Bangladesh: Port and Logistics Efficiency Improvement (Financed by the Technical Assistance Special Fund)

Transcription

1 Technical Assistance Consultant s Report Project Number: July 2011 Bangladesh: Port and Logistics Efficiency Improvement (Financed by the Technical Assistance Special Fund) Section 1 Prepared by Global Maritimes and Port Services Pte Ltd in association with Drewry Maritime Services (Asia) Private Limited, Singapore; IDRG Consultancy Services, India and Institute of Water Modelling, Bangladesh Singapore For Ministry of Shipping This consultant s report does not necessarily reflect the views of ADB or the Government concerned, and ADB and the Government cannot be held liable for its contents. (For project preparatory technical assistance: All the views expressed herein may not be incorporated into the proposed project s design.

2 CLIENT: ASIAN DEVELOPMENT BANK TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT 13 th July 2011 Section 1 : Executive summary of the study Overall port development framework Social and resettlement study River engineering and morphology Environmental impact assessment Summary of key findings and recommendations

3 Table of Contents Section Title Page List of tables, maps, charts and diagrams v List of abbreviations vii Acknowledgements ix 1. Executive Summary Reference Project background Project objectives Feasibility study of priority ports for Asian Development Bank financing Logistics and engineering Traffic and economic analysis Financial assessment Social and resettlement assessment Environmental assessment 6 2. Review of port demand in Bangladesh Historical traffic in Bangladesh by ports Historical traffic in Bangladesh by major commodities International trade by country Drivers of traffic growth in Bangladesh Economic growth Population Foreign direct investment Export processing zone Sea borne trade volume projection Port market in Bangladesh Overall port development framework in Bangladesh Chittagong Port Port infrastructures and facilities Chittagong container terminal New mooring container terminal Shipping services at Chittagong Port Volume handled at Chittagong Port Port performance at Chittagong Port Strengths and weakness Mongla Port Historical traffic and port utilization at Mongla Port SWOT analysis of Mongla Port Forecast of port handling capacity in Bangladesh Forecast of port capacity utilization in Bangladesh Review of inter modal connectivity in ports in Bangladesh Key import/export items Import Export Inland transportation network analysis Inland transportation between Dhaka and Chittagong Port Inland transportation between Dhaka, Mongla and Benapole Inland transportation between Chittagong, Mongla and Benapole Inland transportation within Chittagong area Major barriers of intermodal connectivity in Bangladesh for domestic hinterland Domestic hinterland inland network analysis Major barriers of intermodal connectivity in Bangladesh for foreign hinterland 45 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page ii

4 5.7.1 Assessment on the potential transit goods from Nepal Assessment on the potential transit goods from Bhutan Assessment on the potential transit goods from West Bengal Feasibility study for Benapole Land Port Review of port facilities, infrastructures and port capacity at Benapole Land 50 Port 6.2 Port infrastructures and facilities Review of historical traffic and port utilization at Benapole Land Port SWOT analysis of Benapole Land Port Customs process Social and resettlement study Methodology for social impact assessment study Mongla Port Physical condition Area for expansion Lack of demand Property loss Income loss Dislocation Disturbances Impact on cultural properties Indigenous or marginal people Risks of HIV/AIDS Conclusion Benapole Land Port Proposed Bangladesh truck terminal site Proposed west site of Indian truck terminal Proposed passenger terminal site Conclusion River engineering and morphology Survey area Mobilization Survey vessel Summary of works Survey methodology Reconnaissance survey Establishment of benchmarks Water level gauging Cross section survey/bathymetry survey Discharge and velocity observation Sediment sampling Co-ordinate system Equipment and software used Environmental impact assessment Background of the project Brief features of improvement proposals Initial environmental examination study in the project Type of project Need for the project Project location and size Description of environment Physical resources 73 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page iii

5 Climate Air quality Noise quality Surface water hydrology, water quality, ground water resources and drainage Geology, topography and soils Ecological resources Flora in project area and surroundings Protected monuments and properties of archaeological value Water bodies in project area and surroundings Environmental impacts Topography Impact on climate Impact on air quality Impact on noise levels Impact on water resources and quality Impact on ecological resources Impact on drainage pattern Impact on human use values Loss of private properties Impact on religious structures Mitigation avoidance and enhancement measures Environment management plan Public consultations Findings of the study Recommendations Conclusion Summary of key findings and recommendations Mongla Port Manpower and development Information technology Hinterland connectivity Operational efficiency Port equipment Yard Draft and navigability issues Review of Master Plan Proposed list of the projects for immediate ADB financing Benapole Land Port Manpower and development Information technology Port infrastructure and facilities Review of Master Plan Proposed list of the projects for immediate ADB financing List of appendix Appendix 1: Social and resettlement assessment Appendix 2: Initial environmental examination TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page iv

6 List of tables, maps, charts and diagrams Name Description Page Map 1 Overview of Bangladesh 2 Table 1 Historical development of international trade in Bangladesh, Table 2 Historical traffic handled by major ports in Bangladesh, Table 3 Port market share evolution in Bangladesh, Table 4 Historical container volume development in Bangladesh, Chart 1 Bangladeshi import by major commodities in value terms, Chart 2 Bangladeshi exports by major commodities in value terms, Chart 3 Bangladesh export by major region, Chart 4 Bangladesh import by major countries, Chart 5 Bangladesh export by major countries, Graph 1 Bangladesh s GDP development, Graph 2 Historical development of population 13 Graph 3 Historical development of FDI in Bangladesh, Table 5 List of export processing zones in Bangladesh 14 Graph 4 Correlation between Bangladeshi GDP and total sea borne trade tonnages, Table 6 Forecast of Bangladesh throughput, Base case 16 Table 7 Forecast of Bangladesh throughput, High case 17 Table 8 Forecast of Bangladesh throughput, Low case 18 Table 9 Historical traffic handled by major ports in Bangladesh, Table 10 Port market share evolution in Bangladesh, Map 2 Overview of Bangladesh road and highways 20 Table 11 Historical volumes handled at Benapole Land Port, Table 12 Historical traffic handled at Benapole Land Port, Map 3 Layout of Chittagong Port 22 Table 13 Chittagong Port facilities 23 Table 14 List of container lines calling Bangladesh 24 Table 15 Historical volume handled at Chittagong Port, Table 16 Historical port performance at Chittagong Port 25 Map 4 Layout of Mongla Port 25 Table 17 Berth facilities at Mongla Port 26 Table 18 Storage facilities at Mongla Port 26 Table 19 Historical container volumes handled at Mongla Port, Table 20 Projection of Bangladeshi port handling capacity in tonnage, Table 21 Projection of Bangladeshi port handling capacity in TEU, Table 22 Projection of Bangladeshi port capacity utilization, Map 5 Bangladesh hinterland 31 Map 6 Origins of export goods handled at Benapole Land Port 34 Map 7 Origins of import goods handled at Benapole Land Port 35 Table 23 Key import/export commodities and port split 36 Table 24 Summary of intermodal options between Bangladesh ports and hinterlands 38 Table 25 Inland transportation between Dhaka and Chittagong Port 39 Diagram 1 Export goods flow from Dhaka to Chittagong Port 39 Map 8 Transportation network from Dhaka to respective ports in Bangladesh 40 Diagram 2 Export goods flow from Chittagong Port 41 Diagram 3 Import goods flow to Chittagong hinterland 42 Table 26 Summary of inland transportation of goods between Bangladesh ports and 43 the domestic hinterland Table 27 Bangladesh distance matrix 43 Table 28 Major barge routes from Mongla Port and Chittagong Port 44 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page v

7 Table 29 Summary of inland transportation potential between Bangladesh ports and 45 domestic hinterland Map 9 Major cargo hinterlands within Nepal 46 Table 30 Nepalese international trade, Table 31 Share of trade with India 46 Table 32 Estimated share of entry points within Nepal 47 Table 33 Container volumes handled at Birgunj Inland container depot 47 Table 34 Distance between India, Mongla and Chittagong to Nepal 48 Map 10 Major cargo hinterlands within Bhutan (to update Map number) 48 Table 35 Bhutan International Trade 48 Table 36 Bhutan trade with India 49 Table 37 Bhutan trade with Bangladesh 49 Table 38 Distance comparison between Thimpu, Bhutan to Mongla, Chittagong and 49 Kolkata ports Table 39 Summarised assessment of current inland transportation routes between 50 Bangladesh ports and foreign hinterland Table 40 Summarised assessment of inland transportation potential between 50 Bangladesh ports and foreign hinterland Table 41 Historical volumes handled at Benapole Land Port, Table 42 Volumes forecast handled at Benapole Land Port, Base case 52 Table 43 Volumes forecast handled at Benapole Land Port, High case 53 Table 44 Volumes forecast handled at Benapole Land Port, Low case 53 Diagram 4 IT platform for electronic submission and processing of import/export 56 documentation Map 11 Survey index map 64 Table 45 List of staff responsible for field works 65 Photograph 1 Survey vessel and fishing boats 65 Photograph 2 Survey vessel and fishing boats 65 Table 46 Summary of activities 66 Table 47 List of tabulated benchmarks used during survey 67 Photograph 3 Benchmark/ tabulated benchmarks connection at different locations during 67 survey period Photograph 4 Benchmark/ tabulated benchmarks connection at different locations during 67 survey period Table 48 List of water level gauge stations 68 Graph 5 Water level hydrograph at different station at Pussur River on 20 th March Map 12 Bathymetry survey index map (according to specification) 69 Photograph 5 Discharge observation 70 Graph 6 Observed discharge at Pussur River at Akram Point on 13 th March Table 49 List of equipment used for data collection 72 Table 50 List of software used for data processing 72 Table 51 Ambient air quality at Mongla Port 74 Table 52 Ambient noise levels in Mongla project area 75 Table 53 Commonly found fauna in project areas 77 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page vi

8 List of abbreviations ASYCUDA ++ Automated System for Customs Data ADB Asian Development Bank AP Affected people BJMC Bangladesh Jute Mills Corporation BLPA Bangladesh Land Port Authority BLP Benapole Land Port BOT Build, Operate and Transfer BTT Bangladesh Truck Terminal BTM Bangladesh transverse mercator BRA Bangladesh Railway Authority CAGR Compound Annual Growth Rate CP Chittagong Port CPA Chittagong Port Authority CCT Chittagong Container Terminal C&F Clearing and Forwarding agents DGPS Digital global positioning system DoE Department of Environment Drewry Drewry Maritime Services (ASIA) Pte Ltd EDI Electronic Data Interchange EMP Environmental Management Plan EIA Environmental Impact Assessment EPZ Export Processing Zone FCG Focused group discussion FIRR Financial Internal Rate of Return GMAPS Global Maritime and Port Services Pte Ltd GOB Government of Bangladesh GCB General Cargo Berth GDP Gross Domestic Product GPS Global positioning system Hrs hours IDRG IDRG Consultancy Services ICD Inland container depot ICT Inland container terminal IEE Initial environment examination IMF International Monetary Fund IT Information technology IWM Institute of Water Modelling LC Land Customs LPG Liquefied petroleum gas MP Mongla Port MPA Mongla Port Authority MOS Ministry of Shipping NCT New Mooring Container Terminal NGO Non-government organisation OM Operations Manual O&M Operation and maintenance R&H Roads and highway RORO Roll-On-Roll-Off PC Public consultation p.a Per annum PPP Public Private Partnership TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page vii

9 PPTA SIA SOT TA TBM TK UNESCAP Project Preparatory Technical Assistance Social impact assessment Supply, Operate and Transfer Technical assistance Tabulated benchmark Taka United Nations Economic and Social Commission for Asia and the Pacific TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page viii

10 ACKNOWLEDGEMENTS The GMAPS Consortium wish to extend our sincere appreciation to the Government of Bangladesh, Ministry of Shipping, Mongla Port Authority, Bangladesh Land Port Authority and the Khulna and Benapole Customs House for their tremendous support to the successful execution of the PPTA. Special thanks go to the officers and staff of Mongla Port, Mongla EPZ, Benapole Land Port, Benapole Customs Clearing and Forwarding Agents association, shipping lines and stevedoring companies for their kind support and assistance rendered in the course of the study. We are also grateful for the reports, technical drawings, information and data provided. Last but not the least, we wish to thank Mr Markus Roesner, Senior Transport Specialist, ADB and Mr Mizanur Rahman, Project Director, for their guidance and support. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page ix

11 Section 1: Executive Summary TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 1 of 84

12 Map 1: Overview of Bangladesh Source: Banglapedia, 2006 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 2 of 84

13 1. Executive summary 1.1 Reference On 23 rd November 2010, the Asian Development Bank (ADB) commissioned the Consultants, lead by Global Maritimes and Port Services Pte Ltd (GMAPS), to carry out the study for the Port and Logistics Efficiency Improvement in Bangladesh (TA No BAN). The Consultants in the Consortium are Drewry Maritime Services (ASIA) Pte Ltd (Drewry), IDRG Consultancy Services (IDRG) and the Institute of Water Modelling (IWM). 1.2 Project background A technical assistance (TA) grant was approved by the ADB to the Government of Bangladesh (GOB) for the financing of consultancy services for Port and Logistics Efficiency Improvement. Under the draft Integrated Multimodal Transport Policy, the Government of Bangladesh recognizes port development as providing opportunities to enhance efficiency of economic activities. ADB recognizes this and views the development of connectivity and cross-border facilities as an important strategy in the policy. The Project Preparatory Technical Assistance (PPTA) involves two major areas of studies: Overall port development framework study; Feasibility study of highest priority ports for ADB financing. The overall framework study covers Mongla Port (MP) and Benapole Land Port (BLP) and looks at the economic policies, port efficiency, infrastructure and other processes that may affect the movement of goods moving through these ports. An analysis of current flows of goods in and out of Bangladesh and projections of goods flow will be made to determine the adequacy of all major gateways to cope with the traffic. The main objective of this TA is to identify critical areas for future project funding by ADB to further improve the efficiency of port operations and inter modal transport logistics so as to enable these gateways to handle the projected traffic volumes. Any proposed development will have to take into consideration environmental factors to ensure that the growth can be sustained. 1.3 Project objectives Overall: The objective of the project is to prepare strategic plan to utilize existing facilities of MP and BLP as whole and to identify problems and characteristics of existing port operations of both the ports. The project is to prepare an overall development framework of the ports to improve port efficiency to cope with rapid changing and challenging situation of trade and commerce of the county and the region as a whole. Specific: i) Undertake a preliminary analysis of port demand and modal distributions around ports by utilizing existing data and studies, and conducting a traffic data survey on major ports as required to supplement and update existing data ii) Identify barriers of intermodal connectivity in ports, in terms of physical improvements and operation efficiency improvement iii) Provide alternative measure to remove barriers of intermodal connectivity in terms of physical improvements and operation efficiency improvement iv) Provide alternative financing schemes to effectively utilize the private sector financing/ expertise v) Prepare an overall framework of port development under possible development scenarios with identification of priority projects TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 3 of 84

14 vi) To estimate the volume and type of traffic to be handled at MP and BLP by 2020 and identify the constraints likely to be encountered in the efficient handling of such traffic at the port and suggest remedial measures vii) To conceptualise the effect of Padma Bridge on MP and suggest the infrastructural need to be undertaken viii) To conceptualize alternate scenarios of development to attack potential traffic and maximum utilization of the port. Determine physical facilities and equipment requirement of the port and identify areas in which port operation and management could be improved ix) Review operating procedures, cargo handling procedures, ship handling procedures, lighterage operations, maintenance procedures, upholding organization and management time befitting and making recommendations for changes that are necessary to improve efficiency and access the potential employment and safety aspects for MP and BLP x) To prepare a Master Plan for MP and BLP considering requirement for a period of next 15 years in regard to planning of manpower, infrastructure, equipment and other materials/ facilities and land management as well. Coverage of the report The TOR defines the specific study requirements by project area, as follows: Overall port development framework i) Undertake a preliminary analysis of port demand and modal distributions around ports by utilizing existing data and studies, and conducting a traffic data survey on major ports as required to supplement and update existing data. ii) Identify barriers of intermodal connectivity in ports, in terms of physical improvements and operation efficiency improvement. iii) Provide alternative measure to remove barriers of intermodal connectivity in terms of physical improvements and operation efficiency improvement. iv) Provide alternative financing schemes to effectively utilize the private sector financing/expertise. v) Prepare an overall framework of port development under possible development scenarios with identification of priority projects. 1.4 Feasibility study of priority ports for Asian Development Bank financing Logistics and engineering Mongla Port i) Review existing traffic data and study for MP development. ii) Identify problems and possible measures for improving utilization of MP. iii) Conceptualize alternative scenarios for development to attract potential traffic and maximize capacity utilization of MP. iv) Identify needs of improvements to physical and operation efficiency of the port, and to navigability of the channel and alongside berths. v) Prepare preliminary cost estimates of various improvement measures. vi) With inputs from studies of economics, financial, environment, social and resettlement aspects, prepare a phased plan for the full capacity utilization of MP under the appropriate development strategy, e.g. starting with full utilization of existing capacity with limited resources and expanding the potential capacity of MP based on different scenarios for port development. vii) Prepare a Master Plan identifying projects on various improvement measures for future development of the port with emphasis on the development of transportation systems connecting MP to its hinterland. viii) Recommend immediate projects to be implemented for possible ADB financing under resource constraints, including an operations efficiency improvement plan. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 4 of 84

15 ix) Assess human resources requirements and recommend capacity development needs based on development scenarios. x) Prepare procurement and implementation arrangements including contract packaging and a project implementation schedule Benapole Land Port i) Review existing traffic data and study for BLP, including the modernization plan of BLP and its Development Project Proforma / Proposal under consideration. ii) Identify constraints in the efficient handling of traffic at BLP. iii) Provide alternative modernization plans, in terms of physical improvements and operation efficiency improvement, in the context of overall country's port demands. iv) Develop an operations efficiency enhancement plan to enhance efficiency of traffic flow at BLP. v) Assess human resources requirements and recommend capacity development needs based on development scenarios. vi) Assess the technical feasibility of the alternative plans, with inputs from studies of economic, financial, environment, social and resettlement aspects. vii) Estimate quantities and unit costs of the items of work required and prepare cost estimates. viii) Prepare procurement and implementation arrangements including contract packaging and a project implementation schedule. ix) Prepare standard bid documents to be used in accordance with ADB s procurement guidelines and standard bid documents Traffic and economic analysis i) Plan and carry out necessary traffic surveys and analysis. ii) Assess the economic and financial viability of the Project in accordance with ADB's Guidelines for the Economic Analysis of Projects, by evaluating environmental and social costs and benefits over the intended life of the investment, preparing the financial and economic net present values of the proposals and other feasibility indicators, sensitivity tests for major parameters such as costs, demand, and benefits. iii) Develop a project impact monitoring framework for the state and carry out a socioeconomic baseline survey for all identified sub-projects Financial assessment i) Carry out financial analysis and sensitivity analysis, which may possibly be built through Public Private Partnership (PPP) schemes, obtaining the financial internal rate of return (FIRR), and comparing the FIRR with the weighted average cost of capital. ii) Identify financing requirements for operation and maintenance (O&M) of the country's seaport and land port operations; assess the level of funding required for sustainable O&M of existing assets, as well as the proposed project, and the availability of funds. iii) Carry out financial management assessment of the Mongla Port Authority (MPA) and the Land Port Authority in accordance with ADB guidelines and methodologies, and provide advice how the financial management systems could be further improved, e.g., action plan. iv) Prepare reports on Financial assessment to assess possible PPP scheme, O&M assessment and Financial management assessment. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 5 of 84

16 1.4.4 Social and resettlement assessment i) Undertake poverty and social assessments including (a) identification of indigenous people/tribes in the project area, and (b) identification of project impacts on indigenous people and preparation of an appropriate indigenous peoples plan or specific actions, if required, in accordance with ADB's Policy on Indigenous Peoples (1998).This to be accomplished through field surveys and analysis in accordance with ADB's Handbook for Poverty Reduction and Social Assessment, addressing key social issues such as poverty, indigenous people, HIV/AIDS and human trafficking, gender, labour including child labour, and stakeholder participation. ii) Conduct resettlement-related assessment through field surveys and analysis in accordance with ADB's Policy on Involuntary Resettlement (1995), Operations Manual (OM)/F2 on involuntary Resettlement (2003), and other related policies such as the Public Communications Policy (2005). The Handbook on Resettlement and the gender and resettlement checklist will be used as a guide. iii) Prepare and finalize the resettlement plan, if required, in close coordination with other specialists. iv) Hold a seminar/workshop to provide guidance to the MPA and the Land Port Authority on procedural requirements and required activities for each stage of project preparation and implementation. v) Identify requirements for additional capacity building in project preparatory and implementation works Environmental assessment i) Undertake rapid assessment for environment categorization of various options of development. ii) Undertake the environmental assessment through field surveys and analysis as required and to be acceptable to both GOB and ADB in accordance with ADB's Environment Policy Update (2009) and Environmental Assessment Guidelines (2003). iii) Prepare and finalize environmental impact assessments or initial environmental examinations and their summaries, environmental management plan, and environmental assessment and review framework, in close coordination with other specialists, and engage local surveyors to conduct the surveys as required. iv) Hold a seminar/workshop to provide guidance to the MPA and the Land Port Authority on procedural requirements and required activities for each stage of project preparation and implementation. v) Identify requirements for additional capacity building in project preparatory and implementation works. The GMAPS Consortium met government agencies, port operators, shipping lines representatives, local authorities, main shippers/consignees, and transport providers in the course of the study and site visits. This report presents the overall results of the study in 3 sections as follows: Section 1: Executive Summary of the Study Overall port development framework Social and resettlement study Environment impact assessment Section 2: Summary and Recommendation for Mongla Port Section 3: Summary and Recommendation for Benapole Land Port TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 6 of 84

17 Overall port development framework i) Undertake a preliminary analysis of port demand and modal distributions around ports by utilizing existing data and studies, and conducting a traffic data survey on major ports as required to supplement and update existing data. ii) Identify barriers of intermodal connectivity in ports, in terms of physical improvements and operation efficiency improvement. iii) Provide alternative measure to remove barriers of intermodal connectivity in terms of physical improvements and operation efficiency improvement. iv) Provide alternative financing schemes to effectively utilize the private sector financing/expertise. v) Prepare an overall framework of port development under possible development scenarios with identification of priority projects. Market study The methodology used for the study covered field visits to Benapole, Mongla, Dhaka and Chittagong to understand the container market. The visits focus on existing port capacity/ infrastructures, shipping lines network, hinterland goods bases, road and rail network connectivity. Following the field visits, desk based research was carried out. During the field visits in Bangladesh, the Drewry consultants met government agencies, port operators, shipping lines representatives, local authorities, main shippers/consignees, and transport providers. Approach The approaches for each section are described as follows: i) Market review Drewry s market intelligence database was used to analyse the container shipping industry in Bangladesh. Drewry carried out hinterland analysis, including the current and proposed industrial parks/ EPZ in Bangladesh, which would generate container volumes for the respective ports. Extensive interviews with major shipping lines were undertaken for their views on choice of current and future port of calls in Bangladesh. i) Market projections Drewry adopts the following approach in forecasting volume in ports: Estimate the size of the potential market of the port/terminal; Review the overall supply/demand situation; Assess the competitiveness of the port/terminal; Draw conclusions about its likely market share and volume. To project the gateway market, Drewry used a regression analysis model based on the historical relationship between Bangladesh s GDP and its sea borne goods volume during the period 2000 to TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 7 of 84

