rain gage should be monitored. And also secure
the drainage capacity by constant cleaning the drain facilities.
High water level Secure the clearance under bridge.
Low water level It is necessary to maintain the navigation sign for passing ships. And river bed
measurement should be done at least once every 10 years for not only the navigation
safety but also scouring.
Wind speed Must be monitored.
Data from JICA study team
15.5 Items for Considering Adaptation Option Study
Table 15.5.1 shows the monitoring items at the time of operation. The countermeasures
would have been taken in the construction stage but there is a remaining uncertainty. The
countermeasures or observation points cannot be addressed during the construction, they are
the suggestions for operation stage.
Table 15.5.1 Monitoring Items during Operation

Item Method Notes
Temperature Weather data of maximum, The design bridge movement is due to average
rise minimum and average temperature and difference between high and
temperatures at Daudkandi low temperatures. The expansion joint
weather station must be observed movement must be observed in maintenance.
after opening to traffic.
Sea level rise The data of sea level at tidal This factor does not directly affect the bridge
stations must be observed. design
Rain fall The data of rainfall at Daudkandi Design rain fall is 120 mm/h and the rain gage
weather station must be should be monitored. And also secure the
observed. A rain gage is drainage capacity by constant cleaning the drain
recommended to be installed at facilities.
the toll station or maintenance
office and its data recorded.
High water level The data of the river level station Secure the clearance under the bridge. And also
must be observed and recorded observe the height of passing vessels. To prevent
for determining the change. The the ship collision it is necessary to advertise the
water level meter should be clearance under the bridge.
placed at a pier.
Low water level Same as high water level It is necessary to maintain the navigation sign for
passing ships. And river bed measurement
should be done at least once every 10 years for
not only the navigation safety but also scouring.
Wind speed An anemometer is recommended There is a possibility of girder oscillation
for monitoring wind speed. occurrence at high wind speed and direction
according to the girder type. If it occurs, it is
necessary to implement a countermeasure for
vibration based on the measuring of vibration at
the girder.
Data from study team.
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Final Report
REFERENCES
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Factoring Climate Change Consideration-Draft April 30, 2010
15-17

Consrtuction Plan and Cost Estimate

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CHAPTER 10

CONSRTUCTION PLAN AND COST ESTIMATE

10. CONSTRUCTION PLAN AND COST ESTIMATE

10.1 Construction Plan

10.1.1 Construction Procedure

Kanchpur Bridge Pre-Construction Stage

New bridge Existing bridge Approach road

Abutment and Pier works

Surface works Surface works

Figure 10.1.1 Construction Procedure for the Kanchpur Bridge

Meghna Bridge Pre-Construction Stage

New bridge Existing bridge Approach road

Abutment and Pier works

Surface works Surface works

Figure 10.1.2 Construction Procedure for the Meghna Bridge

Gumti Bridge Pre-Construction Stage

New bridge Existing bridge Approach road

Abutment and Pier works

Surface works Surface works

Figure 10.1.3 Construction Procedure for the Gumti Bridge

10.1.2 Preparation Works

(1) Temporary Road

(2) Construction Yard and Facilities

10.1.3 Bridge Civil Works

(1) Foundation Works

1) Cast-in-place RC pile foundation

４０ｔ crawler crane

10500 1225 15600

1500 27325 1500

Figure 10.1.7 Reverse Circulating Method

i) SP driving along the circumference v) Cast-in-place RC pile foundation

ii) Dewatering from the excavated area vi) Sealing concrete

iv) Excavating soil viii) Pier construction

S.H.W.L ▽RL+5.05 S.H.W.L ▽RL+5.05 S.H.W.L ▽RL+5.05 S.H.W.L ▽RL+5.05

Riverbed Riverbed Riverbed Riverbed

(Supporting layer） (Supporting layer） (Supporting layer） (Supporting layer）

Figure 10.1.8 Construction Sequence in Shallow Scouring Zones

2) Steel Pipe Sheet Pile (SPSP) foundation

ⅰ) SPSP driving ⅱ) Cleaning of Base ⅳ) Aggeregate Placing

S.H.W.L ▽RL+5.05 S.H.W.L ▽RL+5.05 S.H.W.L ▽RL+5.05

Riverbed Riverbed Riverbed

(Supporting layer） (Supporting layer） (Supporting layer）

ⅴ) Discharge Water-Dry Up ⅶ) Aggeregate Placing (Dry Work) ⅹ) Pile cap

S.H.W.L ▽RL+5.05 S.H.W.L ▽RL+5.05 S.H.W.L ▽RL+5.05

Riverbed Riverbed Riverbed

(Supporting layer） (Supporting layer） (Supporting layer）

Figure 10.1.9 Construction Sequence in Severe Scouring Zones

(2) Pier and Abutment Works

(3) The 2nd Bridge-superstructure Works

160t Hydraulic Crane A1 P1 P2 P3 P4

Erection Nose L=56.0m Launching

Truck Truck Truck

Rail equipment for sending 0 20 40

M-7 .9m M-2 .3m

Steel continuous narrow box girder bridge 930000

25t Rough terrain Crane

Steel continuous narrow box girder bridge 930000

A1 P1 P2 P3 25t Rough terrain Crane＋Assembled BargeP4 25t