18 2. Review of port demand in Bangladesh 2.1 Historical traffic in Bangladesh by ports Bangladesh s international trade grew by an average of 13.9% p.a. from Crore Tk 82,790 in 2000 to Crore Tk 266,389 in Imports accounted for more than 61% of total international trade. Bangladesh International Trade Share Export Import Total in Crore TK in Crore TK in Crore TK Export Import ,419 50,371 82, % 60.8% ,943 49,049 79, % 61.3% ,242 55,918 89, % 62.7% ,581 64, , % 61.3% ,835 80, , % 61.4% ,601 99, , % 61.3% , , , % 60.0% , , , % 63.0% , , , % 61.4% , , , % 61.7% CAGR% 13.6% 14.0% 13.9% Table 1: Historical development of international trade in Bangladesh, (Unit: Crore TK) Source: Bank of Bangladesh, 2010 Total sea borne trade tonnage handled by the two ports grew by an average of 5.6% per year from 19 million MT in 2000 rising to 32 million MT in Bangladesh international trade (by tonnage) weigh heavily towards imports, which accounts for more than 87% of total sea borne trade. Chittagong Port (CP) is Bangladesh s largest port for all trades. It handled a total of 30 million tons in 2009 and accounted for about 95% of the country s total sea borne trade. It has a dominant market share, increasing gradually over the past 9 years from 85.9% in 2000 to more than 94.9% in MP is the second largest port in the country. It handles mainly general goods (jute and jute products), reefer containers (mainly shrimps and fish for exports) and clinkers, food grain, fertilizer for imports. Import vehicle shipments on RORO vessels were diverted from CP to MP in June Table 2 illustrates the market share evolution in Bangladesh over the past 9 years. Chittagong Port Mongla Port Total Imports Exports Total Imports Exports Total Imports Exports Total ,909,312 1,998,485 16,907,797 2,462, ,041 2,766,461 17,371, ,674, ,099,695 1,991,441 18,091,136 1,947, ,496 2,252,880 18,047, ,344, ,319,211 2,261,283 20,580,494 1,450, ,268 1,800,516 19,769, ,381, ,986,294 2,400,502 21,386,796 1,178, ,687 1,494,231 20,164, ,881, ,413,460 2,458,972 21,872,432 1,254, ,798 1,476,172 20,667, ,348, ,989,122 2,895,769 25,884,891 1,215, ,572 1,482,644 24,204, ,367, ,936,103 3,089,550 27,025, , , ,375 24,598, ,940, ,236,261 3,392,974 27,629, , , ,097 24,810,247 3,618,085 28,428, ,492,707 3,704,862 28,197, , , ,897 25,093,609 3,930,857 29,024, ,718,834 3,763,747 30,482,581 1,253, ,272 1,422,499 27,972,061 3,933,019 31,905,080 CAGR % 6.7% 7.3% 6.8% -7.2% -6.3% -7.1% 5.4% 6.1% 5.5% Table 2: Historical traffic handled by major ports in Bangladesh, (Unit: ton) Source: Chittagong Port Authority and Mongla Port Authority, 2010 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 8 of 84

19 Chittagong Port Mongla Port Total Imports Exports Total Imports Exports Total Imports Exports % 86.8% 85.9% 14.2% 13.2% 14.1% 88.3% 11.7% % 86.7% 88.9% 10.8% 13.3% 11.1% 88.7% 11.3% % 86.6% 92.0% 7.3% 13.4% 8.0% 88.3% 11.7% % 88.4% 93.5% 5.8% 11.6% 6.5% 88.1% 11.9% % 91.7% 93.7% 6.1% 8.3% 6.3% 88.5% 11.5% % 91.5% 94.6% 5.0% 8.5% 5.4% 88.4% 11.6% % 92.5% 96.7% 2.7% 7.5% 3.3% 88.0% 12.0% % 93.8% 97.2% 2.3% 6.2% 2.8% 87.3% 12.7% % 94.3% 97.2% 2.4% 5.7% 2.8% 86.5% 13.5% % 95.7% 95.5% 4.5% 4.3% 4.5% 87.7% 12.3% Table 3: Port market share evolution in Bangladesh, Source: compiled by Drewry from Chittagong Port Authority and Mongla Port Authority, 2010 In terms of containerised trade, the volume grew by an average of 9.8% p.a., from 0.5 million TEU in 2000 rising to about 1.2 million TEU in More than 98% of total volumes are handled at CP. The growth pattern for CP is in line with the country s economic growth. The annual volume handled at MP, on the other hand, has been stagnant at around 20,000 TEU. Its market share declined from 4% in 2000 to less than 2% in 2009 (refer to Table 4). It implies that shippers have moved away from MP. The later section will explore the challenges facing MP leading to their loss of market share. Chittagong Port Mongla Port Total Chittagong Port Mongla Port TEU TEU TEU Market Share Market Share ,386 18, , % 3.7% ,343 20, , % 4.0% ,486 23, , % 4.1% ,116 27, , % 4.0% ,771 25, , % 3.6% ,353 25, , % 3.2% ,186 25, , % 2.8% ,020 20, , % 2.1% ,069,999 21,201 1,091, % 1.9% ,161,470 20,651 1,182, % 1.7% CAGR % 10.1% 1.0% 9.8% Table 4: Historical container volume development in Bangladesh, Source: CPA and MPA, Historical traffic in Bangladesh by major commodities Chart 1 indicates that there were no significant changes in the major import commodities in the past 9 years. Materials for garment and textile sectors remain the largest import commodity in Bangladesh. This accounts for 18% of import (in value terms) in 2009, followed by petroleum, oil and liquid (POL) products at 14.9%, food products (including grain and commodities other than grains) at 13.4%, machinery at 6.7% and iron and steel at 6.1%. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 9 of 84

20 Exports accounts for 38% (in value terms) and 12% in volume terms in 2009 of the total Bangladeshi international trade. Export growth in Bangladesh is mainly driven by the exports of finished garments goods. This alone accounted for more than 65.8% of total country s export in 2009, followed by jute and jute products at 23%, basic mining mineral and oil at 19.1% and chemicals at 12.9%. The volume of exports from the EPZs accounted for about 22.5% of total country s export. Year: 2009 Chart 1: Bangladeshi import by major commodities in value terms, Source: Drewry compiled from Bank of Bangladesh, 2010 Chart 2: Bangladeshi exports by major commodities in value terms, Source: Drewry compiled from Bank of Bangladesh, 2010 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 10 of 84

21 2.3 International trade by country Driven by demand for garment, EU (51.6%) was the country s largest export market, followed by North America (24.9%) and North East Asia (4.2%). Exports illustrated in value terms by major regions from 2000 and 2009 are shown in the Chart 3. Chart 3: Bangladesh export by major region, (Unit: %) Source: GTIS, 2010 Bangladesh imports mainly from Asian countries. Over the past 9 years, China s share of total Bangladesh s imports increased from 14% in 2000 to more than 25% in Bangladesh imports from China grew by an average of 19% per year from USD0.89 billion in 2000 to reach USD4 billion in 2009, accounting for more than 25% of the total country imports. This was driven by demand for textiles from China as materials for the production of garments products for exports. The second largest supplier is India from which Bangladesh imported 12% of its total imports in Other major import sources include Singapore, South Korea, Malaysia, Indonesia, and Japan (see Chart 4). Chart 4: Bangladesh import by major countries, (Unit: %) Source: GTIS, 2010 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 11 of 84

22 Chart 5: Bangladesh export by major countries, (Unit: %) Source: GTIS, Drivers of traffic growth in Bangladesh The fast sea borne trade growth in Bangladesh during the period was closely tied to the following key drivers: 3.1 Economic growth Bangladesh s economy maintained a strong growth of 5.8% p.a. during the period as shown in Graph 1. The economy registered a good growth of about 6.2% in 2008, before decelerating to 5.7% in This was due to the adverse effects of global recession and the decline of growth in the manufacturing, wholesale and retail trade sectors. According to Bangladesh s Ministry of Finance, GDP growth in 2010 was estimated at 6.0%. Going forward, Bangladesh s medium-term economic outlook remains favourable. According to IMF s report, Bangladeshi GDP is expected to grow by an average rate of 6.0% per year for the period 2010 to 2015 (see Graph 1). Graph 1: Bangladesh s GDP development, Source: Drewry Maritime Research from IMF 2010 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 12 of 84

23 3.2 Population The population of Bangladesh is estimated at more than 140 million. This provides a strong domestic market for consumption of foreign goods. Graph 2: Historical development of population Source: Drewry Maritime Research from IMF Foreign direct investment There was an inflow of USD 666 million foreign direct investments in 2007 which rose significantly in 2008 to USD1086 million. In June 2009, the inflow of foreign direct investment recorded was USD674 million. (See Graph 3) Foreign direct investment, net Inflows (current US$) Graph 3: Historical development of FDI in Bangladesh, Source: Bangladesh Board of Investment, Export processing zone The development of Export Processing Zones (EPZ) in Bangladesh is also one of the key drivers for sea borne trade. The primary objective of an EPZ is to provide special areas where potential investors would find a congenial investment climate, free from cumbersome procedures. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 13 of 84

24 The objectives are as follows: i) Promotion of foreign direct investment and local investment ii) Diversification of export iii) Development of supply chain and logistic services iv) Provision of employment v) Transfer of technology vi) Skill upgrading and training vii) Development of management expertise The exports from these EPZs contributed more than 22% of the total country export in Currently, there are 8 EPZs in Bangladesh. EPZ Number of industries operating New industries Chittagong Dhaka Comilla Karnaphuli Adamjee 8 39 Mongla 7 4 Ishwardi 5 20 Uttara 4 1 Table 5: List of export processing zones in Bangladesh Total investment in these EPZs, up to June 2009, stood at USD million. BEPZA s export proceeds stood at USD 2.58 billion, as against the target of USD 2.83 billion set for the fiscal year. Presently, 300 industries are in operation in the EPZs of Bangladesh with another 212 coming up. The Mongla EPZ provides: i) Plots for factory buildings in custom bonded area ii) Infrastructural facilities iii) Administrative facilities iv) Fiscal and non-fiscal incentives There are 3 types of investment schemes available. These are 100% foreign ownership, joint venture and 100% local venture. The facilities available at Mongla EPZ are as follow: i) Total area: 460 acres ii) Number of industrial plots: 124 (1 st phase) iii) Size of each plot: 2000 m 2 iv) Space of standard factory building: 15000m 2 v) Water supply: Sweet water from Public Health Engineering Department and own supply network vi) Power supply: 11 KV, 3 phase, 50 cycles/sec Currently, there are 7 light industries in operation covering the following sectors: i) Oil refinery production capacity of 5,000 ton 3 per day ii) Fish processing fish and shrimp heads are dried, processed and mixed with preservative for export iii) Betel nut drying and sulphurisation for export to India. Volume of 10,000 ton handled annually There are 4 potential new industries that are expected to take up to 120 acres of the EPZ land. They are: i) Pace Tobacco Industry (BD) Ltd ii) Evergreen Product Pty (Mongla) Ltd iii) Inesca Outdoor (BD) Ltd TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 14 of 84

25 iv) Mongla Knitware (Pte) Ltd The take up rate of the land within the Mongla EPZ has not been up to expectation. Out of the total of 299 industries operating in EPZs, only 7 (2%) industries currently operate in the Mongla EPZ. The numbers operating pales in comparison to the EPZs in Dhaka and Chittagong. To attract more foreign investment and industries, the following were the requirements that were raised during the study: i) Rejuvenation of MP. Shipping services and frequency needs to be increased to meet the requirements of the investors ii) Construction of the Padma Bridge. This to facilitate efficient transportation between Mongla and Dhaka iii) Availability of gas supply in Mongla for the garment industries iv) Construction of the airport at Khulna to facilitate business travel The GOB is presently focusing attention on the revitalisation of MP. Funding for the construction of the Padma Bridge has also been sourced and completion of the project is expected in Sea borne trade volume projection Drewry adopts the following approach in forecasting Bangladeshi sea borne trade volumes. Step 1: Forecasting of Bangladeshi total sea borne trade tonnage Drewry has used a regression analysis model taking into account the close relationship between Bangladeshi GDP and its total sea borne trade tonnages during the period 2000 to 2009 to forecast the total sea borne trade tonnage (see Graph 4). Total Tonnage in ton 35,000,000 30,000,000 25,000,000 20,000,000 15,000,000 10,000,000 5,000,000 - y = x + 2E+06 R² = ,500 2,000 2,500 3,000 3,500 4,000 GDP in Billion TK Graph 4: Correlation between Bangladeshi GDP and total sea borne trade tonnages, Source: Drewry Maritime Research The key assumptions for the projection of Bangladeshi sea borne trade tonnages are: i) The forecast of base case of Bangladeshi sea borne trade tonnages is based on an average GDP growth of 5.83% per year for the period It is to be noted that the forecast of Bangladeshi GDP during the period is based on the July 2010 version of International Monetary Fund (IMF) s projection. Bangladeshi GDP projection for the period is derived taking into consideration the average annual increase of 5.79% per year for the period ii) High case throughput projection is based on an average GDP growth of 6.36 % p.a during the forecast period (plus 0.5% from the GDP base case forecast). TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 15 of 84

26 iii) Low case throughput projection is based on an average GDP growth of 5.36% per year during the forecast period. (minus 0.5% from the GDP base case forecast) Container penetration increased from 40% in 2010 to about 52% in 2020, 55% in 2025 and 62% in The container penetration factor for sea borne trade handled at Chittagong and Mongla Ports had increased from 35% in 2008 to more than 38.6% in This level of containerized trade is relatively low as compared with the high level of container penetration factor of more than 75% achieved by other mature economies. The main reason is that the total sea borne trade tonnage includes liquid and dry bulk goods. The average weight of container fluctuates at around 11 ton per TEU which is relatively lighter than the global average of 12 ton. It is mainly because its main export/import commodities are garment and textile goods. Based on the above assumptions, sea borne trade throughput is forecasted to increase from an estimated 32 million ton in 2010 to million ton in This results in a 5.6% growth of total sea borne trade tonnage for the period from 2010 to Likewise, containerised trade throughput is projected to grow on average 7.24% per year from an estimated 13.4 million ton in 2010, rising to million ton in Correspondently, total container throughput is projected to rise from 1.27 million TEU in 2010 to 9.40 million TEU in 2040, representing a CAGR of 6.9%. Year GDP GDP % Total tonnage Growth % Containerized tonnage Containerization ratio TEU Growth % , ,545, ,442, ,267, , ,399, ,702, ,374, , ,403, ,064, ,489, , ,527, ,508, ,612, , ,779, ,039, ,741, , ,227, ,703, ,883, , ,674, ,366, ,024, , ,262, ,125, ,173, , ,000, ,986, ,331, , ,897, ,955, ,498, , ,961, ,038, ,675, , ,201, ,186, ,862, , ,629, ,486, ,060, , ,254, ,946, ,269, , ,077, ,577, ,491, , ,163, ,410, ,724, , ,458, ,274, ,972, , ,004, ,333, ,235, , ,807, ,603, ,512, , ,890, ,083, ,806, , ,283, ,805, ,115, , ,970, ,617, ,443, , ,989, ,678, ,791, , ,361, ,016, ,159, , ,096, ,620, ,548, , ,249, ,533, ,958, , ,788, ,606, ,393, , ,770, ,996, ,854, , ,207, ,739, ,341, , ,127, ,824, ,855, , ,612, ,328, ,401, CAGR % % 5.65% 7.24% 1.50% 6.91% Table 6: Forecast of Bangladesh throughput (Unit: Tonnage and TEU), Base case Source: Drewry Maritime Research TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 16 of 84

27 Year GDP GDP % Total tonnage Growth % Containerized tonnage Containerization ratio TEU Growth % , ,545, ,442, ,267, , ,557, ,809, ,383, , ,738, ,292, ,508, , ,061, ,871, ,642, , ,535, ,553, ,785, , ,233, ,386, ,941, , ,953, ,235, ,097, , ,845, ,201, ,264, , ,920, ,291, ,441, , ,187, ,512, ,630, , ,660, ,873, ,830, , ,361, ,304, ,043, , ,287, ,943, ,269, , ,452, ,776, ,510, , ,872, ,817, ,766, , ,594, ,102, ,037, , ,571, ,432, ,325, , ,852, ,998, ,632, , ,455, ,816, ,957, , ,400, ,902, ,302, , ,998, ,408, ,675, , ,818, ,020, ,065, , ,060, ,907, ,482, , ,752, ,131, ,925, , ,921, ,715, ,397, , ,537, ,605, ,897, , ,747, ,834, ,431, , ,527, ,436, ,998, , ,914, ,481, ,599, , ,944, ,997, ,236, , ,830, ,149, ,912, CAGR % % 6.15% 7.78% 1.54% 7.44% Table 7: Forecast of Bangladesh throughput (Unit: Tonnage and TEU), High case Source: Drewry Maritime Research Year GDP GDP Total tonnage Growth Containerized Containerizatio TEU Growth % % tonnage n ratio , ,545, ,442, ,267, , ,242, ,595, ,364, , ,070, ,838, ,470, , ,999, ,149, ,581, , ,034, ,532, ,698, , ,241, ,032, ,826, , ,424, ,516, ,952, , ,722, ,078, ,084, , ,143, ,724, ,224, , ,691, ,456, ,371, , ,375, ,280, ,525, , ,199, ,158, ,689, , ,173, ,158, ,861, , ,305, ,287, ,042, , ,604, ,553, ,233, , ,079, ,954, ,431, , ,736, ,393, ,642, , ,587, ,986, ,865, , ,640, ,739, ,099, , ,908, ,662, ,345, , ,403, ,769, ,603, , ,134, ,938, ,876, , ,116, ,300, ,164, , ,362, ,864, ,467, , ,886, ,641, ,786, , ,707, ,649, ,120, TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 17 of 84

28 , ,833, ,765, ,473, , ,282, ,123, ,845, , ,072, ,735, ,238, , ,222, ,616, ,650, , ,751, ,789, ,082, CAGR % % 5.16% 6.69% 1.45% 6.37% Table 8: Forecast of Bangladesh throughput (Unit: Tonnage and TEU), Low case Source: Drewry Maritime Research 5. Port market in Bangladesh 5.1 Overall port development framework in Bangladesh There are 2 main sea ports in Bangladesh, namely CP and MP. CP is a gateway port handling about 90% of the entire sea borne trade. The installations of CP are situated along the bank of the river Karnafuli, about 16 km from its outfall into the Bay of Bengal. The maximum permissible draft ranges from 8.50 m to 9.20 m MP is located in Pussur River about 131 km inland from the bay and its draft ranges from 7.0 m to 8.5 m with length restriction of vessel being 225 m. Total sea borne trade tonnage handled by the 2 ports grew by an average of 5.5% per year from 19 million ton 3 in 2000 rising to almost 32 million ton 3 in International trade in Bangladesh weighs heavily towards imports. Imports accounted for more than 87% of total sea borne trade. Chittagong Port Mongla Port Total Imports Exports Total Imports Exports Total Imports Exports Total ,909,312 1,998,485 16,907,797 2,462, ,041 2,766,461 17,371, ,674, ,099,695 1,991,441 18,091,136 1,947, ,496 2,252,880 18,047, ,344, ,319,211 2,261,283 20,580,494 1,450, ,268 1,800,516 19,769, ,381, ,986,294 2,400,502 21,386,796 1,178, ,687 1,494,231 20,164, ,881, ,413,460 2,458,972 21,872,432 1,254, ,798 1,476,172 20,667, ,348, ,989,122 2,895,769 25,884,891 1,215, ,572 1,482,644 24,204, ,367, ,936,103 3,089,550 27,025, , , ,375 24,598, ,940, ,236,261 3,392,974 27,629, , , ,097 24,810,247 3,618,085 28,428, ,492,707 3,704,862 28,197, , , ,897 25,093,609 3,930,857 29,024, ,718,834 3,763,747 30,482,581 1,253, ,272 1,422,499 27,972,061 3,933,019 31,905,080 CAGR % 6.7% 7.3% 6.8% -7.2% -6.3% -7.1% 5.4% 6.1% 5.5% Table 9: Historical traffic handled by major ports in Bangladesh, (Unit: Tonnage) Source: Chittagong Port Authority and Mongla Port Authority, 2010 Chittagong Port Mongla Port Total Imports Exports Total Imports Exports Total Imports Exports % 86.8% 85.9% 14.2% 13.2% 14.1% 88.3% 11.7% % 86.7% 88.9% 10.8% 13.3% 11.1% 88.7% 11.3% % 86.6% 92.0% 7.3% 13.4% 8.0% 88.3% 11.7% % 88.4% 93.5% 5.8% 11.6% 6.5% 88.1% 11.9% % 91.7% 93.7% 6.1% 8.3% 6.3% 88.5% 11.5% % 91.5% 94.6% 5.0% 8.5% 5.4% 88.4% 11.6% % 92.5% 96.7% 2.7% 7.5% 3.3% 88.0% 12.0% % 93.8% 97.2% 2.3% 6.2% 2.8% 87.3% 12.7% % 94.3% 97.2% 2.4% 5.7% 2.8% 86.5% 13.5% % 95.7% 95.5% 4.5% 4.3% 4.5% 87.7% 12.3% Table 10: Port market share evolution in Bangladesh, Source: compiled by Drewry from Chittagong Port Authority and Mongla Port Authority, 2010 CP is Bangladesh s largest port for both containerised and non-containerised trades. It handled a total of 30 million ton in 2009 and accounted for about 95% of the country s total sea borne trade volume. Its market share has gradually increased over the past nine years, from 85.9% in 2000 to more than 95.5% in TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 18 of 84

29 MP is the second largest port in the country. It handles mainly general goods (mainly jute and jute products) and reefer containers (mainly shrimp exports). Since June 2009, the port started to handle some of RORO vessel traffic that was diverted from CP. There are 17 Land Ports along the Bangladesh border used for the import and export of goods with the neighbouring countries by road and rail. Benapole, Burimari, and Akhuara Land Ports, are operated by Bangladesh Land Port Authority (BLPA). 6 other land ports are operated by private companies under Build, Operate and Transfer (BOT) and 8 operate as LC (Land Customs) ports. At present, there is no inter-country train or truck movement between India, Bangladesh, Nepal, Bhutan and Myanmar. Goods vehicles are transhipped at borders through the Land Ports and for transportation by railways, a switch of the locomotive head is made at the border and the rail wagons are towed inland. BLP is situated at the western border of Bangladesh in the Jessore district. On the opposite border of this land port, the Indian land port of Petrapole is connected to Kolkata in West Bengal by road and rail. BLP is connected with both Dhaka and Mongla sea ports by road. There are 2 routes from Benapole to Dhaka: one passing over Pakshi and Jamuna bridges and the other using the Paturia ferry crossing. The latter route is shorter. From Dhaka to Chittagong, the national highway (N1) is used. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 19 of 84

30 Dhaka Benapole Land Port Khulna Mongla Port Chittagong Port Map 2: Overview of Bangladesh road and highways Source: Bangladesh Road and Highways Department TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 20 of 84

31 According BLP Custom House, 90% of the total imported goods from India pass through BLP. In terms of tonnage, the volume handled at BLP highly fluctuated over the past few years. It reached its peak at 2.2 million ton in 2007 and dropped to 1.2 million ton in 2008 (See Table 11). Overall, during the period from , the volumes handled at BLP decreased by an average of 3% per year. On the other hand, the volumes in value terms have increased more by an average of 18% per year, rising to Tk 119 million in 2009 from Tk 53 million in 2004 (See Table 12). Year Export (ton) Import (ton) Grand Total (ton) ,400 1,508,293 1,736, , ,806 1,252, ,185 1,244,389 1,474, ,978 1,894,441 2,283, , ,210 1,227, ,793 1,218,577 1,505, , , ,232 Table 11: Historical volumes handled at Benapole Land Port, (Unit: Tonnage) Source: Benapole Customs House Year Export (Tk) Import (Tk) Grand Total (Tk) ,384,817,382 48,037,694,757 53,422,512, ,369,248,206 51,912,062,662 62,281,310, ,218,744,227 69,064,187,463 77,282,931, ,470,925, ,095,381, ,566,307, ,630,527,802 81,051,152,731 90,681,680, ,885,189, ,072,162, ,957,351, ,909,131,498 35,932,011,680 41,841,143,178 Table 12: Historical traffic handled at Benapole Land Port, (Unit: TK) Source: Benapole Customs House 5.2 Chittagong Port CP is a gateway port handling about 90% of the entire sea borne trade. The installations of CP are situated along the bank of the Karnaphuli River, about 16 km from its outfall into the Bay of Bengal. The maximum permissible draft ranges from 8.50 m to 9.20 m (A Anchorage) with length restriction of vessels being 188 m. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 21 of 84

32 Map 3: Layout of Chittagong Port Source: GMAPS compiled from Google Earth Port infrastructures and facilities There are 13 common user berths operated by Chittagong Port Authority (CPA) (total length 2,131 m with a depth of 8.7~9.3 m) and defined as general cargo berths (GCB), although some of these berths are more frequently occupied by container vessels than general cargo vessels. The stevedoring operations are contracted to private operators. These include MH Chawdhuru & Co, A&J Traders, Fazle & Sons, Bashir Ahmed and F.Q Khan. There are various river moorings and pontoon berths available for handling of commodities such as grain, cement clinker and bulk oil to the adjacent storage facilities, and also for discharge to barges. These berths have varying characteristics regarding length and draught limitations. At present there are a number of facilities on either bank of the Karnaphuli River which are operated by private companies and handle a variety of different materials, mainly bulk. Some of these terminals are designed for the importation of raw materials such as cement clinker, bulk oils and grain Chittagong container terminal Chittagong container terminal (CCT) is the dedicated container terminal and has 3 feeder berths with total quay length of 450 m and alongside draft of 10 m. The total handling capacity is 0.4 million TEU per annum. The terminal is operated by Saif Powertech. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 22 of 84

33 5.2.3 New mooring container terminal A new mooring container terminal (NCT) adjacent to the existing CCT is under construction with a total quay length of 1,000 m. The first 3 berths (1, 2 and 3) have been in operations since The rest, berth 4 and 5, is expected to be completed by When fully completed, the NCT will have an annual capacity of 1.94 million TEU. In 2010, CPA published an open tender for the operation and management of NCT on a SOT (Supply, Operate and Transfer) basis. The concession is for a period of 30 years. As of end March 2011, the outcome of the tender is yet unknown. The operator of NCT is expected to improve the operation, efficiency and increase the capacity of CP. The completed 600 m berth at NCT is presently being used for the operations of self-geared container ships that the CCT berth is not able to accommodate. Details of the present terminal facilities at Chittagong are shown in Table 13. Terminal Gantry Cranes Operating Owner Max Berth Depth (m) Quay Length (m) Yard System New Mooring Container Terminal (NCT) 0 Chittagong Port Authority ,000 Chittagong Container Terminal (CCT) 4 Saif Powertec RTG General cargo berths 0 Various private operators ,139 SC, RTG Table 13: Chittagong Port facilities Source: Chittagong Port Authority, Shipping services at Chittagong Port Drewry notes that as of January 2011, the largest container vessel calling CP is of 1,605 TEU capacity. Similarly sized feeder vessels ferry containers between Bangladesh and Singapore/ Malaysia/Sri Lanka. Due to the limited draft in Bangladesh ports, main line operators have to pick up/drop off containers at transhipment hubs instead of calling direct. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 23 of 84

34 Operator Route Port rotation Service No. of Vessels Deployed Total Deployed Capacity (TEU) Call Frequency ADVANCE CONT SGP/BGD SIN/CGP/SIN ADVANCE CONT - BDS Weekly ADVANCE CONT SE ASIA/BGD SIN/CGP/MNL/SIN ADVANCE CONT - BDS Bi-weekly ADVANCE CONT SE ASIA/ BGD SIN/CGP/PEN/SIN ADVANCE CONT/APL - CHT Weekly CMA-CGM SE ASIA/ BGD PKG/PTP/CGP/PKG CMA-CGM - BANG FEEDER Weekly GOLD STAR/X- PRESS SE ASIA/ BGD SIN/PKG/CGP/PEN/SIN GOLD STAR/X- PRESS - CMX/SBX Weekly X-PRESS SE ASIA/ BGD SIN/PKG/CGP/SIN GOLD STAR/X- PRESS - CMX/SBX Weekly HRC SHPP BGD /LKA CMB/CGP/CMB HRC SHPP Weekly HRC SHPP MYS/BGD SIN/CGP/SIN HRC SHPP Weekly HRC SHPP SGP/BGD SIN/PKG/CGP/SIN HRC SHPP Weekly HRC SHPP SE ASIA/BGD SIN/CGP/MNL/SIN HRC SHPP call every 3 weeks MCC TRANSPORT SE ASIA/BGD PTP/SIN/CGP/PKG/PTP MCC TRANSPORT - BAN Weekly MCC TRANSPORT SE ASIA/BGD SIN/PTP/CGP/PKG/PTP/ SIN MCC TRANSPORT - BAN Weekly OEL LKA/BGD CMB/CGP/CMB OEL - IBS Weekly OEL SE ASIA/BGD SIN/PKG/CGP/SIN OEL - SCS Weekly QC CONTAINER SE ASIA/BGD SIN/PTP/PKG/CGP/SIN QC CONTAINER calls weekly SAMUDERA SGP/BGD SIN/CGP/SIN SAMUDERA - CGX Bi-weekly X-PRESS SE ASIA/BGD SIN/PKG/CGP/SIN X-PRESS - BANG Weekly X-PRESS LKA/BGD CMB/CGP/CMB X-PRESS - UBB times per week YANG MING SE ASIA/BGD SIN/PKG/CGP/SIN YANG MING - SCS Weekly Table 14: List of container lines calling Bangladesh Source: Drewry Maritime Research as of Jan Volume handled at Chittagong Port Container traffic increased at an annual average growth rate over 10%, rising from 490,000 TEU (4,663,233 ton) in 2000 to 1.16 million TEU (12,273,210 ton) in In terms of overall goods throughput, imports contributed more than 87% of total throughput in Its volumes increased on average 6.8% per year from 16 million ton in 2000 rising to 30 million ton in Chittagong Port Imports (ton) Exports (ton) Total (ton) Total (TEU) ,909,312 1,998,485 16,907, , ,099,695 1,991,441 18,091, , ,319,211 2,261,283 20,580, , ,986,294 2,400,502 21,386, , ,413,460 2,458,972 21,872, , ,989,122 2,895,769 25,884, , ,936,103 3,089,550 27,025, , ,236,261 3,392,974 27,629, , ,492,707 3,704,862 28,197,569 1,069, ,718,834 3,763,747 30,482,581 1,161,470 CAGR % 6.7% 7.3% 6.8% 10.1% Table 15: Historical volume handled at Chittagong Port, (Unit: Ton and TEU) Source: Chittagong Port Authority, 2010 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 24 of 84

35 5.2.6 Port performance at Chittagong Port Chittagong Port Productivity/gang - containers Productivity/g ang General cargo (Tons) Service time per vessel (days) Berth occupancy % % % % % % % % Table 16: Historical port performance at Chittagong Port Source: Chittagong Port Authority, Strengths and weakness Strengths Well - established terminals. Supported by established clientele. All shipping lines have offices and agencies in Chittagong Supported by large goods hinterlands of the greater Dhaka and Chittagong region Only container port to have rail connection (containers cannot move inland by truck) Additional capacity from NCT Weaknesses Unable to accommodate mainline vessels due to approach channel draft of 11 m and draft alongside the berth of 9.5 m Container yard largely reliant on off-dock facilities Long ship turnaround time average of 5 days due to yard and operation constraints 5.3 Mongla Port Map 4: Layout of Mongla Port Source: Mongla Port Authority Master Plan, GMAPS and Google Earth TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 25 of 84

36 Current max depths: 7 m at jetty, 7.5 m up to 10 km away from jetty, 8.5 m up to 20 km away from jetty. Tidal range of 3 m Port operates 5 jetties while a number of private operators manage their own ports along the river Port also has 14 anchorage berths and 7 river mooring berths. These are conveniently located for mid-stream operations where loading and discharging to/from lighters (barges) takes place Port handling capacity is about 5.6 million ton annually Details of the facilities at MP are shown in Table 17. Berth Operating owner No. of berth Draft (m) Type of cargo handling General and container berth Mongla Port Authority General cargo/ container River mooring berth Mongla Port Authority General cargo Anchorage berth Mongla Port Authority General cargo Meghna clinker jetty Private berth Clinker Mongla clinker jetty Private berth Clinker Union LPG jetty Private berth LPG Summit United Petroleum Jetty Private berth Petroleum Dubai-Bangladesh clinker jetty Private berth Clinker Holcim Clinker jetty Private berth Clinker Table 17: Berth facilities at Mongla Port Source: Drewry Maritime Research Port infrastructures and facilities Facilities No Area (m2) Transit sheds 4 19,628 Warehouses 2 19,630 Open storage 1 300,000 Container yard 3 35,754 Reefer plug point 120 Table 18: Storage facilities at Mongla Port Source: Mongla Port Authority, Historical traffic and port utilization at Mongla Port MP handles general goods, containers and vehicles. Year No. of Ships Import (TEU) Export (TEU) Total (TEU) Import (Ton) Export (Ton) Total (Ton) ,539 9,389 18,928 18, , , ,490 10,437 20,927 32, , , ,730 12,007 23,737 26, , , ,678 13,470 27,148 45, , , ,993 12,656 25,649 58, , , ,733 12,838 25,571 26, , , ,553 12,789 25,342 19, , , ,588 10,297 20,885 30, , , ,437 10,764 21,201 25, , , ,280 10,371 20,651 28, , ,250 CAGR % 0.8% 1.1% 1.0% 4.9% 0.3% 1.1% Table 19: Historical container volumes handled at Mongla Port, Source: Mongla Port Authority, 2010 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 26 of 84

37 5.3.2 SWOT analysis of Mongla Port The analysis of MP was made on the following key points: i) Service quality and operations efficiency ii) Port infrastructures iii) Commercial parameters iv) Comparison of transportation cost advantages by road and waterway v) Shipping network and intermodal connectivity Strengths i) MP has captive hinterland in the Jessore region. Goods is mainly frozen food, jute and jute products ii) Port is currently under-utilized and can take more volume from CP iii) Strong government interest to revive the activity at the port iv) Large land reserve available for port development and expansion Weaknesses i) Approach channel draft of 8.5 m and berth draft of 7 m limits the size and draft of ship calls ii) No rail connection from Dhaka to Mongla iii) Inefficient road connection to major hinterlands in the Dhaka region. Ferry crossing is required between Dhaka and Mongla iv) Lack of high capacity quay side cranes to efficiently handle goods. Container vessels calling have to be self-geared v) Limited captive goods hinterlands. Goods from Dhaka region is shipped almost exclusively through CP due to availability and frequency of shipping line services and established logistics network and facilities vi) High dredging cost required to maintain draft in the channel and at berth Opportunities i) Firm plans have been committed towards the building of the Padma Bridge which will allow trucks to cross the river when travelling between Dhaka and Mongla without the use of a ferry. The bridge, which is expected to be ready in 2015, will provide importers/exporters to and from Dhaka a more efficient transport network ii) MP has land available for development to attract niche market goods. iii) The development of industries in the Mongla EPZ will provide an impetus for the import and export of goods through the port iv) The inefficiencies in CP will provide opportunities for MP to attract the importers/exporters and shipping lines Threats i) CP tendering out NCT to private operators. This will increase the handling capacity and efficiency at CP. ii) Possible development of a new deep water sea port at Sonadia Forecast of port handling capacity in Bangladesh The main port development in the short to medium term ( ) would be the completion of berths 4 and 5 by When fully completed, the NCT will have an annual capacity of 1.8 million TEUs or about 20 million ton. MP has submitted a project proposal to Ministry of Shipping (MOS) for short, medium and long term development of the port. Based on the total terminal area including open yard, warehouse, shed of 375,000 m 2 and an average handling of 15 ton per m 2 per year, MP handling capacity is estimated at 6.5 million ton per year. Overall, MP contributes about 10% of total port handling capacity in the country. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 27 of 84

38 Table 20 shows Drewry s opinion of the most likely development of capacity growth by Port between 2010 and Year Total Bangladesh Capacity Market share (%) Chittagong New Mongla Port Chittagong New Chittagong Chittagong Port Port Mongla Port % ,198,476 45,598, ,600, ,198,476 45,598, ,600, ,198,476 45,598, ,600, ,198,476 45,598, ,600, ,198,476 45,598, ,600, ,198,476 45,598, ,600, ,198,476 45,598, ,600, ,131,702 45,598,476 8,533,227 8,000, ,131,702 45,598,476 8,533,227 8,000, ,131,702 45,598,476 8,533,227 10,000, ,131,702 45,598,476 8,533,227 10,000, ,131,702 45,598,476 8,533,227 10,000, ,131,702 45,598,476 8,533,227 12,000, ,731,702 45,598,476 8,533,227 12,600, ,331,702 45,598,476 8,533,227 13,200, ,931,702 45,598,476 8,533,227 13,800, ,531,702 45,598,476 8,533,227 14,400, ,131,702 45,598,476 8,533,227 15,000, ,131,702 45,598,476 8,533,227 17,000, ,131,702 45,598,476 8,533,227 19,000, ,131,702 45,598,476 8,533,227 21,000, ,131,702 45,598,476 8,533,227 23,000, ,131,702 45,598,476 8,533,227 25,000, ,131,702 45,598,476 8,533,227 26,000, ,131,702 45,598,476 8,533,227 27,000, ,131,702 45,598,476 8,533,227 28,000, ,131,702 45,598,476 8,533,227 29,000, ,131,702 45,598,476 8,533,227 30,000, ,131,702 45,598,476 8,533,227 31,000, ,131,702 45,598,476 8,533,227 32,000, ,131,702 45,598,476 8,533,227 33,000, ,131,702 45,598,476 8,533,227 34,000, ,131,702 45,598,476 8,533,227 35,000, Table 20: Projection of Bangladeshi port handling capacity in tonnage, (Unit: ton and %) Source: Drewry Maritime Research Year Total Bangladesh Chittagong Capacity (TEU) Market share % New Chittagong Port Mongla Chittagong New Chittagong Port Mongla ,296,140 2,028, , ,296,140 2,028, , ,296,140 2,028, , ,296,140 2,028, , ,296,140 2,028, , ,296,140 2,028, , ,296,140 2,028, , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 28 of 84

39 2026 3,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , ,072,300 2,028, , , Table 21: Projection of Bangladeshi port handling capacity in TEU, (Unit: TEU and %) Source: Drewry Maritime Research Forecast of port capacity utilization in Bangladesh The projected 3 scenarios of port capacity utilization are derived by matching the total port demand with port capacity supply in Bangladesh as shown in Table 22. Under the base case scenario, capacity utilization in Bangladesh is expected to increase from 65% in 2010 to 81% in 2014 as there will be no new port development in the short term. The capacity utilization will fall again to 74.0% in 2015 because the 2 berths B4 and 5 (NCT) are expected to be in operations by 2015 onwards. Thereafter, the port capacity utilisation in this scenario will exceed the threshold level of 87% by The terminal service level will then be adversely affected and berth congestion will emerge from 2018 onwards. Year Base Case High case Low case Demand Port Utilization Demand Port Utilization Demand Port Utilization Supply* Supply* Supply* ,197,569 51,198, ,197,569 51,198, ,197,569 51,198, ,131,864 51,198, ,131,864 51,198, ,131,864 51,198, ,545,524 51,198, ,545,524 51,198, ,545,524 51,198, ,399,770 51,198, ,557,497 51,198, ,242,042 51,198, ,403,756 51,198, ,738,735 51,198, ,070,354 51,198, ,527,981 51,198, ,061,752 51,198, ,999,224 51,198, ,779,660 51,198, ,535,766 51,198, ,034,181 51,198, ,227,700 62,131, ,233,016 62,131, ,241,174 62,131, ,674,164 62,131, ,953,887 62,131, ,424,277 62,131, ,262,363 64,131, ,845,997 64,131, ,722,942 64,131, ,000,509 64,131, ,920,121 64,131, ,143,288 64,131, ,897,290 64,131, ,187,716 64,131, ,691,754 64,131, ,961,896 66,131, ,660,956 66,131, ,375,124 66,131, ,602,121 66,731, ,847,653 66,731, ,515,922 66,731, ,242,346 67,331, ,034,350 67,331, ,656,720 67,331, ,882,571 67,931, ,221,047 67,931, ,797,518 67,931, ,522,796 68,531, ,407,744 68,531, ,938,316 68,531, ,163,022 69,131, ,594,442 69,131, ,079,116 69,131, ,987,199 71,131, ,275,185 71,131, ,143,998 71,131, ,811,376 73,131, ,955,928 73,131, ,208,880 73,131, ,635,553 75,131, ,636,671 75,131, ,273,762 75,131, ,459,730 77,131, ,317,414 77,131, ,338,644 77,131, ,283,906 79,131, ,998,158 79,131, ,403,526 79,131, ,677,105 80,131, ,706,106 80,131, ,664,375 80,131, TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 29 of 84

40 ,070,304 81,131, ,414,054 81,131, ,925,224 81,131, ,463,503 82,131, ,122,002 82,131, ,186,073 82,131, ,856,702 83,131, ,829,950 83,131, ,446,922 83,131, ,249,901 84,131, ,537,896 84,131, ,707,770 84,131, ,722,433 85,131, ,996,467 85,131, ,516,462 85,131, ,194,965 86,131, ,455,038 86,131, ,325,154 86,131, ,667,497 87,131, ,913,609 87,131, ,133,846 87,131, ,140,029 88,131, ,372,180 88,131, ,942,538 88,131, ,612,560 89,131, ,830,752 89,131, ,751,231 89,131, % 1.87% 6.15% 1.87% 5.16% 1.87% Table 22: Projection of Bangladeshi port capacity utilization, (Unit: ton and %) Source: Drewry Maritime Research It is noted that for all 3 cases, the ports are expected to be congested (> 87% utilization) between 2019 and This highlights the need for urgent increase of capacity by means of new terminals or improvement in current terminals Review of inter modal connectivity in ports in Bangladesh Hinterland and cargo analysis In the analysis of the hinterland for MP and BLP, a distinction is made between the domestic and foreign hinterlands. Domestic: Foreign: Within Bangladesh India (West Bengal), Bhutan & Nepal For the purpose of the domestic cargo hinterland assessment, Drewry has classified the cargo hinterlands of Bangladesh into 3 main cargo hinterland zones. They include i) Dhaka and surrounding area ii) Chittagong iii) Khulna, Jessore and the rest of Bangladesh TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 30 of 84

41 East India Dhaka and surroundings West Bengal, India Benapole Land Port Mongla Port Chittagong Port Map 5: Bangladesh hinterland Source: Drewry Maritime Research TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 31 of 84

42 Domestic hinterland The current domestic cargo hinterland contributes the following proportions to sea borne goods throughput i) 70% Dhaka and surrounding area ii) 20% Chittagong iii) 10% Khulna, Jessore and the rest of Bangladesh Dhaka and surroundings Dhaka is located in central Bangladesh on the eastern banks of the Buriganga River. Dhaka, along with its surrounding area, has a population of over 12 million, making it the largest city in Bangladesh. The economy is chiefly based on textile and garment manufacturing, leather product manufacturing, food processing, commercial trading and small and medium enterprises. The export processing zone in Dhaka was set up to encourage the export of garments, textiles and other goods. The EPZ is home to more than 100 factories, which contribute more than 50% of total export (in value terms) of all EPZs in Bangladesh or about 10% of total country s export, supported by a consumer market of more than 12 million people and a cluster of textile and garment industries. Cargo hinterland from Dhaka and surrounding area is estimated to generate about 70% of total cargo throughput in Bangladesh. Drewry believes that the leading position of Dhaka and its surrounding area as the main cargo hinterland will be entrenched in Bangladesh and it will continue to contribute the lion s share of the total country sea borne trade Chittagong Chittagong is a city in South Eastern Bangladesh built on the bank of the Karnaphuli River. The city is home to Bangladesh's busiest seaport and has a population of over 2.5 million, making it the second largest city in the country. CP is located 255 km away from Dhaka, accessible via national highway No. 1. The port is an important gateway for the Dhaka Chittagong corridor. The main industries located in the division are garments and footwear manufacturing, jute mills, and food processing. Chittagong has successfully set up a number of EPZs, including the Chittagong and Karnaphuli EPZs which are home to garment, footwear and electronic assembly factories. The exports from these EPZs contributes about 45% of total export (in value terms) of all EPZs in Bangladesh or less than 10% of total country s export. Chittagong currently contributes about 20% of the total country sea borne trade. Going forward, Drewry believes that with support from the cluster of light industries including readymade garments, knitwear, frozen food, jute and jute products, leather and leather products, tea, and chemical products and heavy industrial activities consisting of oil refinery, steel mills, power plant, cement and chemical, Chittagong will remain the 2 nd largest hinterland in Bangladesh. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 32 of 84

43 Khulna, Jessore and rest of Bangladesh The rest of cargo hinterland in Bangladesh mainly comprises Khulna, Sylhet, Rajshahi, Rangpur and Barisal. Overall, these cargo hinterlands are at the early stage of development and major industries at the point of this review are agriculture (tea in Sylhet, rice in Barisal, and jute and jute products in Khulna) and food processing (frozen food in Khulna). Jute and jute products from Khulna contributed more than 31% of the total country s jute and jute products export. In addition, the lion s share of the total country s export of frozen food, especially shrimp and fish, is from Khulna. This region, accounts for about 10% of the total sea borne trade Foreign hinterland Bangladesh is surrounded by India, Bhutan, Nepal and Myanmar. Of these, Myanmar and India have their own sea ports which are used to import/export their own goods. Nepal and Bhutan are landlocked and do not use Bangladeshi sea ports. Nepal and Bhutan both import and export their goods through India due to their common borders. Benapole is the primary gateway used for trade with India. Historical trade has been heavily imbalanced in favour of India. Based on Drewry s sample survey on the export trucks arriving and departing from Benapole, more than 39% of trucks (goods) originate from Dhaka division, 32% from Jessore, 18% from Khulna region and 11% from the rest of the country. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 33 of 84

44 Map 6: Origins of export goods handled at Benapole Land Port Source: Drewry Maritime Research As for imports goods from India, more than 82% originate from West Bengal; around 6% are from Haryana and 2% from Andra Pradesh. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 34 of 84

45 Map 7: Origins of import goods handled at Benapole Land Port Source: Drewry Maritime Research TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 35 of 84

46 5.4 Key import/export items Direction Commodity Percentage of sea borne trade Port split Food grain 11% 98% Chittagong 2% Mongla Import Cement & clinker 24.4% 93% Chittagong 7% Mongla Fertilizer 5% 74% Chittagong 26% Mongla Sugar 4% 99% Chittagong 1% Mongla Export Jute & jute goods 20% Ready-made garments 65% Frozen food 3% Table 23: Key import/export commodities and port split Source: Drewry Maritime Research 80% Chittagong 20% Mongla 100% Chittagong 58% Chittagong 42% Mongla It is significant that while MP is closer to the hinterlands of Khulna and Jessore, their market share of the hinterland is much lower compared to CP Import Food grain imports Food grain imports include wheat and rice. It is estimated that about 80% of grain imports are via sea borne trade and the rest (20%) are imported through the land routes via India. Food grain import accounted for more than 11% of total sea borne trade in Bangladesh in With the increasing domestic demand for food grain, the imports of food grain has increased significantly by more than 25.8% per year over the past four years, from 1.2 million ton in 2004 to 3.1 million ton in In terms of transportation, more than 98% of food grain imports are handled at CP and the rest (2%) was imported via MP Cement and clinker imports Cement clinkers are imported by private cement manufacturing companies, of which M/s Holcim Cement Mills Ltd, Heidelberg Cement, Meghna Cement, Cemex Cement, Shah Cement and Anwar Cement are the major importers. Cement clinker imports was relatively stable over the years. The import volumes increased on the average 1.8% per year from 6.1 million ton in 2004 to 6.8 million ton in Cement clinker imports contributed to more than 24.4% of the total sea-borne trade in Bangladesh in More than 93% of cement clinkers were imported through CP and the rest (7%) through MP. The majority of the vessels carrying clinker discharge the goods in the outer anchorage of CP onto inland water vessels. These inland water vessels are able to cross the bay and use the river network to transport the goods to the factories located on the river banks in Dhaka and Narayanganj (south of Dhaka). There are 4 other factories located at Chittagong which receive the clinkers at CP s jetties. Similarly, there are 4 cement plants in Mongla that receive the clinkers at their own jetties at MP Fertilizer Fertilizer imports contributed about 5% of the total sea borne trade in Bangladesh in More than 74% of fertilizer imports are handled at CP and the rest (26%) were imported through MP. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 36 of 84

47 Sugar Sugar imports account for less than 4% of the total sea borne trade in Bangladesh. Even though the major sugar mills located in Chuadanga, Kushtia, Jhenaidah and Padma are closer to MP, 99% of the sugar imports were still handled at CP Export Jute and jute products Jute and jute products are one of the major export items from Bangladesh. The combined export of jute and jute products accounted for more than 20% of the total sea borne export volume in Bangladesh in Their combined volumes increased on average 8.4% per year from just 0.5 million ton in 2004, to 0.79 million ton in Jute goods are exported by different jute mills and export trade houses. Most of the mills are owned by private companies. A number of mills are state owned and managed by the Bangladesh Jute Mills Corporation (BJMC). According to the statistics from BJMC, jute mills are mainly located in the Dhaka area (about 47% of total country production) with another 22% in the Chittagong area and the rest (31%) in the Khulna division. The volume of jute and jute products handled at MP has declined sharply from 184,000 ton in 2004 to less than 152,000 ton in This was a decrease of about 17% of volume handled. Correspondingly, MP s market share of jute and jute products dropped from 32% in 2004 to less than 20% in In percentage terms, this was a decline of about 37%.This is more than the decline of the volume handled. The main reason for the decline was attributed to the lack of shipping services available at MP. Shippers prefer to truck their goods directly from factories to Chittagong for export as there are substantially more shipping line services and vessels calling Frozen food Frozen food is mainly exported by privately owned fish processing units located at Khulna and Chittagong. A few major exporters are as follows: Company 1 M/S Gemini Seafood, Dhaka 2 M/S Bionic Seafood, Khulna 3 M/S Apex Foods, Dhaka 4 Seamark BD, Chittagong 5 Frozen Food, Chittagong 6 Kwality Shrimps Export, Khulna 7 Mhi Fish Processing, Chittagong 8 Achia Seafood, Khulna 9 Galaxy Seafood International, Khulna 10 Meenhar Seafood, Chittagong Frozen food accounted for about 3% of the total export volume. Overall, total frozen food exports increased at an average of 5.8% per year from 71,000 ton in 2004 to 89,000 ton in With a large number of food processing factories located in the Khulna area, MP is a preferred port for frozen food exporters due to the shorter trucking time. Overall, MP handles more than 42% of the total frozen food exports. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 37 of 84

48 Ready-made garments Ready-made garment (RMG) is the single largest export item, accounting for more than 65% of total export revenue. The volume of RMG export increased significantly over the past few years from less than a million ton in 2004 to more than 1.7 million ton in Overall, RMG contributed almost 60% of the total export volume. More than 70% of the garment factories are located in the Dhaka area and the remaining at Chittagong. Currently, 100% of RMG are exported through CP. 5.5 Inland transportation network analysis The following table summarises the main mode of transportation for goods flow between hinterlands and their respective ports. Dhaka and surroundings Chittagong Khulna, Jessore, others West Bengal Chittagong Port Rail Road Barge Road Road Barge Sea Mongla Port Road Barge Road NM Benapole Port Road Road Road Road Table 24: Summary of intermodal options between Bangladesh ports and hinterlands Source: Drewry Maritime Research Inland transportation between Dhaka and Chittagong Port Goods from Dhaka and its surrounding area are transported by road by two main modes. i) Covered vans The most common mode at the point of this review is to move goods by covered vans from factories located around Dhaka and surrounding area to Chittagong off dock facilities for subsequent stuffing into containers to truck to CP for export. It is estimated that approximately 90% of export goods in Dhaka and its surrounding area are moved via this mode. The cost incurred is estimated at USD170 for a 10 ton covered van. ii) Container trucks The next alternative is by container trucks from factories to Dhaka inland container depot (ICD) in Kamlapur and subsequently, the containers are moved from the ICD to CP by rail. The railway connecting Dhaka and Chittagong is operated by BRA. BRA provides wagons for transportation of containers (20 and 40 ), both loaded and empty between Dhaka and Chittagong. Customs clearance and other stuffing/un-stuffing related activities of Dhaka ICD bound containers are performed at the ICD premises. According to the statistics from CPA, about 10% of the total goods from Dhaka and its surrounding area are moved via this routing option. It costs about USD125 to rail a 20 container from Dhaka ICD to CP. The numbers of containers which are moved by trailer directly from factories to CP are negligible due to the high trucking cost of around USD 590 per TEU. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 38 of 84

49 In addition, there is the potential of using barges for the movement of containers. Under this routing option, goods would either be stuffed at the inland terminal or at the factories and the containers will then be barged to the sea port. This would bring down the transportation cost and time significantly. The current cost is estimated at USD 5-10 per ton for the barge movement. Handling costs are additional. This mode of movement can be employed for either CP or MP. According to CPA, an inland container terminal (ICT) is being constructed on 64 acres of land along the river Buriganga at Pangaon in Narayanganj. Under the project, yard, jetties and sheds are being constructed on 35 acres of land, while bank protection measures and route take up the remaining 29 acres. According to the plan, the ICT would have a storage capacity of 3500 TEU. The terminal is expected to be operational in 2012 and have an annual handling capacity of 116,000 TEU. Dhaka factories to Chittagong off dock by road using covered vans Dhaka factories consolidate at Dhaka ICD to CP via rail Direct on container trailer to CP via road Load onto barge and ship to CP Percentage of goods moved 90% hrs 10% 2-3 days Time taken Cost Remarks USD170 per 10ton covered van Rail: USD125/175 for 20 /40 Container from factory to Dhaka ICD additional USD50-80 Negligible hrs USD590/TEU Under development 24 hrs barging USD barging per 10 ton load Table 25: Inland transportation between Dhaka and Chittagong Port Source: Drewry Maritime Research Goods stuffed into container at Chittagong ICD Additional trailer move required to shift the container into port Direct into CP Waiting for rail service is the main cause for the long transportation time High costs is a deterrent for direct movement of containers by road Additional handling charges required at Dhaka and Chittagong. Waiting for berth would result in additional time The following diagram illustrates the goods distribution network from Dhaka to CP. Dhaka hinterlands 10% of export goods are trucked to Dhaka ICD Dhaka ICD Goods in containers railed to the port Chittagong Port 90% of export goods are trucked from Dhaka to off dock ICDs in Chittagong Offdock ICDs Goods in containers railed to the port Diagram 1: Export goods flow from Dhaka to Chittagong Port Source: Drewry Maritime Research Inland transportation between Dhaka, Mongla and Benapole Goods to and from Dhaka and its surrounding area via Mongla and Benapole Port are moved via road on covered vans only. There are no rail links that reach Mongla. The closest station is at Khulna. There is a rail line connecting Dhaka to West Bengal that runs through BLP. Bulk goods from India to TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 39 of 84

50 Bangladesh are currently transported on this rail line. The frequency of this rail service is presently low, averaging 5 to 7 trips a month. Jamuna Bridge Pakshi Bridge Paturia Ferry Crossing Dhaka Mawa Ferry Crossing Benapole Land Port Mongla Port Map 8: Transportation network from Dhaka to respective ports in Bangladesh Source: GMAPS There are 3 main road routes for movement of goods between the ports and Dhaka. The following figure illustrates the transportation network from Dhaka to MP and BLP. Paturia ferry terminal Route: Dhaka Manikganj Paturia Ferry Crossing Goalanda Faridpur Magura Jessore (Benapole) Khulna Mongla. It costs about USD to move a 10 ton covered truck from Dhaka to MP/BLP. The ferry route takes 10 hrs if there is no queue. From Dhaka to Benapole, this routing option has the shortest distance. Excluding the ferry time, the road travel could be completed in half the time. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 40 of 84

51 Mawa ferry terminal Route: Dhaka Mawa Ferry Crossing Bhanga Gopalganj Mollahat Fakirhat Mongla. Similar to the first option, it costs about USD to move a 10 ton covered truck from Dhaka to MP/BLP. From Dhaka to Mongla through this route has the shortest distance. The ferry route takes at least 10 hours if there is no queue for the ferry. Jamuna bridge Route: Dhaka Jamuna Bridge Pakshi Bridge Kushtia Jhenaidah Jessore Khulna Mongla Inland transportation between Chittagong, Mongla and Benapole Transportation of goods from Chittagong to Mongla and Benapole by road is similar to that from Dhaka in terms of routing. It costs approximately USD 280 for a 10 ton truck from MP to CP. In addition to road transportation, shippers in Khulna also barge their goods from MP to CP for export. This mode of transportation is preferred for commodities such as jute, jute products, and frozen foods. This is because there is a lack of direct shipping services in MP. The barging cost to CP range from USD 5-10 per ton Inland transportation within Chittagong area Goods within the Chittagong hinterland would naturally use CP. The following 2 diagrams illustrate the goods distribution network within the Chittagong hinterland. For the containers that are exported from Chittagong, 90% are stuffed in the ICD and 10% at the EPZ. Chittagong hinterland 90% of export goods are trucked to ICDs ICDs Goods in containers railed to the port Chittagong Port Chittagong EPZs 10% of goods stuffed into containers at EPZs and railed directly to the port Diagram 2: Export goods flow from Chittagong Port Source: Drewry Maritime Research 70% of the import containers are unstuffed in the port premises and duties collected. This is to prevent loss of Customs duties if the containers are allowed to be moved out of the terminal to be unstuffed. 20% of the containers are moved to the ICD for un-stuffing. The commodities, in bulk form, that are permitted by Customs for un-stuffing outside the port premises are as follows: Raw cotton Wheat Rice TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 41 of 84

52 Chick peas Poultry feed Metal scrap Rape seed Paper Pulses Raw cotton is required to be handled at the ICD as it is considered as a dangerous good (DG). The rest may be handled in the port or ICD. About 10% of imported containers are un-stuffed at EPZs. Chittagong hinterlands Goods subsequently trucked to consignees ICDs 20% imported containers moved to ICDs for 70% of imported containers are unstuffed at the port and the goods subsequently trucked to consignees Chittagong Port Chittagong EPZs 10% of imported containers are unstuffed at EPZs Diagram 3: Import goods flow to Chittagong hinterland Source: Drewry Maritime Research Major barriers of intermodal connectivity in Bangladesh for domestic hinterland To evaluate the barriers for connectivity, goods movement by road, rail and inland barging between Dhaka and MP and BLP were considered. CP is added as a comparison. More than 90% of goods movement within Bangladesh is by road. This is due mainly to the cheaper cost and speed. It is also noted that the 90% of the domestic hinterland is accounted for by Dhaka (70%) and Chittagong (20%). The average time taken for goods movement from major hinterlands and the ports are compared. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 42 of 84

53 Chittagong Port Mongla Port Benapole Port Dhaka and surroundings Chittagong Khulna, Jessore, others Rail: Import: days from vessel discharge to leaving Dhaka ICD. Export: 2-3 days from Dhaka ICD to reach CP. Road: 12 hrs from Dhaka factory/epz to Chittagong ICD. Barge: 24 hours (travel 12 hours) from goods loaded at one port to goods offload at next, assuming no waiting time at discharging berth. Road: 10 hours by covered truck to/from port and Dhaka EPZ. Barge: 24 hours (travel 12 hours) from goods loaded at one port to goods offload at next, assuming no waiting time at discharging berth Road: 10 hours by covered truck to/from land port and Dhaka EPZ. Road : 1-4 hours by covered truck to/from port and factories. Road: hours by covered truck to/from port and Chittagong EPZ. Barge: 24 hours (travel 12 hours) from goods loaded at one port to goods offload at next, assuming no waiting time at discharging berth Road: hours by covered truck to/from port and Chittagong EPZ. Table 26: Summary of inland transportation of goods between Bangladesh ports and the domestic hinterland Source: Drewry Maritime Research Road: hours by covered truck to/from port and factories. Barge: 24 hours (12 hours travel) from goods loaded at one port to goods offload at next, assuming no waiting time at discharging berth. Road: 1-4 hours by covered truck to/from port and factories. Road: 1-4 hours by covered truck to/from port and factories. After comparing the different modes of transportation (road, rail and barging), transporting goods by road appears to be the better option. Road trucking provides greater flexibility. Among the 3 options, it is also the fastest. The added advantage is the door to door service it provides Road The distance matrix of the major road corridors in Bangladesh are stated below. Chittagong Akhaura Tamabil Dhaka Burimari Banglabandha Shibgonj Benapole Mongla Mongla NM Benapole NM 140 Shibgonj NM Banglabandha NM Burimari NM Dhaka NM Tamabil NM Akhaura 200 NM Chittagong NM Table 27: Bangladesh distance matrix (Unit: km) Source: Bangladesh MOT The distance matrix above shows that MP and BLP are of the same distance to Dhaka as CP. MP does not have any advantage over CP for the movement of goods via trucks to and from Dhaka. The TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 43 of 84

54 road transportation time and cost is about the same, i.e. between 10 to 12 hours and USD 170 to USD 210 to move a 10 ton truck from MP and CP to Dhaka. The significant difference is that the Mongla/Benapole to Dhaka route requires ferry crossing on the major routes used, i.e. Paturia and Mawa ferry crossings. The ferry service can be disrupted by low waters or heavy fog resulting in significantly longer time taken River/Barge Route Water depth (m) Distance (Km) Chittagong - Dhaka Chittagong - Mongla Mongla - Dhaka Mongla - Khulna Mongla - Barisal Table 28: Major barge routes from Mongla Port and Chittagong Port Source: Bangladesh Water Transport Authority Currently, the inland barge option is not utilised except for companies that operate private jetties for their own goods as double handling of the goods at the port jetties would be required. Private jetties use hired barges for the movement of goods which are discharged or loaded in the anchorage or river moorings. Similar to road, there are no significant advantages by time or cost to barge containers to Dhaka from Chittagong or Mongla Railway There is no direct rail connection between MP and Dhaka presently. CP, on the other hand, has direct rail connection to Dhaka ICD. The rail service between Dhaka ICD and Chittagong runs twice daily, at 0800 hrs and 2200 hrs. Each train has wagons. The principal commodities carried by the railway are containers, wheat, rice, vegetable oil, fertilizer, fuel oil, wood, sugar cane, marble and stones, grains, kerosene oil and petrol. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 44 of 84

55 5.6 Domestic hinterland inland network analysis Dhaka and surroundings Chittagong Khulna, Jessore, others Chittagong Port vs Mongla Port Mongla Port vs Benapole Land Port Benapole Land Port vs Chittagong Port Road: Travel time is 2 hrs in favor of MP. However, if queuing for ferry is included, the time advantage may not be significant. Rail: Only CP has rail connections to Dhaka. Barge: Both ports do not have significant advantage. BLP caters for goods between West Bengal and Dhaka. MP competes for non-india goods. BLP caters for goods between West Bengal and Dhaka. CP competes for goods beyond West Bengal. CP is preferred due to proximity. Both ports are too far to attract goods. CP is preferred due to proximity. MP is preferred due to proximity. MP is preferred for sea borne goods. MP is preferred due to proximity. Table 29: Summary of inland transportation potential between Bangladesh ports and domestic hinterland Source: Drewry Maritime Research The inland transportation networks amongst the ports show no significant advantages for either MP or CP. Each port is able to provide similar cost and level of services for Dhaka hinterland as well as their own immediate hinterland. Noting that MP has ceded their immediate hinterland to CP, this can be attributed to the lack of regular vessel services calling MP. The lack of draft is one of the main causes of this disparity. 5.7 Major barriers of intermodal connectivity in Bangladesh for foreign hinterland To evaluate the barriers for connectivity, goods movement between West Bengal, Bhutan and Nepal with the Bangladeshi ports of Mongla and Benapole are considered. Chittagong is added as a comparison. The modes of transport are predominantly by road except between Chittagong and West Bengal Assessment on the potential transit goods from Nepal Nepal, a landlocked country, is surrounded by India in south, east and west and by Tibet Autonomous region of the People's Republic of China in the north. The total area of the country is 147,181 km 2 with average length 885 km (East-West) and width varying from 133 km to 255 km (North-South). Kakarbhitta, Biratnagar, Birgunj, Bhairahawa, Nepalgunj, and Mahendranagar are the major corridors in the southern part of the country, whereas Tatopani is the only corridor available for international trade in the north (i.e. People s Republic of China) (see Map 9). Majority of Nepal s foreign trade is being channelized through the Customs points at the corridors mentioned above. India has remained a leading trade partner of Nepal and most of Nepal s foreign trade with 3 rd countries used transit routes that pass through India. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 45 of 84

56 Map 9: Major cargo hinterlands within Nepal Source: Drewry Maritime Research The total foreign trade for the fiscal year 2009/10 is NR400 billion, out of which the share of import and export are 86.5% and 13.5% respectively. The share of trade with India is 58% and 42% with countries overseas. Year Export Import Grand Total Market share Export Import % 81.1% % 86.4% Table 30: Nepalese international trade, (Unit: Billion NR) Source: Nepalese Trade and Export Promotion Centre Year Share of trade with India Overseas % 42% Table 31: Share of trade with India (Unit: %) Source: Nepalese Trade and Export Promotion Centre With the aim of facilitating international trade, Nepal has adopted the policy to develop railway and road network and ICDs/dry ports at strategic locations. The main objective of the ICDs is to achieve competitiveness of imports and exports through reduced overall transit and transport costs. There are 3 ICDs, namely Biratnagar, Birgunj and Bhairahawa, located at the Nepal-India border. The operation of Birgunj ICD started from July 2004 and Bhairahawa and Biratnagar since April According to the existing Nepal-India Rail Service Agreement, Kolkata is the only port designated to handle international containerized trade of Nepal, moving to and from countries other than India via rail. Currently, Nepal use both Kolkata, and to some extent, Jawaharlal Nehru Port in Mumbai to handle international containerized trade of Nepal, moving to and from countries other than India via road. In terms of entry point within Nepal, according to a study from United Nations Economic and Social Commission for Asia and the Pacific (UNESCAP), almost 70% of the container traffic uses the Raxaul/Birgunj crossing which feeds Kathmandu and Pokhara. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 46 of 84

57 ICD Percentage of TEU Mode Bhairahawa 7% Road Biratnagar 24% Road Birgunj 69% Road and Rail Table 32: Estimated share of entry points within Nepal Source: United Nations Economic and Social Commission for Asia and the Pacific, 2010 Year Container volume Break bulk goods Import Export Total Import Export Total , ,732-2,300 2, , ,763 31,399-31, , ,356 46, , , , ,571 39, , , , ,265 16, , , , ,929 35, , , , , , ,485 CAGR % Table 33: Container volumes handled at Birgunj Inland container depot (Unit: TEU and Tonnes) Source: Himalayan Terminal Company, 2010 Based on the estimation of 69% (16,277 TEU) Nepal container volume handled at Birgunj, the total volume of containers originating from/destined to Nepal is estimated at the range of about 24,000 TEU in The development of Bangladesh as an alternative transit route for Nepal has been discussed for many years and agreements are being finalised for the use of Bangladesh s ports for Nepalese trade. Until such time that cross border trade agreements and tariffs has been concluded, trade shifting from the traditional routing is not expected to take place. Although the difference in distance between Nepal (Kathmandu) to Kolkata and Mongla/Chittagong is insignificant, Drewry views that the prospect of Nepalese goods transiting through ports in Bangladesh will be minimal even with the agreements reached. Shippers will continue to use Indian ports (Kolkata Port) instead of MP or CP. The main reasons are: i) Additional custom clearance required at the Indian/Bangladesh border would cost Nepalese shippers/consignees additional time and money. ii) The existing logistics services for Nepalese originated/bound cargo in Kolkata are readily available. This includes shipping agents, Nepalese customs representatives and freight forwarders. iii) Lack of existing rail connectivity to MP from Nepal. In order to overcome the issues, the following would be required to be resolved: i) Transit framework issues between India and Bangladesh for Nepalese originated/bound cargo would need to be resolved. ii) Rail infrastructure connecting Nepal to the MP would need to be provided. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 47 of 84

58 With a volume only 20,000 TEU (2009) shared between Kolkata and Bangladeshi ports, the potential market share for Bangladesh may not be significant enough to justify major investments to attract the Nepalese originated/bound goods. Kolkata via Haldia Mongla Chittagong Kathmandu ( Nepal) 908 km 844 km 979 km Table 34: Distance between India, Mongla and Chittagong to Nepal Source: Google Earth Driving Distance Assessment on the potential transit goods from Bhutan The Kingdom of Bhutan is a small landlocked country in South Asia, located at the eastern end of the Himalayas and bordered to the south, east and west by the Republic of India and to the north by the People's Republic of China. Bhutan is separated from the nearby country of Nepal to the west by the Indian state of Sikkim, and from Bangladesh to the south by West Bengal. Map 10: Major cargo hinterlands within Bhutan Source: Internet Table 35 illustrates the development of international trade in value terms in Bhutan over the past few years from 2005 to Year Imports Exports Total (million Nu.) (million Nu.) (million Nu.) ,997 7,946 24, ,940 13,789 32, ,725 17,825 39, ,479 11,558 35, ,523 13,902 39,425 CAGR % Table 35: Bhutan International Trade Source: Trade Department, Kingdom of Bhutan, 201 Similar to the case of Nepal, Bhutan s foreign trade is dominated by India. Trade with India accounted for more than 81% of total Bhutan foreign trade in The trade relation between the 2 countries have been promoted further with the trade agreement between the two countries, signed in 2006, which allows Bhutanese exporters and importers free and unhindered movement of goods through 4 new entry and exit points for trade with 3 rd countries. India has also streamlined Customs procedures for Bhutanese exports and imports. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 48 of 84

59 The international trade of Bhutan is strongly oriented towards India as can be noted in Table 36. Year Imports (million Nu.) Exports (million Nu.) Total (million Nu.) Imports (million Nu.) Share of total trade Exports (million Nu.) Total (million Nu.) ,757 6,530 19, % 82.2% 77.3% ,982 9,506 22, % 68.9% 68.7% ,079 12,689 27, % 71.2% 70.2% ,324 10,447 27, % 90.4% 79.3% ,841 12,344 32, % 88.8% 81.6% CAGR % Table 36: Bhutan trade with India Source: Trade Department, Kingdom of Bhutan, 2010 Trade with Bangladesh accounted only a small share of 2% of the total Bhutan trade in The trade between the two countries has been relatively stable over the past five years. Year Imports (million Nu.) Exports (million Nu.) Total (million Nu.) Imports (million Nu.) Share of total trade Exports (million Nu.) Total (million Nu.) % 7.1% 2.8% % 3.4% 1.7% % 2.6% 1.4% % 5.5% 2.2% % 5.5% 2.2% CAGR % (3.24) Table 37: Bhutan trade with Bangladesh Source: Trade Department, Kingdom of Bhutan, 2010 Kolkata via Haldia Mongla via Jaigaon (India) and Burimari Chittagong via Jaigaon (India) and Burimari and Dhaka Thimpu, Bhutan 702 km 880 km 966 km Table 38: Distance comparison between Thimpu, Bhutan to Mongla, Chittagong and Kolkata ports Source: Drewry Maritime Research In Drewry s view, the prospect of Bhutani goods transiting through ports in Bangladesh will be minimal. Shippers will continue to use Indian ports (Kolkata Port) instead of MP or CP. The main reasons are: i) Significant difference in the distance between Chittagong to Thimpu as compared to Kolkata to Thimpu.(See Table 38) ii) Similar to Nepalese cargo, additional custom clearance is required at the Indian/Bangladesh border. iii) The existing logistics services for Bhutani originated/bound cargo in Kolkata are readily available. This includes shipping agents, Bhutani customs representatives and freight forwarders. Lack of existing rail connectivity to MP from Bhutan. i) In order to overcome the issues, the following would be required to be resolved: ii) Transit framework issues between India and Bangladesh for Bhutani originated/bound cargo would need to be resolved. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 49 of 84

60 5.7.3 Assessment on the potential transit goods from West Bengal Drewry notes that West Bengal is well served by BLP with limited competition from MP for the import and export of goods with India. Landlocked countries such as Bhutan and Nepal currently choose to use Indian ports for their better infrastructure, proximity and ease of customs clearance. Bhutani and Nepalese originated/bound goods are only required to clear customs once if using Indian ports. Using Bangladeshi ports would require additional customs clearance and handling when crossing the India and Bangladesh border. MP and CP are unlikely to be able to compete for these goods. Chittagong Port Mongla Port Bhutan Bhutan currently ships through east India. Goods from Bhutan will need to cross border in India. As a result, additional time and cost are likely to deter shippers to use transit goods via CP. Goods from Bhutan will need to cross border in India. As a result, additional time and cost are likely to deter shippers to use transit goods via MP. Nepal Nepalese goods are currently transited through Kolkata port. CP is too far to attract Nepalese goods. Nepalese goods are currently transited through Kolkata Port, though Mongla may be able to attract small volumes should inland and sea borne connections improve. Table 39: Summarised assessment of current inland transportation routes between Bangladesh ports and foreign hinterland Source: Drewry Maritime Research Chittagong Port vs Mongla Port Mongla Port vs Benapole Land Port Benapole Land Port vs Chittagong Port West Bengal (Kolkata) Bhutan Nepal MP lacks the draft to attract regular CP s proximity gives it an MP is closer to Nepal than CP. services and require additional advantage over MP. handling at the crossing borders. BLP provides a faster and cheaper option. Including goods transfer, BLP road route is likely to be faster and cheaper than via CP. Both ports do not have meaningful potential for Bhutan goods. CP is the closest Bangladeshi port to Bhutan. BLP does not have meaningful potential for Bhutan goods. BLP does not have any meaningful potential to handle Nepalese goods. MP could handle Nepalese goods only if there is overspill from Kolkata Port. Both ports are unlikely to have any potential to handle Nepalese goods. Table 40: Summarised assessment of potential inland transportation potential between Bangladesh ports and foreign hinterland Source: Drewry Maritime Research 6. Feasibility study for Benapole Land Port 6.1 Review of port facilities, infrastructures and port capacity at Benapole Land Port BLP is the largest and busiest land port in Bangladesh. It handles more than 80% of cross-border trade with India owing to its proximity to Kolkata. About 90% of the imported Indian goods enter Bangladesh through BLP. In the financial year , the port handled around 1.15 million tons of cargo and revenue earned is about Tk Crore. During the same period, the daily revenue generated from Benapole Customs House was about Tk 10 crore on import duty. The port is operated by the BLPA. While it is a significant revenue generator for the government, improvements in the port facilities and infrastructure in the locality are required to improve the efficiency of the port and transportation of goods through the gateway. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 50 of 84

61 6.2 Port infrastructures and facilities Major Infrastructure i) Total no. of sheds: 40 (Capacity of 37, ton 3 ). ii) Total no. of open yard: 5. iii) Import vehicle yard: 1 (Capacity for 450 vehicles). iv) Indian truck terminal (TTI): 1 (Capacity for 600 trucks). v) Transhipment yard: 1 (Capacity for 300 trucks). 6.3 Review of historical traffic and port utilization at Benapole Land Port Volumes Year Export Import Grand Total ,400 1,508,293 1,736, , ,806 1,252, ,185 1,244,389 1,474, ,978 1,894,441 2,283, , ,210 1,227, ,793 1,218,577 1,505, , , ,232 Table 41: Historical volumes handled at Benapole Land Port, (Unit: Ton) Source: Benapole Customs House The historical trading volumes between India and Bangladesh at BLP have been volatile due to political roadblocks which slowed trade between the countries. Since 2009, there has been renewed political goodwill which has seen a rise in total trade at BLP. Imports from India outnumber exports 4 to 1, highlighting the imbalance in favour of India. Historically, BLP accounted for 90% of all land based trade with India. Overall, the market share of BLP of total Bangladesh trade fluctuated in the range of 4.1% to 7.4% over the past 5 years from Going forward, the key assumptions for the projection of BLP volume are: i) The sea borne trade volumes as forecasted in Table 6. Overall sea borne trade accounted for about 95% of total Bangladesh trade. With the on-going improvement of the current port infrastructures in Bangladesh, it is assumed that the market share of sea borne trade will increase from 95% in 2010 to 96.7% in ii) In view of the volatility in the historical BLP volumes, Drewry has assumed that the political goodwill between India and Bangladesh will continue and BLP will maintain the same range of 90% market share of the total Bangladesh land border crossing trade. iii) The 3 case scenarios are tied with the GDP growth. iv) Based on above assumptions, the base case cargo volume handled at BLP is forecasted to grow by an average of 4.1% per year from 1.58 million ton in 2010 to 5.41 million ton in 2040 (see Table 42). TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 51 of 84

62 Year Total trade Growth BLP volume Growth ,577,712 1,505, ,304, % 1,583, % ,209, % 1,628, % ,273, % 1,683, % ,482, % 1,758, % ,822, % 1,838, % ,365, % 1,923, % ,904, % 2,006, % ,588, % 2,093, % ,427, % 2,184, % ,428, % 2,278, % ,602, % 2,376, % ,958, % 2,478, % ,506, % 2,585, % ,258, % 2,696, % ,226, % 2,811, % ,421, % 2,932, % ,868, % 3,057, % ,565, % 3,188, % ,524, % 3,323, % ,762, % 3,463, % ,295, % 3,610, % ,135, % 3,761, % ,303, % 3,917, % ,816, % 4,079, % ,694, % 4,247, % ,172, % 4,430, % ,881, % 4,611, % ,052, % 4,798, % ,715, % 4,992, % ,901, % 5,192, % ,626, % 5,412, % CAGR % Table 42: Volumes forecast handled at Benapole Land Port, Base case (Unit: ton) Source: Drewry Maritime Research Year Total trade Growth BLP volume Growth ,577,712 1,505, ,304, % 1,583, % ,374, % 1,635, % ,625, % 1,698, % ,042, % 1,782, % ,615, % 1,871, % ,419, % 1,967, % ,245, % 2,062, % ,247, % 2,160, % ,436, % 2,264, % ,824, % 2,373, % ,424, % 2,487, % ,248, % 2,606, % ,311, % 2,731, % ,627, % 2,861, % ,213, % 2,998, % ,084, % 3,141, % ,275, % 3,291, % TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 52 of 84

63 ,781, % 3,448, % ,624, % 3,611, % ,823, % 3,782, % ,398, % 3,959, % ,376, % 4,145, % ,780, % 4,338, % ,635, % 4,539, % ,970, % 4,749, % ,066, % 4,976, % ,495, % 5,203, % ,534, % 5,441, % ,224, % 5,688, % ,609, % 5,945, % ,748, % 6,225, % CAGR % Table 43: Volumes forecast handled at Benapole Land Port, High case (Unit: ton) Source: Drewry Maritime Research Year Total trade Growth BLP volume Growth ,577,712 1,505, ,304, % 1,583, % ,043, % 1,621, % ,923, % 1,668, % ,927, % 1,735, % ,040, % 1,805, % ,331, % 1,880, % ,594, % 1,953, % ,976, % 2,028, % ,483, % 2,106, % ,121, % 2,186, % ,897, % 2,270, % ,819, % 2,357, % ,894, % 2,447, % ,130, % 2,540, % ,535, % 2,636, % ,119, % 2,736, % ,899, % 2,839, % ,872, % 2,946, % ,048, % 3,056, % ,436, % 3,170, % ,059, % 3,290, % ,907, % 3,412, % ,003, % 3,538, % ,358, % 3,669, % ,986, % 3,805, % ,089, % 3,943, % ,340, % 4,087, % ,936, % 4,235, % ,899, % 4,387, % ,249, % 4,542, % ,978, % 4,704, % CAGR % Table 44: Volumes forecast handled at Benapole Land Port, Low case (Unit: ton) Source: Drewry Maritime Research TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 53 of 84

64 6.4 SWOT analysis of Benapole Land Port Bangladesh shares a border with India, Bhutan, Nepal and Myanmar. Of these, Myanmar and India have their own sea ports which are used to import/export their own goods. Nepal and Bhutan are landlocked and but do not use Bangladeshi sea ports. Both Nepalese and Bhutani cargo use Indian ports. Therefore, only India has an immediate cargo base to trade with Bangladesh via BLP. Strengths i) BLP is the closest land port to Kolkata and the West Bengal region in India. It has the dominant market share for land based cargo trade between India and Bangladesh. BLP handles more than 90% of total cross border trades between the 2 countries. ii) BLP has ready facilities and equipment available for storage and transfer of goods. iii) The customs house is located in the land port area which helps to allow for clearance of goods iv) There is direct road access to Dhaka although ferry crossing may be required Weaknesses i) There was lack of sufficient working space in the port. Goods was stored in open yard with minimal space for traffic flow ii) Lack of covered areas to transfer perishable goods in the transhipment yard iii) Operations and transactions were carried out manually. Manual handling of the goods slow down the operational process. Hard copy documents were used in the transactions, making it difficult to provide any transparency and accountability iv) The yards are not adequately surfaced for the operations and the movement of heavy equipment and trucks v) Lack of radio communication or CCTV monitoring within the yard for safety and security vi) There is no holding area for Bangladeshi trucks. The parking of these trucks along the main Jessore-Kolkata road causes traffic congestion and impedes the movement of vehicular traffic into and out of the port and to and from the border crossing vii) Security is an issue as there are multiple entry points into the land port area viii) The railway line runs through the middle of BLP. With the current congestion of trucks and traffic, the rail traffic could be better served if re-routed ix) Lack of proper drainage system within port area & port premises x) Lack of water supply system in the port premises Opportunities i) There are adjacent tracks of land beside the land port which can be acquired and developed to increase capacity. This includes an 18 acre site south of the port which has been identified for future development ii) Firm plans have been committed towards the building of Padma Bridge which will allow trucks to cross the river when travelling between Dhaka and BLP without the use of ferry. The bridge, once ready in 2015, will reduce the travelling time to Dhaka by half iii) India and Bangladesh political goodwill has led to increased trade between the two countries. Further improvement in ties could lead to higher trade growth. Potential movement of goods originating to and from Nepal through BLP to MP may arise, thereby increasing the volume of goods to the port iv) Currently, only domestic trucks are allowed to transport goods into the hinterland. Should an agreement be made to allow foreign trucks to ferry goods into the hinterland, this will greatly improve the transit time at the border crossing as well as cost for the consignee Threats i) Goods from India may seek alternative land routes should BLP become unviable due to inefficiencies, cost or bureaucratic processes ii) Acquisition of land for future port expansion may be hindered if the local population is not amiable to the purchase of their land TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 54 of 84

65 7. Customs process Objectives of Customs worldwide i) Introduction of speedy customs clearance process through automation of the processes ii) Ensuring transparency in customs clearance processes as well as in revenue collection activities iii) Extending maximum possible facilities to the trading community The Customs procedure for the processing of imports and exports at BLP and MP is paper-based. Goods can be cleared at the port area and released after Customs has completed processing the trade documents and checked that all other formalities have been complied. For import goods, the goods will only be released for delivery after Customs duty is paid. The customs clearance procedure for imports/exports consists of the following steps: Mongla Port i) Before the arrival of the vessel, the Clearing and Forwarding agents (C&F) will submit the trade documents to the Customs House at Khulna for verification and assessment of the value of the imported goods ii) 1st assessment of the value of the goods will be done by the Customs using the Automated System for Customs Data (ASYCUDA ++ ) system to derive the duty payable iii) Custom officer will board the vessel on the arrival at the port premises iv) Physical inspection at MP and 2 nd assessment will be done if necessary v) Upon payment of duty to the bank, the goods will be released vi) Customs at MP gate will check for the duty paid Benapole Land Port i) Upon arrival at the Benapole border, the Customs C&F will submit the trade documents to the Customs check point ii) The Customs will examine the documents for completeness and record in the register manually iii) The Customs will endorse on the documents and forward them to Customs House for processing iv) The Customs at Customs House will process the documents and check the accuracy by conducting physical examination of the goods that held in the port v) After processing the documents and physical examination, the Customs at Customs House will input the relevant data into the computer using the ASYCUDA ++ to derive the duty payable vi) Once the duty payable is determined, the C&F will be informed to pay the duty to Customs bank account vii) Upon issuance of the receipt from the bank, the C&F will proceed to the port, produce the receipt and take delivery of the goods A paper-based system leaves room for human interference and could lead to the following: i) Individual Customs officer have considerable discretionary power in estimating the value of goods ii) Delay clearance procedures iii) Lack of transparency and accountability iv) Manipulation of data as the two main software modules Electronic Data Interchange (EDI) and Risk Assessment Management are not used for customs clearance Information technology support for basic customs functions is limited. Only the valuation module of the ASYCUDA ++ for customs valuation of imported goods is being used. The EDI modules allow for the electronic exchange of information between stakeholders and Customs. The risk selectivity and risk analysis modules in the Risk Assessment Management allow Customs Houses to select consignments on the basis of risk analysis with follow up physical examination of goods. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 55 of 84

66 An example of an information technology (IT) platform for electronic submission and processing of import/export documentation is shown in diagram 4 below: 1. Single Form 2. Single Submission 3. Single Interface 4. Single Process 2. Process Declaration Controlling Agencies Trader 4. Prints Permit and clear cargo 1. Submits declaration CUSTOMS Trade Department EDI System 3. Deduct fees/ Duties The application of IT in the Customs documentation, processes and procedures is still in its infancy. Further application of information technology in this area would be dependent on the availability of IT infrastructure at the localities and the ability and preparedness of the trading community. In depth studies to further improve Customs and trade documentation through the use of IT would be required. 8. Social and resettlement study A general assessment of MP and BLP was made at the commencement of this study. Following this, a programme was formulated for physical site survey after identifying measures to be taken to improve the efficiencies at both these ports. The considered view of the consultant undertaking the social and resettlement study is that there is minimal impact for MP. However, for BLP, there is a substantial number of the local population to be resettled if acquisition of land is required for the expansion of the port. The issues raised by the locals will have to be appropriately addressed in order to avoid conflicts. The details of the social impact assessment (SIA) study are in the attached Appendix Methodology for social impact assessment study Under the proposed feasibility study the social and resettlement expert mainly conducted SIA. The project is a land port development project, which include increasing the capacity of the port as per requirement for increased handling of imported and exported goods. The consultant made an assessment of the requirement for increasing the capacity of the ports and in turn, the land acquisition requirement. Detailed SIA was pursued on the areas of the port that would be impacted by the proposed project. For that, the consultant used a standard questionnaire for conducting the socio-economic survey of BANK Diagram 4: Information and technology platform for electronic submission and processing of import/export documentation Source: GMAPS Consortium TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 56 of 84

67 the potentially affected persons (APs) where issues like affect to land, structure, income, occupation, gender issues, indigenous or ethnic minority issues, etc. were reviewed. In order to pursue the social impact assessments of the port the consultant used survey, focus group discussion (FGD) and public consultation (PC) methods. Before setting the survey framework the consultant at the outset fixed the impact assessment criteria taking into account the possible impacts that the proposed project may entail. In order to pursue that the consultant conducted a reconnaissance visit to the port and tried to identify the nature and types of impact that likely to have due to implementation of the project. The survey covered the areas of impact and the areas that likely to be utilized directly and indirectly by the project. 7 criteria were used for the SIA. These were: i) property loss (partial or total, even partial loss may render land/structure unviable for economic or residential activity, if any), loss may be temporary or permanent, etc. loss of property (houses, other structures type of structures), ii) income loss (partial or total, temporary or permanent, etc.), iii) dislocation (temporary or permanent, shifting, etc), requisition of land during construction, affect to public property, removal of structures, loss of trees, disruptions in traffic and travel routes, etc. iv) disturbances (temporary or permanent), v) cultural properties (removal or affect to schools, colleges, hospitals, mosques, temples, graveyards, war cemetery, historical places or monuments, etc. vi) indigenous people (Adibashi, ethnic minority, etc) vii) marginal people (sweeper, Dom, Transgender, Bihari, Rishi, etc.). For in depth understanding of the possible impact arising from the increase in the capacity of the port, public opinion was gathered through FGDs and PCs. The consultant conducted a good number of FGDs (3) and public consultations (4) with the stakeholders including potentially affected persons (APs) and the surrounding people at Benapole. The BLP report contains detailed findings of the public consultations and FGDs. Survey: For conducting survey, a questionnaire was developed. The questionnaire was framed to capture all the possible aspects of the affect that may take place and to enumerate all socioeconomic characteristics including demographic characteristics of the households. The survey covered all the people living/operating within the zone of impact following the map prepared as per the Master Plan. The socioeconomic baseline was prepared through physical verification at the site by the consultant and the field investigators and supervisors. The reconnaissance survey of the proposed sites has been done by the consultants (both technical and social) team. Focus Group Discussions: Consultants also organized FGDs with the stakeholders living in the impact zone (areas identified for port expansion) with the assistance of the port officials. FGD participants were mainly better informed people, educated and aware of different development activities taking place in the locality like port users, port managers, elected local government officials, people living within the project impact area, importers and exporters, etc. Possible development plans were communicated to those present. FGDs were conducted in a pre-selected place. Sign-up sheets of the FGDs were collected in each place. Each FGD was attended by not less than 8-12 persons. Public consultations: PCs were carried out with common people living in and around the zone of influence and the area of impact. Following a guideline, they were asked to give their opinion. The attendees were from different occupational, income and gender groups. The gathering of the attendees was mostly spontaneous. PCs were attended by 8-10 persons depending upon the place and time. In the public consultations attempts were made to disseminate information, discuss about possible impact and suggestions and mitigation measures gathered. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 57 of 84

68 Preparation of questionnaire and checklists: The consultant prepared questionnaire to conduct individual interviews and the checklists for the FGDs and public consultations. Based upon the review of literature and requirement of information for the pursuit of the study, the research team developed all the above mentioned tools. Conducting field work: One team of field investigators and one coordinator carried out the field survey, and the consultant conducted the FGD and public consultations with the assistance of one highly trained note taker since the project was of special nature. Number of questionnaire survey, FGD and PC is presented in the appendix. The SIA carried out in the areas of MP and BLP were based on the above methodology, impact assessment criteria and approach. The brief summary of the SIA study at the 2 ports is as follows: 8.2 Mongla Port The port has sufficient land within the boundary wall for the construction of new facilities. There is also land under the MPA outside the boundary wall for further development and expansion. The port has a land area of 2322 acres, much of which is still to be developed as per the Master Plan Physical condition The social and resettlement expert along with other project consultants visited the MP on several occasions. During the visit, discussions were held with port officials on the challenges and issues facing the port. Site visits were made to the port surroundings and along the river to assess potential social and resettlement issues. The port s master plan was also obtained to determine the land area occupied and areas for future development. The port land covers an area of 2322 acres. Part of this land has been developed, providing landing and handling facilities for ships and goods, leased for development of industries along the river and to the Mongla EPZ. During the field visits, most infrastructures were observed to be in good condition. The port is well secured. Security personnel were noted to be alert and control of personnel moving in/out of the port gate is well managed. Armed security personnel were also noted stationed and on patrol within the port perimeter. The undeveloped port land within and outside the protected area is also not occupied by unauthorised dwellings Area for expansion The port has sufficient land area catered for the development of additional capacity, including new berths and yard. Land area outside the port perimeter has been parcelled for future development in the Master Plan. The Master Plan is comprehensive and has all the necessary elements for a fullfledged operational port, including residential sites, training facility, commercial buildings, waste disposal facility, green spots, schools, medical facilities, religious building and recreational areas Lack of demand Presently, about 90% of the goods are handled in the anchorage and mooring facilities in the Pussur River. The goods are discharged or loaded from barges which ply to and from private jetties located along the rivers. With a capacity of 6.5 million ton, the port is expected to handle only 1.6 million ton in the fiscal year Existing land side facilities in the port and the services it provides are severely underutilized. The lack of goods volume impacts port revenues which in turn affects the operations, running and maintenance budget and programme. Presently, the jetties are used primarily for the handling of RORO and container vessels as the handling of the goods is not technically possible or viable in the river facilities. The reasons for the lack of demand includes limited navigability in the river and draft alongside the jetties, lack of goods volume to encourage vessel calls, inefficient connection to the goods hinterland and port handling equipment at the quay side. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 58 of 84

69 8.2.4 Property loss The consultant, after conducting site visit of the port area, found that there are no private residential or make shift structures which are likely to be affected due to constructions of new sheds or yard within the compound of the port. There is, therefore, no possibility of property loss at the site to owners Income loss There is no likelihood of loss of income arising from the implementation of projects. Rather, additional facilities provided at the port will increase employment opportunities and perhaps higher income with higher productivity through the use of technology Dislocation Since there is no private residence or make shift structures in the port area, there would not be dislocation of any person(s). With possible future expansion of the port, there may be changes in loading/unloading areas in the river area for the small river crafts which may result in possible dislocation. This is not, however, foreseeable in the near or medium term Disturbances There is no likelihood of disturbance to existing groups except for perhaps the owners of river crafts whose business may be negatively affected with the increase in facilities and services provided at the landside. However, this scenario is not likely to occur in the short to medium term. In addition, the handling of goods in the anchorages and mooring points in the river will continue due to the cost effectiveness of river transportation Impact on cultural properties The MP area was also a historical area during the 1971 Independence war. There is no other cultural property within the port area which is likely to be affected by the project proposals. The historical battle places are outside the port land area Indigenous or marginal people Indigenous people are not to be found in and around the port area and during the site visits, none in this category was noted to be working as a labourer in the port. Likewise, there are no marginal people living in the port area Risk of HIV/AIDS On the opposite side of the port in the Bani Shanta area, there is a brothel located there. The use of this may increase with the increased use of the port. At present, 1 non-government organisation (NGO) is providing counselling and education services to the sex workers as there are mariners using the brothel. The services provided by the NGO are necessary and will have to continue for the prevention of the spread of sexually transmitted diseases Conclusion MP has sufficient space to further increase current capacity, by either building more sheds, yard or supporting infrastructure. The port land area remains under the strong control of the Authority and therefore no vendor, hawker or shopkeeper can operate within the port premises. There is no private residential or make shift commercial structures within. Therefore, implementation of projects proposed would not have any direct adverse impact. The positive is that there will be increased employment opportunities provided for work in the port. 8.3 Benapole Land Port Under BPL 4 agencies have control over land the BLPA, the Customs, the Bangladesh Railway Authority (BRA) and the Roads and Highway (R&H) Department. In addition, the whole BLP area has TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 59 of 84

70 been surrounded by private land owners and rarely is there a clear demarcation with respect to the ownership. For in-depth understanding of the possible impacts, public opinions were gathered through FGDs and PCs. The consultant conducted a good number of FGDs (3) and public consultations (4) with the stakeholders including potentially APs and its surrounding people. These were held at the following locations: Proposed Bangladesh truck terminal site A total of 218 respondents took part in the survey. Some 45.5% had monthly income less than Tk 5,000, which means this group is below poverty level in terms of monthly income. A good number (27.52%) of respondents will not lose land as they do not have ownership. For the rest, they will lose land of different sizes as well as forms as some are used for residential purposes, businesses and some other purposes. Off the 5 households, one third had an amount of <=5 decimal grabbing land and 66.7% had >5 decimal grabbing land. Off the 10 households, 90% had a land amounting <=5 decimal land of road and highway s land, whereas 10% had >5 decimal land of road and highway land. Surveyed households had different types of house structures which include multi-storied, single storied, semi-pucca, tin shed, and Kutcha. Off those who have their own house structures, 14.7% had multi-storied, 19.7% one storied and the rest semi-pucca buildings. Respondents total amount of cost needed to transfer the house structures is very high. More than one third of respondents would need Tk <=5,00,000, and 15.6% need Tk >55,00,000. The rest indicated they will require even more than that. More than one third of households reported of one asset to be affected followed by >8 assets (24.8%), 2-4 assets (24.3%), and 5-8 assets (15.8%). Market value of the assets were more than Tk 30,00,000 (reported by 16.5%) followed by Tk 100,001-5,00,000 (15.2%) and Tk 5,00,001-10,00,000 (9.2%). In total 97 fruits tress and 95 timber trees will be affected. Respondents were involved in businesses related to bamboo, export and import, electric, furniture and grocery. However, their businesses are not conducted at this site. During the survey, the number of employed persons found at the site was only 3. Only 2 families will move elsewhere if project is implemented. Some 35.3% of the respondents reported that transfer of land ownership will be against their will. It may be noted here that some people agreed to move while others were not. The main social reason is that people value their ancestor s property differently. While a group gives priority to get very high compensation of their land, other group value their ancestors property more highly than monetary gain. Both values may exist in a society even though they have the same social orientation. Vulnerability is also common among the respondents. Some 33.5% respondents were living under poverty followed by 65+ years old people (18.8%), widow/divorced (4.6%), female headed households (3.2%) and family head but physically weak (2.3%). More than two third of households reported having permanent impact on infrastructure where 30.7% will have no such impact. Affect to one infrastructure was reported by 17.9%, followed by >7, 2, 4, 3, 5, 6 and 7 respectively. Of the 152 (70%) respondents, 92.8% of reported that a total of more than 60% would be lost due to project implementation. Off the 218 respondents, 99.1% reported that there would not be permanent impact on employment. Off the 217 respondents, 99.1% reported that there would not be permanent impact on institute or TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 60 of 84

71 farm. Off the 217 respondents, 98.2% reported that there would be no temporary impact on crops. Among the respondents, 95.9% reported that they would be able to utilize their skill if transferred while 26.6% reported that they want to achieve other skills and receive training Proposed west site of Indian truck terminal A total 201 respondents took part in the survey. Around two fifth of the respondents had monthly income within Tk 5,001-10,000 (39.9%). Of the rest, 31.4% had monthly income in the amount of <=5,000. Data show that poverty in that area is less than those at the proposed Bangladesh Truck Terminal (BTT) site. Out of 133 respondents that may be possibly affected, more than one third (34.6%) had an amount of <= 5 decimals of land. Another group affected (33.8%) has 6-10 decimals of land and the rest comprise of those with more than 10 decimals of land. 1 respondent had more than 25 decimal highway land. One respondent had a land amounting to <=25 decimal road and highway land used for residence. Of the 6 respondents, 66.7% had an amount of <=5 decimal permitted land while equally 16.7% respondents had respectively 6-10 and >10 decimal of permitted land. Of the 201 respondents, 17.9% had multi-storied building whereas 26.4% had one storied building. To some extent, semi-pucca, tin shed, kutcha and others were also reported among respondents infrastructure. Total amount of cost needed to transfer the assets would be Tk <=5,00,000 (34.8%), where 22.4% would need Tk >55,00,000, followed by Tk 35,00,001-45,00,000 (11.9%), Tk 15,00,001-25,00,000 (10.4%), Tk 5,00,001-15,00,000 (8%) and Tk 45,00,001-55,00,000 (4.5%). Around two third respondents reported that the most affected asset would be land (63.2%), where 29.9% also reported transport cost among others. 36% of respondents reported having 1 asset affected, followed by >9 (27.9%), 2-5 (22.4%) and 6-9 (13.9%). One third of the respondents reported asset market value as Tk <=1,00,000 while 15.5% respondents reported Tk 30,00,000. Some 33.9% respondents reported that the number of affected trees would be <=5 and respondents reported that the house rent business will be affected. 3 respondents reported that the number of employees they have at the site is 1. Around one third respondents reported that they would be willing to transfer against their will where 70.1% reported that they will not move. Some 27.9% of the respondents were living under poverty; of these, 56.1% were living under poverty for less than 5 years where 43.9% were living under poverty for more than 5 years. Some 65.7% would have permanent impact on their infrastructure. More importantly, around three fifth respondents opined that the number of affected infrastructure would be >5, followed by 5 (15.9%), 4 (9.1%), 1 (7.6%), 2 (3.8%) and 3 (3.8%). Majority of the respondents reported that the market value of the affected infrastructure would be more than Tk 50,000, followed by Tk 30,001-40,000 (15.8%), Tk 20,001-30,000 (12%), Tk 10,001-20,000 (9.8%) and Tk <=10,000 (3%). All the respondents (133) reported that their infrastructure would be impacted. More than two third respondents (66.2%) reported that there would be permanent impact on land. One third reported that the affected amount would be <=5 and 6-10 decimals. More than one third respondents reported that the market value of the affected land would be less than Tk 10,000 and 30.8% reported that it would be Tk 10,001-20,000. Majority of the respondents reported that there would be % impact on land. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 61 of 84

72 Less than one fourth of the respondents reported that there would be permanent impact on income. One third opined that income affect would be Tk 5,001-10,000, where 28.9% and 22.2% respectively reported that it would be Tk <=5,000 and Tk >15,000. Two fifth of the respondents reported that there would be percent impact on income where 15.6% respondents reported that the percentage would be <=20 and %. 6 respondents reported that there would be permanent impact on employment. Of the 6 respondents, 66.7% reported that there would be one with permanent impact on employment while only 33.3% reported that there would be 2 with permanent impact on employment. Most (66.7%) respondents reported that affect would be %. None of the respondents reported any sort of permanent impact on institute or farm. Of the 201 respondents, 89.1% reported that they would be able to utilize their skill if transferred while 4.1% reported negatively. More than one third respondents, (36.3%) reported that they want to achieve other skills and the same number wanted to get trained Proposed passenger terminal site A total 82 respondents took part into the study. Some 32.5% respondents had average monthly income of Tk. 5,001-10,000 and Tk. 20,000. Less than one fifth (19.5%), 14.3% and 1.3% respondents had monthly income within Tk. 10,001-15,000, Tk. 15,001-20,000 and Tk. <=5000. Some 91.4% had an amount of <= 5 decimals of land which may possibly be affected, followed by 6-10 and >25 decimal respectively reported by 5.7% and 2.9% respondents. One respondent had an amount of <=25 decimal permitted land, one had <=25 decimal used for residence and one had <=25 decimal permitted land may be possibly affected. Of the 82 respondents, around one fourth had one multi-storied building followed by one storied, semi-pucca, tin shed, and others respectively by 11%, 2.4%, 1.2% and 1.2%. Among the rented infrastructure, majority reported of multi-storied building (45.1) followed by one storied (11%), and tin shed (1.2%). As mentioned in other part of the report, almost all the landowners were trying to build infrastructure on their land. One reason is that in that site, rental opportunity is very high which enable the owners to earn additional income. Total amount of cost needed to transfer shows that around half of respondents would need Tk <=5,00,000 (48.8%), where 4.9% need Tk 5,00,001-10,00,000. More importantly, 42.7% respondents reported that they need more than Tk 55,00,000 for complete transfer. More than one fourth respondents reported that their decoration + transport cost would be affected, followed by land (25.6%) and transport cost (20.7%). Majority of the respondents reported that the number of the affected asset would be 1, where 23.2% reported that it would be 2. Majority of the respondents reported that the market value would be Tk <=1,00,000. In addition, Tk 5,00,001-10,00,000 and Tk 1,00,001-5,00,000 were respectively reported by 15.9% and 6.1% respondents. Different types of business will be affected since the area is adjacent to the present passenger terminal. Number of employees would be 1, 2-5 and >5 respectively who could lose their job. One third of respondents reported that the monthly income would be reduced to Tk <=5000. Only 2 family members will move away elsewhere voluntarily if the project is implemented where 63.6% reported that it would be one. Majority opined that transfer will be against their will (56.1%). Some 28.0% of the respondents were more than 65 years old, where 26.8% were living under poverty line. Of 22 people living under poverty, 12 reported that they were living under poverty for <=5 years and 12 were living under poverty for more than 5 years. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 62 of 84

73 More than two third of respondents reported that there will be permanent impact on infrastructure. Affect to one infrastructure was reported by 57.1%, followed by 3, 2, 4, 5 and >5 respectively reported by 16.3%, 10.2%, 13.9%, 8.2%, 4.1 and 4.0% of respondents. Around one third respondents reported that market value would be Tk <=1,00,000, where 18.4% and 16.3% reported that it would be Tk. 1,00,001-15,00,000 and Tk >20,00,000. More than two fifth respondents reported that a total of % infrastructure would be affected while 33.3% reported that the percentage of affected infrastructure would be <=20. Of the 82 respondents, 45.1% reported that there would be permanent impact on land while 54.9% reported no permanent impact on land. Of the 37 respondents, 91.9% reported that the amount of affected land would be <=5 decimal followed by 6-10 (5.4%) and >10 decimal (82.7%). Around half of the respondents reported that the market value would be Tk <=10,00,000 while 37.8% reported that it would be Tk 10,00,001-20,00,000. Majority reported that % of land would be affected where 35.1% reported that it would be <=20%. Of the 82 respondents, 59.8% reported that there would be permanent impact on income while 40.2% reported that there would be no permanent impact on income. Of the 49 respondents, 59.2% reported that the market value of the affected assets would be Tk >15000 where 22.4% reported that it would be Tk 5,001-10,000. Majority of the respondents reported that a total of 41-60% of income would be affected while 18.4% reported that it would be 21-40%. Some 40.2% would have permanent impact on employment while only 59.8% reported that there would be no permanent impact on employment. Of the 82 respondents, 98.8% reported that there would be no permanent impact on institute or farm. The affect would be 61-80%. Of the 82 respondents, 92.7% reported that they would be able to utilize their skill if transferred. Some 28.0% reported that they want to achieve other skills. In addition, 26.8% reported that they want to be trained. All the participants in the FGDs reported that those who live or do business in the area will be affected. However, businessmen will be especially affected as their income source will be directly impacted. Participants in Boro Achra Chowdury market reported that a total of family will be affected, whereas such family numbers were to some extent lower in Choto Achra. In Choto Achra, participants in FGD reported that the affected family might be in the area. FGD in Boro Achra village revealed that a total of households, around 30 businessmen and 25 employees will be directly affected by the project. However, participants in all three FGDs reported that there are no aboriginals in the locality Conclusions The SIA suggests that a huge adverse impact would be there in the case of BLP. As per Master Plan, with the exception of the Boro Achra village, development works in all other areas would be allowed. Although affect would be there in all other areas, still people of most parts are ready to allow development on some conditions as mentioned above in the report. Affect would be very high if the project goes for acquiring more land from either side of the port as the land around the present port is densely populated which is evident in the house to house survey. 9. River engineering and morphology The main objectives of the survey campaign to support the MP Area Development study is to examine the causes of the continued underutilization of the jetty berths and to assess and determine the requirements to attract and enable vessels to utilise the facilities at the port. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 63 of 84

74 9.1 Survey area The survey area covers 90 km at Pussur River starting from Hiron point to Digraj and 30 km at Mongla-Nala River starting from mouth to Aulia Bazar. The survey area map is shown in the Map 11. Map 11: Survey index map Source: IWM TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 64 of 84

75 9.2 Mobilization The survey team was mobilized to the site on 05th March 2011 to conduct the data collection campaign as per schedule. IWM camp office at Khulna was used to coordinate and provide logistics for the survey vessel. The bathymetric survey inside the Sundarbans started on 10th March 2011 and continued up to 28th March A team of 8 personnel comprising the IWM Survey Expert, Junior Survey Specialist and Surveyor was deployed to conduct the field measurement. Senior IWM Staff, Mr. Md. Amirul Islam, was designated the Quality Supervisor to ensure that works were completed as per schedule and with desired quality. A list of staff responsible for data collection is shown in Table 45. No. Name of Professional Designation 1 Md. Shafiqul Islam Khondoker Survey Expert/ Coordinator 2 Md. Mosiur Rahaman Junior Survey Specialist 3 A.Z.M. Sanaul Haque Junior Survey Specialist 4 Md. Kh. Habibullah Hydrographic Surveyor 5 Md. Rounakul Islam Hydrographic Surveyor 6 Md. Saiful Islam Surveyor 7 Md. Nayeb Ali Surveyor 8 Md. Sanwar Hossain Surveyor 9 Md. Ariful Islam Surveyor 10 Md. Shariful Islam Surveyor Table 45: List of staff responsible for field works Source: IWM 9.3 Survey vessel One launch (Ali-4), capable of operating inside the Sundarban River, was hired from Mongla and used as the accommodation boat for the survey team. Another 3 motorized fishing boats were also mobilized to conduct the survey works. Photograph1 and 2: Survey vessel and fishing boats Source: IWM TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 65 of 84

76 10. Summary of works The summary of the activities carried out has been shown in Table 46. No. Events Specification Location Remarks 1. BM Fly and installation of BM 2. Water level Discharge measurement Bathymetric survey Sediment sampling Table 46: Summary of activities Source: IWM To connect the water level. Half hourly, total 24 hour for 30 days Full tide cycle (12 hours) for 1 (one) day during spring tide and another 1 (one) day during neap tide 200 m interval Hourly for 12 hours for 1 (one) day during spring tide and another 1 (one) day during neap tide. From Mongla port to Joymuni-Akarampoint- Hironpoint At Mongla port, Joymuni, Akrampoint, Hironpoint At Passur and Sibsha Channel along Akrampoint From Mongla port to Hironpoint at Passur River and from outfall to Aulia Bazar at Monglanala River At Passur and Sibsha Channel along Akrampoint Static survey has been conducted for BM fly by using Prflex-500, Promark Data collection has been done at 10 minute interval by using 4 nos. pressure cells. 11. Survey methodology 11.1 Reconnaissance survey Before signing the agreement with MPA, Senior IWM Staff decided to mobilise the survey team without any reconnaissance as the IWM survey team was well acquainted with the study area. It was anticipated that the neap cycle (10th to 16th March 2011) would provide the best opportunity for observation of the Hiron Point and sea mouth. Field surveys continued during both neap and spring tide in whole month of March. During the field survey in the spring tide, bathymetry survey at Hiron Point location could not continue at ebb tide as the bank side of river was silted while at flood tide, the survey boat experienced heavy rolling. Sudden bad weather also affected the survey team work Establishment of benchmarks The survey work for the entire project area was conducted with reference to existing IWM Benchmark (BM) at Joymoni (E , N , RL = 3.316) and Chalna Port Authority (Hiron Point) BM (RL = CD or RL=2.656 m PWD, E N ). Static survey was also conducted to establish a consistent datum starting from MP to Hiron Point. The list of tabulated benchmark (TBMs) used to facilitate the bathymetry survey and water level gauge connections are listed below. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 66 of 84

77 No. Location Easting (m) Positions Northing (m) Reduce Level m PWD 1 FM BM (5006, 1990), Joymoni 461, , Joymoni (KM post NE corner at Joymoni Ghol) 462, , Mongla port 458, , Mongla (Port Vessel Ghut NW 4 461,991 corner) 475, Akrampoint (RCC pillar at the 5 454,396 left bank of Akram point) 432, Hiron Point 444, , Remarks Used as reference Used as TBM for water level station at Joymuni Used as TBM for water level station at MP Used as TBM for water level station at Akram point Used as TBM for water level station at Hiron Point Table 47. List of tabulated benchmarks used during survey Source: IWM Hiron point (Chalna Port) Akram point Photographs 3 and 4: Benchmark/tabulated benchmarks connection at different locations during survey period Source: IWM 11.3 Water level gauging Four tidal water level gauges were installed along the Pussur River to support the model study and for the bathymetry survey. The observations were taken during 11th March 2011 to 31st March Water level observations were made over 24 hour periods at 10 minutes interval using pressure sensor and manual reading in addition to automatic recording. Periodical check of gauge registers, check of the gauge Zero-value, consistency check of the water levels with respect to time was done while monitoring the gauges. The data was processed in the computer and the consistency checked. A sample water level hydrograph is presented in Graph 5. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 67 of 84

78 BTM Coordinates No. Station Name River Name Easting (m) Northing (m) 1 Mongla Passur River 458, ,533 2 Joymoni Do 462, ,712 3 Akrampoint Do 454, ,328 4 Hironpoint Do 454, ,328 Table 48. List of water level gauge stations Source: IWM Mongla Joymoni Akrampoint Hiron Point Water Level in m (Ref. FM BM Joymoni :00 1:30 3:00 4:30 6:00 7:30 9:00 10:30 12:00 13:30 15:00 16:30 18:00 19:30 21:00 22:30 0:00 Graph 5: Water level hydrograph at different station at Pussur River on 20 th March 2011 Source: IWM 11.4 Cross section survey/bathymetry survey A total of 440 Cross-sections survey was conducted from Mongla to Hiron Point at Pussur River and from confluence with Pussur to Aulia Bazar of Monglanala River. Total transect length of the surveyed channels is around 1350 km. The spacing between the cross-section lines was at 200 m interval. Bathymetry survey was done using Digital Echo-sounder supported by Digital Global Positioning System (DGPS) and notebook computer with Trimble Hydro Pro software. The survey data was stored in tabular format MS Access database during survey. The Nav Edit module of the software compiles depth of water column and position of sounding with time. The depth and position data can be viewed both graphically and in tabular form in the software. The erroneous data is removed by checking the sections during processing. The depth data is then reduced to the PWD datum using water level observed at the gauges upstream and downstream of the survey location. The edited data is then exported into ASCII format from the Nav-edit module of Hydro-Pro software. The bathymetry map is shown in Map 12. Time TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 68 of 84

79 Map 12: Bathymetry survey index map (according to specification) Source: IWM TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 69 of 84

80 11.5 Discharge and velocity observation A total of 4 flow velocity & discharge measurement was done at 2 locations at Akram Point on Pussur and Shibsa River. Measurement was done once during spring tide and once during neap tide. The discharge was conducted at one hour interval for a 12 hour period to cover the complete tide cycle. Discharge observation has been done by using Acoustic Doppler Current Profiler. RD Instruments Workhorse Rio-Grande 600 KHz ADCP has been used for the measurement. The velocity profiling range is from 2 m depth up to 45 m depth. The measurement was made following WinRiver User Guide supplied by the manufacturer of the instrument. The instrument is capable of measuring velocity without anchoring at measuring locations (moving boat condition). Photograph 5: Discharge observation Source: IWM It measures flow velocity at each ensemble across the whole river. At each ensemble, velocity has been measured at 50 cm interval along the water column. Thus a series of velocity data has been recorded along the whole transect line. The interval between consecutive ensembles will be around 3 seconds depending on the configuration and depth of the river. The software estimates the discharge of unmeasured areas (the top of instrument face, near bottom part and at edges). The river flow is calculated online by the WinRiver Software by adding discharge of each ensemble as it moves along the transect line. The discharge has been observed from early morning to evening. Graph 6: Observed discharge at Pussur River at Akram Point on 13 th March 2011 Source: IWM 11.6 Sediment sampling Sampling for suspended sediment concentration was done along 2 measured discharged transects along Shibsha and Pussur River at Akram Point in neap and spring tide during velocity and discharge measurement. For each transect two fixed location was selected. The samples have been taken every hour for the full tide cycle of 12 hours and three samples collected from 0.2 m, 0.6 m and 0.8 m depths at each time. Depth of sampling has been recorded for each sample. The sediment sampling TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 70 of 84

81 was made using pump-bottle technique. The water is withdrawn using JABSCO Pump operated by DC motor that has uniform speed and is operated by battery. The pump is connected with a tube of required length. The tube is attached with a fish (normally used with traditional current meter) and lowered from a winch at the desired depth. The initial water pumped is allowed to drain before the sampling is made for total concentration. The sediment samples was transported to IWM Sediment laboratory at Dhaka and analyzed for total concentration. The position, time and depth for samples have been recorded as well Co-ordinate system The bathymetric survey was carried out using the satellite based Global Positioning System (GPS) applying differential correction. The position (x, y) received from the GPS is in WGS-84 ellipsoid were later converted to Bangladesh Transverse Mercator (BTM) under Everest 1830 ellipsoid by using Hydro Pro Software. The parameters used in BTM projection system is given below: Conversion parameter from WGS-84 Ellipsoid to Local Ellipsoid (Everest 1830) Everest-1830 ellipsoid Semi-major axis a = 6,377, m Semi-minor axis b = 6,356, m Inverse flattening 1/f = Datum Transformation Parameters Method : Seven Parameters Rotation X : 0 Rotation Y : 0 Rotation Z : 0 Translation X : m Translation Y : m Translation Z : m Scale : 0 ppm Projection parameter Projection method : Transverse Mercator Latitude of origin : 0 N Central meridian : 90 E False Northing : -2,000,000 m False Easting : 500,000 m Scale factor : TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 71 of 84

82 11.8 Equipment and software used No Equipment Name Quantity Descriptions 1 ADCP 1 no Tidal Discharge observation 2 Ashtech Promark200 RTK GPS Base & Rover Static survey for control point establishment 3 Trimble NT300 DGPS 1 no Bathymetry survey 4 Trimble 4400 RTK-GPS 1 no Do 5 Trimble 4000ssi RTK-GPS 1 no Do 6 Odom Hydro track Echo-sounder 1 no Do 7 Odom CV100 Echo-sounder 1 no Do 8 Atlas DESO014 Echo-sounder 1 no Do 9 Hydro pro Software 3 nos Do 10 Laptop Computer 5 nos Bathy & Discharge 11 JABSCO Pump 2 nos Sediment sampling 12 Hand held GPS 2 nos Miscellaneous use 13 Digital Level Machine 2 nos Level Survey/Gauge Connection 14 Grab Sampler 2 nos Bed material Collection 15 Pressure sensor (CTD) 4 nos Water Level recording Table 49: List of equipment used for data collection Source: IWM No Activities Software 1 Mapping GIS Arc View 2 Bathymetry Survey Hydro Pro, Tera model 3 Discharge measurement Win River, ATF ADCP (IWM) 4 Sensor data processing Diver Office Establishment of Bench Mark GNSS solution 6 Others MS Office tools Table 50: List of software used for data processing Source: IWM 12. Environmental impact assessment 12.1 Background of the project In order to provide impetus to the economic growth and to increase import and export trade, the Government of Bangladesh intends to improve the efficiency of BLP and MP with the assistance of ADB. These improvements will include creation of additional logistics and infrastructure facilities. The creation of facilities will lead to some adverse impacts on various components of the environment during construction and operation phases. In order to mitigate these adverse impacts and to comply with the requirements, ADB Initial Environmental Examination (IEE) was undertaken to integrate environmental mitigation measures in the project design Brief features of improvement proposals The details of improvement proposals have been discussed in the previous chapters in details. These improvements at BLP include relocation of rail line, creation of truck parking area, improvement of drainage inside the port, improvement of bypass road and addition of warehouses. The improvement TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 72 of 84

83 proposals at MP include river navigability and training, slope protection at the jetty, yard improvement and berth re-development for more efficient operating equipment Initial environmental examination study in the project This report covers the IEE of the planned improvement proposals as per terms of reference of the Consultants and guidelines given by the ADB and Ministry of Environment and Forests, GOB. The IEE has been included in project preparation to streamline environmental issues in project design. Environmental considerations are an integral part of project preparation. The mitigation measures have been provided in IEE report for all identified adverse environmental impacts. The detailed designs for the improvement proposals planned both at BLP and MP have been closely coordinated with the preparation of report. The IEE preparation led to the identification of potential environmental hot spots and feasible remedial measures (including avoidance, and mitigations) which are included in the Environmental Management Plan (EMP) Type of project For projects with potential to have significant adverse environmental impacts (Category A) an environmental impact assessment (EIA) is required. Category B projects are judged to have some adverse environmental impacts, but of lesser degree or significance than those for category A projects. Category B projects require an IEE to determine whether or not significant environmental impacts warranting an EIA are likely. If an EIA is not needed, the IEE is regarded as the final environmental assessment report as is the case for the current project. No endangered species of flora & fauna are reported in project area and immediate surroundings. Thus the present project has been considered under category B as per ADB definition. Environmental clearance is required from the Ministry of Environment Government of Bangladesh for specific projects. The GOB has issued National Environment Policy 1992 with an aim to ensure environmental consideration in all developmental activities. This policy makes environmental impact assessment necessary for all projects. The environmental clearance certificate is required from the DoE. The improvement proposals both at Benapole and Mongla will fall under RED category and will therefore require site clearance from DoE based on an IEE report. For the Environmental Clearance Certificate an EIA is required after site clearance Need for the project The port efficiency improvement and faster transportation will lead to increased cargo handling at both BLP and MP. This will result in increased earnings of foreign exchange. There will be increased direct and indirect employment opportunities as well. The GOB has a huge potential export market in India. This can be exploited from BLP as currently almost entire export to India is through Benapole. At MP, the main imports/exports are automobile vehicles, food/grain commodities, fertilizers, fishery produce in refrigerated containers and containerised cargo. More foreign investors may also be drawn to the EPZ with the increased efficiency. The industrialisation in port surroundings will provide more employment opportunities 12.6 Project location and size The BLP is located at a border town Benapole in Jessore District of Khulna Division. This is around 150 km from the capital city of Dhaka and about 76 km from Khulna. The MP is located in the Mongla Upzila in Khulna division. The MP site is located at a distance of about 30 km from Khulna city Description of environment Physical resources Determination of baseline conditions of natural and physical environmental components along project route is vital for robust impact assessment. The components of the environment for which the information has been collected are described in the following subsections. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 73 of 84

84 Climate Like other parts of the country both the project areas experience a tropical monsoon climate. Four main seasons namely; Winter (December-February), Summer (March-May), monsoon (June- September) and the post monsoon or Autumn season (October-November) are experienced. In the hot season from March to May, the average temperature at Benapole varies from 25 o C to 30 o C and in winter from December to February, it varies from 10 o C to 20 o C. The average temperature at Mongla in general, varies between 11.8 o C to 34.6 o C with an average of 26.5 o C. The average annual rainfall at Benapole is 1600 mm whereas the average annual rainfall at Mongla is 1800 mm. Evaporation rates range from mm per month in the winter to mm per month in the premonsoon season. Mean annual excess potential evapotranspiration over rainfall is mm in the north-west. The humidity at Benapole varies from 70% to 80%. The humidity range recorded at Mongla is 74% to 89%. This is due to proximity to water body. The wind speed at both the locations is in the range of 2-5 knots and dominant wind direction is towards the south Air quality The Department of Environmental (Divisional Office at Khulna) does not have any record of ambient air quality data for Benapole port site. There are no pollutants emissions other than vehicular pollution. However, ambient air quality is generally good in the project area. In future year, the vehicular emissions may increase due to port activities. Currently, the ambient air quality is expected to be in the stipulated standards. There is no regular environmental monitoring at Mongla project site also. The ambient air quality data measured by IWM as part of their feasibility report preparation has been presented below: Location Pollutants Concentration (ugm3) SO 2 NO x SPM PM10 Mongla Port bus stand Table 51: Ambient air quality at Mongla Port Source: IDRG The ambient air quality monitoring is under progress at site, and the results will be available in detailed IEE report Noise quality (i) Benapole Port The BLPA have undertaken an EIA Study of the Port in the year 2006 as part of the Master Plan preparation. The noise level data from this report has been referred. There is no major noise generating activities except for vehicular traffic on the Dhaka-Kolkata road and within the port area. The prevailing noise level in the port area varies from decibels (dba) during the Day time which is typical of a rural village environmental. The night time levels are between 35 and 45 dba. The noise levels are well within the stipulated limits of the Department of Environment (DoE). (ii) Mongla Port The noise at MP is generated from port activities, such as vehicular traffic, loading and unloading of goods. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 74 of 84

85 Parameter Location Noise level Standard Remark Sound pressure level Outside cement plant at 150 m 65 db(a) 75 Within acceptable limits Table 52: Ambient noise levels in Mongla project area Source: IDRG In the residential areas and rural areas also, the noise levels are well within the stipulated limits. As part of this project, the primary baseline measurement of noise is under progress both at Mongla and Benapole. The current actual values will be available in the detailed IEE report. But it may be mentioned that values expected in the same range Surface water hydrology, water quality, ground water resources and drainage The old river Kaportaksho is on the east side of the BLP area and at a distance of 20 km. There is existence of a small river named Hakar on the north of the Jessore-Kolkata road in the port area. This river comes from India and is almost dead in Bangladesh because of no flow. It has become seasonal. It was reported that the average depth of water in the river was 6 ft in the month of October. The river water quality is reported to be good by the villagers; villagers use river water, Khal (Drain), canal and water from small ponds for washing clothes and bathing. The contamination in surface water sources are not expected as there are no pollution generation sources. Ground water resources actively play a vital role in the social and economic development of any place. Depth of extracting available ground water differs due to available and suitable aquifer and other hydro-geological condition. Ground water in the project area is available in plenty from shallow depth and the quality is good. Most of the villagers in the project area use ground water for drinking and others purposes which is mostly extracted from the shallow depth aquifer however few deep tube wells have been sunk for accessing the deeper aquifers. The ground water has negligible salinity and it is not an arsenic affected area. In MP area and surroundings ground water quality is saline. The Consultants are in the process of collecting water samples as part of the environmental monitoring. The results of water quality will be available in detailed EIA report Geology, topography and soils The project area Benapole project area is situated in the southwest part of the Bengal Basin. The area is actively subsiding and impacted by tectonic movements. The project area has a flat topography with some ditches and marshy land around. The average land contours lie between m PWD. The topographic data of the site shows that the natural slope of the port area is towards the south. The level difference between the port office area and the Indian terminal area on the south is about 5 ft to 8 ft therefore storm water flow is towards south i.e. international border with India. General soil types predominantly include calcareous Dark Grey Floodplain soils and Calcareous Brown Floodplain soils, organic matter content in the brown ridge soils is low but higher in the dark grey soils. The soils of the project area are relatively heavy and with low permeability. The topography at MP site is also flat. The general slope is towards the Pusur Sibsa River. Geology of the Project area is underlain by deltaic and alluvial deposits of the River systems. The Geology of the area comprises recent, Holocene alluvial floodplain and primarily predominant fine sandy, silt and TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 75 of 84

86 clay-materials. The site lies on deep Cenozic deposits overlying Precambrian basement rock. The Precambrian rocks form the basement of all the geological formations of the Bengal Basin and shield areas. Geology of the Project area can be classified into four geological units, alluvial sand, alluvial silt, alluvial silt and clay and deltaic sand. Geological formation along the banks is deltaic sand and alluvial silt. Deltaic sand is the deposits formed where stream losses velocity and drops part of its sediment. Alluvial silt is a loose material brought down by River and deposited in its bed and flood plain. The soils at MP areas are mostly alluvium with the presence of non-calcareous minerals (calcite and dolomite) from the river system deposits. The subsoil normally consists of an intercalation of sands, medium fine sands to silt, and sometimes clay. The predominant soil groups of the project area and surroundings include non-calcareous alluvium soils, grey floodplain soils, and brown-mottled deep grey terrace soils, and non- calcareous brown soils. The soil quality supports good vegetation growth. There is no evidence of any earthquake in either of the project areas. As a part of Environmental monitoring for the project soil samples are being collected. The results will be available in detailed IEE report. Two soil samples have been collected from each site Ecological resources Forests and protected areas None of the project sites are located in Protected or Reserved Forests.. The World famous Sunder bans are located at distance of about 4 km from MP. Fauna The prevailing faunal species in both the project area surroundings include terrestrial and aquatic birds, reptiles, amphibians, and mammals. In earlier studies carried out 169 species were identified during these surveys. Commonly found faunal species are listed below: Common English Name Asian palm swift Bank myna Baya weaver Black drongo Black-headed gull Black headed oriole Black kite Blue rock pigeon Blue throated Barbet Brahminy kite Bronze-winged jacana Brown shrike Checkered keelback snake Common garden lizard Common iora Common kingfisher Common myna Common Sandpiper Common skink Common snipe Common tailorbird Flying fox Fulvous-breasted woodpecker Scientific Name Cypsiurus balasiensis Aridotheres ginginanus Oloceus philippinus Dicrurus macrocercus Larus ridibundus Oriolus xanthornus Milvus migrans Columba livia Megalaima asiatica Haliastur Indus Metopidius indicus Lanius cristatus Xenochrophis piscator Calotes versicolor Aegithina tiphia Alcedo atthis Acridotheres tristis Actitis hypoleucos Mabuya carinata Gallinago gallinago Orthotomus sutorius Pteropus giganteus Dendrocopus macei TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 76 of 84

87 Common English Name Scientific Name Green Bee-eater Merops orientalis Great tit Parus major Hoopoe Upupa epops House crow Carves splendens House sparrow Passer domesticus House swift Apus affinis Indian cuckoo Cuculus micropterus Indian field mouse Mus booduga Indian roller Coracias benghalenis Intermediate egret Mesophoyx intermedia Jungle babbler Turdoides striatus Jungle crow Crovus macrorhynchos Jungle myna Acridotheres fuscus Large Woodshrike Tephrodornis gularis Lesser coucal Centropus bengalensis Lesser flameback Dinopium benghalense Lesser whistling teal Dendrocygna javanica Lineated barbet Megalaima lineata Little cormorant Phalacrocorax niger Little egret Egretta garzetta Little grebe Tachybaptus ruficollis Long tailed shrike Lanius schach Oriental magpie robin Copsychus saularis Paddyfield pipit Anthus rufulus Pied crested kingfisher Megaceryle lugubris Pied myna Sturnus contra Pond heron Ardeola grayii Purple sunbird Nectarina asiatica Red-breasted flycatcher Ficedula parva Red-vented Bulbul Pycnonotus cafer Eurasian Collared Dove Streptopelia decaocto Rose-ringed parakeet Psittacula krameri Rufous Treepie Dendrocitta Vagabunda Scaly-breasted munia Lonchura punctulata Skipper frog Euphlyctis cyanophlyctis Small indian mongoose Herpestes auropunctatus Small minivet Pericrocotus cinnamomeus Spotted dove Streptopelia chinensis Spotted flapshell turtle Lissemys punctata Spotted owlet Athence brnma Stork billed kingfisher Halcyon capensis Striated Babbler Tortoises earlei Striped keelback snake Amphiesma stolata Water snake Enhydris enhydris White Breasted kingfisher Amaurornis phoenicurus White-eye Zosterops palpebrosus White wagtail Motacilla alba Table 53: Commonly found fauna in project areas Source: Bangladesh Bridge Authority Report on Wild Life TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 77 of 84

88 Flora in project area and surroundings Flora in both the project areas can be grouped into two categories: terrestrial flora and aquatic flora. The terrestrial flora includes (i) Homestead/settlement vegetation (ii) Crop field vegetation. Aquatic flora includes (i) permanent wetland vegetation and (ii) seasonal wetland vegetation. Homestead vegetation: Vegetation around the households consists of mostly commonly cultivated tree species and wild shrubs and herbs. Common planted tree species are Raintree (Albizia saman), Mango (Mangifera indica), Coconut (Cocos nucifera), Mehogani (Swietenia mahagoni), Banana (Musa sp), Gogon Siris (Albizia richardiana), Raintree (Samanea saman), and Betel Palm (Areca catechu). In project area as much as 70 species belonging to about 50 families are found. Homestead flora consist both native and exotic species and some of them are naturalized. Albizia richrdiana, Guava (Psidium guajava), Swietenia mahagoni, Dalbergia sissoo are some of the common plant. Crop field vegetation: Agricultural crops are the major type of vegetation in both the project area surroundings. All flood plains in the project area are being extensively used for agriculture. A big portion of crop fields is inundated in rainy season. Paddy is the major crop. Lower parts of the crop fields are used for Aman cultivation and comparatively higher portion are used for Boro and Auscrops. Local inhabitant plant Rostrate sesbania (Sesbania rostrata) is cultivated at the end of Boro harvesting and this species is commonly found in all area. Among the weeds, Sessile joy weed (Alternanthera sessilis), thorny Amaranth (Amaranthus spinosus), Bermuda grass (Cynodon dactylon), Smartweed (Polygonum sp), Creeping oxalis (Oxalis corniculata) etc are common species. Among the recorded 16 families of crop vegetation 27 species, Amaranthaceae, Gramineae, Cotton grass (Cyperaceae), Spurge. Aquatic Flora Aquatic Ecosystem: Rivers, canals, perennial water bodies and fishponds are the permanent wetland. Seasonal wetlands are mainly floodplains which inundates in the monsoon. Both the project areas support seasonal wetlands. Wetlands govern necessary nutrients and other elements for whole ecosystems as it is an important type. Wetlands are abounded by various types of aquatic flora such as free floating, rooted floating, submerged, sedges and meadows and marginal plants. Past studies have shown about 40 aquatic species of 25 families are noticed in the project areas. Of them Gramineae, Hydrocharitaceae, Cotton grass (Cyperaceae) are dominant family. Commonly noticed free floating plants are Floating Water Hyacinth (Eichhornia crassipes), Water Lettuce (Pistia strateotes), Salvina cucullata, Aquatic fern (Azolla) and Duckweed (Lemna). Most dominant rooted floating plants are Star lotus (Nymphaea nouchali), Water snowflake (Nymphoides indicum), Ludwigia abscendens, Myriophyllum sp, Asian watergrass (Hygroryza aristata) etc. Among the submerged species, Water weed (Hydrilla verticillata), Aponogeton natans, Hydrocharis dubia, Common hornwort (Ceratophyllum desmersum), Tape grass (Vallisneria spiralis) etc., are found. Sedges and meadows are amphibian plants and are available in most of the perennial wetland. Marsilea and Scirpus sp are common species. The area consists of some evergreen wetland trees forming a closed canopy in wooded areas or freshwater swamp. The trees are 10 to 12 m high at maturity. Pitali (Trewia nudiflora), Hizal (Barringronia acutangula), Indian Willow (Salix Tetrasperma) and Three-leaved Caper (Crataeva nurvala) are the common tree species Protected monuments and properties of archaeological value There is no archaeological site/protected monument location that falls in either of the project area and surroundings. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 78 of 84

89 Water bodies in project area and surroundings Pussur River is the major surface water body at MP. There is no water body at BLP site. There are prawn fish culture farms in abundance in the surroundings of MP. In the surroundings of BLP area prevalence of fish ponds is not significant as most of the area is under agriculture Environmental impacts Topography During the laying of rail line at BLP and creation of infrastructure such as bypass road construction, construction of truck parking, car parking etc. the topography will change slightly due to excavation of borrow areas, cuts and fills for roads, and rail line and construction of project related structures (construction camp, labour camp, stock piles and etc). Provision of construction yard for material handling will also alter the existing topography. The change in topography will also be due to the probable induced developments of the project. The changes in topography will not be pinching to the eyes. These changes in topography will be visible during the construction phase. In operation phase there will not be any impacts on topography. There will not be any changes in the in the topography at MP as creation of infrastructure in the form of road, and rail is not anticipated Impact on climate Impact on the climate conditions from the proposed improvements in infrastructure at both the port locations will not be significant as no major deforestation and/or removal of vegetation is involved Impact on air quality There will be rise in dust levels during the construction activities within construction area, which shall be limited during the construction phase. After implementation of improvement proposals there will be reduction in the congestion at port area and surroundings, especially in BLP area and surroundings. This will lead to improvement in the air quality of the area Impact on noise levels Noise levels will slightly increase during the construction phase due movement of construction vehicles and equipment. The increase in noise levels will be intermittent. During operation phase there will be increased noise levels due to increased traffic on account of increased handling of goods Impact on water resources and quality The creation of the infrastructure and logistics for the improvement of port efficiency at Mongla and Benapole will not have significant impacts on ground water except small requirements during construction. But there will be significant impacts on surface water quality of Pussur River during dredging. This will increase turbidity in the stream. Mitigatory measures have been planned to avoid contamination of Pussur River water Impact on ecological resources There will be impact on ecological resources of Pussur River during dredging. In addition impacts at Benapole will be due to cutting of trees falling in the alignment of rail line, truck parking area, bypass road construction, etc. there will be requirement of vegetation also these locations. At both the port areas there is no existence of endangered species of flora fauna. No major impacts are anticipated on ecological resources. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 79 of 84

90 Impact on drainage pattern Currently there is drainage problem in the BLP area as most of the existing drains remain clogged. As part of improvement proposals as net work of drainage is planned so that port area and surroundings are not flooded. Drainage issues are not anticipated at MP site. During construction phase construction sites may get flooded if proper temporary drains are not provided at the construction sites Impact on human use values There will be no acquisition of land at MP site. But there will be requirement of land acquisition at Benapole site. There may be existence of human use values at these locations of land acquisition which may include hand pumps, tube wells, wells, etc Loss of private properties The loss of private properties is not anticipated at Mongla site but there will be acquisition of properties at Benapole at locations of land acquisition. The detailed rehabilitation and resettlement action plan has been prepared under separate cover which provides details of the compensation to the project affected population Impact on religious structures No impact on religious structures is anticipated at either of the project sites Mitigation avoidance and enhancement measures The mitigatory measures have been planned for identified adverse environmental impacts. These will be elaborated in the detailed IEE report. Construction workers camp if required will be located at vacant land of ports and contractors will obtain necessary permission from the port authorities. Necessary sanitation and drinking water facilities will be provided at construction workers camp. The contractors will provide liquefied petroleum gas (LPG) or kerosene for cooking so that workers are not dependent on fuel wood. No construction activity will be undertaken during night hours near the residential areas. In order to compensate negative impacts on flora due to cutting of trees the project plans compensatory plantation in the ratio of 1:3 i.e. for every to be tree cut 3 trees will be planted. There will regular environmental monitoring. In order to suppress generation of dust the contractor will regularly carry out water spray construction site Environmental management plan EMP has been prepared and is intended to become a part of the contract documents so that implementation of all the environmental measures can be ensured. The implementation actions, responsibilities and timeframes w specified for each component in the EMP. The EMP will be part of detailed IEE report. In EMP mitigation measures have been specified for each adverse impact identified. Separate section detail out the monitoring plan, a comprehensive monitoring system and budgetary estimates for the monitoring at each location Public consultations PCs were conducted at local level, institutional level and district level during the baseline date generation period. The main purpose of these consultations was to know the Community s reaction to the perceived impact of proposed improvements at both the port locations, on the people at individual and settlement level. The issues of the most concern were related to rehabilitation and resettlements and have been dealt with in Resettlement Action Plan. In the consultations participants welcomed proposed improvements and anticipated that there will be generation of employment, however, some participants at Benapole were concerned about traffic congestion and air and noise pollution. The issues raised by the public have been duly incorporated in project design. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 80 of 84

91 12.12 Findings of the study The major findings of the study are: There is immediate need to improve port efficiency at Benapole and Mongla so that economic growth can take place. There is also need to remove traffic congestion at Benapole. Based on the field survey and data available from secondary sources, it can be concluded that the project will not have significant negative environmental impacts. The issues of concern in the project are dust at Benapole during construction and increased turbidity in Pussur River during dredging. Proper environmental management plan compliance needs to be ensured. The project falls in category B as per the ADB s guidelines Recommendations The IEE report has discussed the environmental issues in details and then suggested an Environmental Management plan. The plan with proper implementation monitoring schedule needs to be followed. Major recommendations in these plans are given below: i) An Environmental Officer should be ensured at each port to handle environmental issues during construction and operation. ii) Recommended compensatory plantation is 3 times the number of trees to be cut. iii) Air pollution and noise pollution control measures to be implemented during construction. iv) Workers camp will be located away from water bodies and will have proper water supply and sanitation facilities. v) All machineries will conform to the noise and emission limits as per applicable Indian laws Conclusion Based on the IEE study and surveys conducted for the Project, associated potential adverse environmental impacts can be mitigated to an acceptable level by adequate implementation of the measures as stated in the IEE Report. Adequate provisions shall be made in the Project to cover the environmental mitigation and monitoring requirements, and their associated costs as suggested in environmental budget. There is no requirement of further EIA study. 13. Summary of key findings and recommendations 13.1 Mongla Port Manpower and development The review of the organisation structure shows that it has all the necessary departments and sections required for the operations and maintenance of the port. Enhancement of the structure and review of manpower requirement is recommended in the following areas: (i) (ii) (iii) (iv) Marketing Information Technology Staff ratio Marine and technical manning level Recommendation: Elevation of the marketing function in the organization structure Introduction of process improvements and IT technology Cross deployment training and equipment type skills upgrading Re-examination of staff ratio and manning level TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 81 of 84

92 Information technology There is no port operating system in place. With the current drive and the plans in place to revive the activities, implementation of information technology (IT) in the operations of the port will be inevitable to improve the processing time for documentation, operations, finance, engineering, communication, management reporting, data and information collection and processing for decision making by the management. Recommendation: A separate study on the existing IT infrastructure, network and requirements Process mapping and documentation flow to be undertaken Implement yard address system for containers and vehicles Hinterland connectivity Movement of goods in and out of the port is via road. Primary hinterland is in the Dhaka region. River crossing is required by the trucks. The GOB has already embarked on the construction of the Padma Bridge which would reduce the transportation time between Mongla Port and the hinterland by half. Rail connectivity from the port to Khulna has been approved by the GOB. This will provide linkage to the hinterland in the neighbouring and landlocked countries. Recommendation: Encourage the establishment of industries in the southern region with the construction of the Padma Bridge Expedite conclusion of cross border trade agreements and tariff structure Operational efficiency MP does not have high capacity ship to shore cranes. Existing rail mounted cranes are low capacity and have exceeded their economic lifespan. Those still operational are only capable of handling bagged cargo to/from river crafts. Vessels calling at the port must be equipped with ship s gears. Recommendation: Procure high capacity ship to shore cranes Develop a dedicated container berth with quay cranes Port equipment Most of the existing marine crafts and port handling equipment were purchased and commissioned in the 1970 s / 1980 s and have long since exceeded their life span. Parts for these equipments are no longer available in the market. For new equipment purchased, there is also no provision for stocking spare parts for preventive maintenance and repair. Recommendation: Review and implement a planned preventive maintenance programme A separate study of the engineering processes, procedures and practices to be undertaken Yard The main stack yard used for the stacking of containers is at J9. The yard at J8 is presently used for refrigerated containers and stuffing/un-stuffing operations. Containers in the port were not consolidated at any particular yard and were also seen stacked at the wharf, shed areas and alongside the roadways. Poor up-keeping of the port s premises also resulted in indiscriminate storage of containers, overgrown foliage and unrepaired roads. Recommendation: Enhancement and re-surfacing of the storage yard TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 82 of 84

93 Draft and navigability issues The rapid siltation in the Pussur River affects the safe passage of ships in the river and at the port. Morphological changes and degradation of the river s depth in several areas and sections has also an impact on the movement of vessels. This includes the reduction of draft alongside the jetty arising from soil slippage. Regular hydrographic surveys and maintenance dredging is required to ensure that vessels are able to safely navigate and call at the port. The MPA has sought approval for the procurement of a dredger. With the acquisition of a dredger, the time taken and the cost incurred in tendering, evaluating and awarding contracts to private companies will be greatly reduced. Recommendation: Slope protection at the jetties Installation and placement of revetments and bundhs Review of Master Plan The MP Master Plan, obtained from MPA, has all the necessary elements required for a full-fledged operating port. The port has more than sufficient land side capacity to meet short term requirements. With the expected completion of the Padma Bridge in 2015, the traffic to MP would potentially increase. Recommendation: Periodic review of existing Master Plan to be made and updated Phasing in and development of infrastructures and facilities in accordance with the growth of the port activity Proposed list of projects for immediate Asian Development Bank financing The proposed list of the projects for immediate ADB financing in order of priority is as follows: S/No Items Estimated Cost (USD) 1 Slope protection with sheet piles 10,900,250 2 Installation of ship to shore cranes 800,000 3 River training 117,815,485 4 Re-surfacing of open stack yard behind J8 and J9 3,563,100 5 Construction of new container berth 34,954,310 6 Yard address system 1,500 Total 168,034, Benapole Land Port Manpower and development Since BLPA took over the administration of BLP in February 2002, the structure of the port has remained unchanged. The organisation structure of the port is not well developed and structured. There is just an organogram with a skeletal manning level at key departments/sections. Recommendation: Review and revamp the existing structure Re-examine contracted services for security and supply of port operating equipment Increase head count of key departments/sections Information technology The infrastructure for IT application in the port is not developed. The documentation, operational processes and data collection are manually undertaken. Without computerisation, efficiencies in operation and process flows cannot be realised. Management reports cannot also be generated TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 83 of 84

94 timely for decision making. BLPA has embarked on computerisation and training of the port personnel has commenced. Recommendation: Document, review and process map the existing operational processes Conduct a study of the internal and external port infrastructure requirements for IT implementation Port infrastructure and facilities The port, built many years ago, has infrastructures and facilities that are aged and damaged. Though there are new facilities under construction, the old facilities are still heavily utilised. The layout, which may have been suitable for the manual handling processes, is no longer suitable for efficient operations. The design of the infrastructure for cargo operations will have to change to improve the efficiency at the port. Redevelopment of the sheds, roadways, open storage area, drainage system and terminals will improve the handling process, safety and security of the cargo. Recommendation: Development of a Bangladesh truck terminal Redevelopment of old sheds Repaving of roadways and storage yards Reconstruction of the drainage system Provision of additional shelters in the Transhipment terminal Review of Master Plan BLP has an existing Master Plan which includes land to be acquired for future development which will enable it to handle cargo volume through the port for about 50 years. The Master Plan, however, does not appear to have been updated with consideration given to efficiency requirements, safety and security in line with the growth and development of the port. Existing port land has been taken up for development. Land acquisition will be required to further expand the port facilities. Recommendation: Periodic review and update of Master Plan Phased development of infrastructures and facilities Boundary wall to secure the port cargo operations area Relocation of the railway line Proposed list of projects for immediate Asian Development Bank financing The proposed list of the projects for immediate ADB financing in order of priority is as follows: S/No Items Estimated Cost (USD) 1 Development of the Bangladesh truck terminal 5,181,000 2 Redevelopment of the old sheds 19,218,000 3 Repaving the road and drainage system in the yard 18,220,000 4 Construction of shelters in the transhipment terminal 21,690,000 Total 64,309,000 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 84 of 84

95 CLIENT: ASIAN DEVELOPMENT BANK Appendix 1: Social and Resettlement Assessment Mongla Port and Benapole Land Port TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT

96 SOCIAL AND RESETTLEMENT ASSESSMENT Table of Contents 1. SOCIAL AND RESETTLEMENT ASSESSMENT, MONGLA PORT Physical condition Scope of expansion Demand constraint Property loss Income loss Dislocation Disturbances Impact on cultural properties Indigenous or marginal people Risk of HIV/AIDS Conclusion SOCIAL AND RESETTLEMENT ASSESSMENT, BENAPOLE LAND PORT The context Land types Methodology for SIA Criteria used for SIA Survey FGDs Public consultations (PCs) Preparation of questionnaire and checklists Conducting fieldwork Survey area Proposed Bangladesh Truck Terminal Site Proposed Indian Truck Terminal Site Proposed Passenger Terminal Site FGD Findings Current Advantages TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 2 of 54

97 SOCIAL AND RESETTLEMENT ASSESSMENT Current Disadvantages Benefits from the Project Negative Consequences of the Project Negative Consequences to Minority/Marginal Groups Ways to Tackle Negative Effects Findings from Public Consultations Potential Benefits of the Project Negative Impacts of Project Implementation Special Impacts on Shops, Business and Home Ways to Mitigate Negative Impacts Dialogue with Local People Conclusions TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 3 of 54

98 SOCIAL AND RESETTLEMENT ASSESSMENT 1. Social and resettlement assessment, Mongla Port 1.1 Physical condition The social and resettlement expert along with other project consultants visited the Mongla Port on several occasions. During the visit the consultant discussed with different high officials about the problems and prospects of the port. The consultant also visited the port and river area to identify the problems and prospects of social and resettlement issues and also visited one ship called Kota Rakan of Singapore anchored in the port during the field visit. Another ship was anchored in the port which was found staying due to legal battle between the owner and user on rent. The consultants also noticed the handling of goods in the river Pashur by 3 ships. During the visit the consultant also talked to the Captain and other staff of the Kota Rakan ship about the problems and prospects of the port. During the field visit it was noticed that most infrastructures were in good condition. 3 container yards were there and 1 more was going to be constructed. Mongla Port is an anchorage port and it has 5 jetties. Each jetty is 600 ft long. Maintenance of different elements is not satisfactory. Old equipments are also there which are no longer in usable condition. The whole port area is a controlled area where access of outsiders except port users is highly restricted. Strong security system is there and people are checked while they try to enter inside the main port area. Outside the used or shed area there are space which are not been used. The port authority has planned to use those spaces in future. The port has total 600 hector of land out of which around 160 hectors have been given to Mongla EPZ for their use. Rest of the part is still unused. People of the locality are not using the unused space of the port as the port authority has strong control over the area Scope of expansion The port has enough empty space for constructing further new container yard, and other new yards for the routine activities. Enough space is there for expansion of the port also. The port area is also surrounded by the land of the port authority. Moreover, in both the sides of the port there is no much residential area Demand constraint It was also reported that 90% goods are handled outside the port which created a serious demand constrain for the port services. Existing facilities are underutilized and in turn, people engaged for management of the port likely to be underutilized or their capacity is less utilized. It may have several implications like loss of revenues, less use of infrastructures, equipment, etc. Only the ships which carry some goods that can t be unloaded or loaded in the river are being handled at the port. The limited use of the port facilities has created a limited demand for the port services Property loss The consultant used the 7 criteria for the SIA. The criteria are property loss (partial or total, even partial loss may render land/structure unviable for economic or residential activity, if any), loss may be temporary or permanent, etc. loss of property (houses, other structures type of structures), income loss (partial or total, temporary or permanent, etc.), dislocation (temporary or permanent, shifting, etc), requisition of land during construction, affect to public property, removal of structures, loss of trees, disruptions in traffic and travel routes, etc. disturbances (temporary or permanent), cultural properties (removal or affect to schools, colleges, hospitals, mosques, temples, graveyards, war cemetery, historical places or monuments, etc. indigenous people (Adibashi, ethnic minority, etc) and marginal people (sweeper, Dom, Transgender, Bihari, Rishi, etc.). The consultant after proper visit of all the port area found that there was no residential or commercial structures which likely to be affected due to constructions of new sheds or yard within the compound of the port. It therefore, has no chance of losing the property by the people. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 4 of 54

99 SOCIAL AND RESETTLEMENT ASSESSMENT Income loss Nobody is there who has to lose income due to implementation of the project rather with the increased facilities the service providers likely to earn more, for example, more use of labour would enable the poor people to earn more. With the increased technology use labour productivity would increase further from which the labour class likely to earn more Dislocation Since there is none either having residence or commercial structure in the port area there would not be dislocation of any person. With the increased facilities of the port, there may have a change in loading and unloading in the river area. It can have some kind of less use of river vessels, which may entail some kind of dislocation Disturbances Disturbance would not be there of any group except the river vessels users whose business may be affected negatively. This may not affect their income loss as the increased demand for river vessels would enable them to get enough work other than the port areas Impact on cultural properties The Mongla Port area was also a historical area during the 1971 independence war. There is no other cultural property within the port area which likely to be affected by the proposed project. The historical battle places are outside the port area which would not be affected by the project Indigenous or marginal people IPs is not there in and around the port area and during the visit it was noticed that there was none from the IP working in the port as labour also. Likewise, there are no marginal people living in the port area Risk of HIV/AIDS In the opposite side of the port in Bani Shanta area, a brothel is there, use of which may increase with the increased use of the port. At present one NGO is also giving some services for protecting the sex workers from the HIV/AIDS as many mariners use the brothel. Such activities have to continue in future for preventing the HIV/AIDS in the country Conclusion The port has enough space for further necessary shed constructions and other facility development. The whole port area remains under the strong control of the port authority and therefore no vendor, hawker or shopkeeper can operate within the port premises. No authorized or unauthorized private residential or commercial structure is there. Therefore, implementation of the proposed project would not have any direct adverse impact rather it would have some positive impacts on poor people as they would get increased opportunity to do work as labour in the port. 2. Social and resettlement assessment, Benapole Land Port 2.1 The context The social and resettlement expert along with other project consultants visited the Benapole Land Port many times. During the visit the consultant discussed with different high officials about the problems and prospects of the port. The consultant also visited the port area to identify the problems and prospects of the port. It has 60 acres of land, 24 (16 for sheds and open yard and 6 for Bangladeshi truck stand) acres of land to be acquired and 3.49 acres of land recently acquired which is under process of use. The port is also used by 900 C&F agents. Port authority is controlling the whole operation and management process of the big land port area. Each day around Tk.100 million is collected as tax by the port authority which indicates to the level of port use. Where in the case of Mongla port a demand constraint is there in the case of Benapole a supply constraint is there. The TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 5 of 54

100 SOCIAL AND RESETTLEMENT ASSESSMENT port lacks empty space for constructing further new container yard and other new yards for smooth running of the present activities. The areas to be acquired are the residential areas where people have houses, shops, mosques, etc. The port area is a highly congested area. Daily incoming Indian trucks in port with imported goods were on an average 350 and Bangladeshi trucks for delivery of consignment of goods were 400. It has many space related problems which include no spacious office building, no passenger terminal, inadequate height of boundary wall, insufficient yards, no testing laboratory, no officers club and tennis playground, no school for the port officers children, and no clinic. It has other operational and management problems, which do not relate to space of the port. 2.2 Land types Under BPL four agencies have control over land the land port authority, the customs, the railway and the R&H department. In addition to that the whole BLP area has been surrounded by the private owners of the land and rarely a clear demarcation with the private owners do exist. Access of the common people to the port area is very clear and the BPL has no direct control over the movement of the people. As a result, except shed and yard area, people have access to all other parts of the port. It is often difficult to demarcate as to who is the port user and who is not. Railway land was occupied by local people from where they were evicted during the last caretaker government. But since then nobody came back to the railway land. Railway land characteristically has borrow pit in both sides of the main track. It has some installations of its own for operation purposes which do not seem to be a problem for port operation. The custom land is only along the immigration house where some more land of 0.57 acres was acquired and occupied. The area has been given to another contractor for development, design of which has been approved and under the process of implementation. 2.3 Methodology for SIA Under the proposed feasibility study the social and resettlement expert mainly conducted social impact assessment (SIA). The project is a land port development project, which include increasing the capacity of the port as per requirement for increased handling of imported and exported goods. The consultant made an assessment of the requirement for increasing the capacity of the port and in turn, the land acquisition requirement. Detail social impact assessment (SIA) was pursued on the areas of the port that would be impacted by the proposed project. For that the consultant used a standard questionnaire for conducting the socio-economic survey of the potentially affected persons (APs) where issues like affect to land, structure, income, occupation, gender issues, indigenous or ethnic minority issues, etc. were reviewed. In order to pursue the social impact assessments of the port the consultant used survey, FGD and public consultation methods. Before setting the survey framework the consultant at the outset fixed the impact assessment criteria taking into account the possible impacts that the proposed project may entail. In order to pursue that the consultant conducted a reconnaissance visit to the port and tried to identify the nature and types of impact that likely to have due to implementation of the project. The survey covered the areas of impact and the areas that likely to be utilized directly and indirectly by the project Criteria used for SIA Seven criteria were used for the SIA. The criteria were property loss (partial or total, even partial loss may render land/structure unviable for economic or residential activity, if any), loss may be temporary or permanent, etc. loss of property (houses, other structures type of structures), income loss (partial or total, temporary or permanent, etc.), dislocation (temporary or permanent, shifting, etc), requisition of land during construction, affect to public property, removal of structures, loss of trees, TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 6 of 54

101 SOCIAL AND RESETTLEMENT ASSESSMENT disruptions in traffic and travel routes, etc. disturbances (temporary or permanent), cultural properties (removal or affect to schools, colleges, hospitals, mosques, temples, graveyards, war cemetery, historical places or monuments, etc. indigenous people (Adibashi, ethnic minority, etc) and marginal people (sweeper, Dom, Transgender, Bihari, Rishi, etc.). Based on all that assessment, the consultant prepared a social impact assessment report on Benapole land port. In order to get in-depth understanding of the possible impacts public opinions were gathered regarding increasing the capacity of the port through FGDs and public consultations. The consultant conducted a good number of FGDs (3) and public consultations (4) with the stakeholders including potentially affected persons (APs) and its surrounding people. The report contains detail findings of the public consultations and FGDs Survey For conducting survey a questionnaire was developed. The questionnaire has been framed to capture all the possible aspects of the affect that may take place and to enumerate all socioeconomic characteristics including demographic characteristics of the households. The survey covered all the people living/operating within the zone of impact following the map prepared as per master plan. The socioeconomic baseline was prepared through physical verification at the site by the consultant and the field investigators and supervisors. The reconnaissance survey of the proposed sites has been done by the consultants (both technical and social) team FGDs Consultants also organized FGDs with the stakeholders by taking help of the port officials living in the zone of impacts, covering the extension part of the port. FGD participants were mainly better informed people, educated and aware of different development activities that were taking place; they were from the port users, port managers, elected local government officials, people living within the project impacted area, importers and exporters, etc. They were given idea about the possible improvement or development works to be undertaken under the project. FGDs were conducted in a pre-selected place. Sign-up sheets of the FGDs were collected in each place. Each FGD was attended by not less than 8-12 persons Public consultations (PCs) PCs were carried out with common people living in and around the zone of influence and the area of impact. Following a guidelines they were asked to give their opinions where most of them were from different occupational, income and gender groups. It was mostly with the spontaneous gathering where all types of people were there. Public consultations were attended by 8-10 persons depending upon the place and time. In the public consultations attempts were made to disseminate information, discuss about possible impacts and gathered suggestions about mitigation measures. In the case of public consultation, the facilitator initially briefed about the project and tried to know their opinions about the project - they also shared their views on the possible impacts and remedies Preparation of questionnaire and checklists The consultant prepared questionnaire to conduct individual interview and the checklists for the FGDs and public consultations. Based upon the review of literature and requirement of information for pursuing the study, the consultant developed all the above mentioned tools Conducting fieldwork One team of field investigators and one coordinator carried out the field survey, and the consultant conducted the FGD and public consultations with the assistance of one highly trained note taker since the project was of special nature. Number of questionnaire survey, FGD and Public Consultation has been presented in Table TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 7 of 54

102 SOCIAL AND RESETTLEMENT ASSESSMENT Table 2.1: Samples Covered at Benapole Land Port Name of Area Household Survey Questionnaire (Plot by Plot) survey No. of FGD No. of Public Consultation Benapole Land Port Choto Achda Gram or Proposed Bangladesh Truck Terminal Area Bodo Acdra Gram or Indian Truck Terminal + Indian border side Boro Achda Chowdhury market or Immigration area Total Survey area Apart from the realignment of the rail track, as per the BLP Master Pan, there was also the 18 acre site for future port expansion and also the Proposed Bangladesh Truck Parking Area which was surveyed. Across the main Kolkatta-Jessore road, plan was there to construct the new passenger terminal on which house structures and vendors were there. It was checked with BLP on the status of the acquisition of the site and resettlement arrangements before including that in the survey. While consultant was doing the study, development works were going on concurrently on the ground Proposed Bangladesh Truck Terminal Site A total 218 respondents took part in the survey where majority of them was male (83%) and only 17% was female (Table 2.2). It does not mean that absolutely 17% were female headed households but the figure indicates that around the same proportion of the households were from women headed. One reason of having more women headed households is that in the BLP area opportunity of earning for women through serving in the restaurants and other small shops are much higher and therefore, poor women from the nearby areas likely to settle there for their livelihood. Since the port area is relatively secured area, working for women in that area is not a difficult job. Increased presence of women in the BPL is likely to take place further in coming years with the increased favorable conditions. From the resettlement point of view it is important that a good number of women headed households likely to be affected. The dependency ratio shows that 24.7% were young and old age dependents. More than one fifth of the respondents (21.6%) can t read and write where 22.1% can read and write and only 4.2% of the respondents were found graduates or above level educated. Data clearly shows that the educational achievements of the people of the port area are like other parts of Bangladesh. But the awareness level of the people of that area is much higher than the common rural areas as because they have access to one of the most important land port of the country where business of billion dollars takes place annually. Table 2.2: Respondents gender, age and level of education Frequency Percent Gender Male Female Total TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 8 of 54

103 SOCIAL AND RESETTLEMENT ASSESSMENT Respondents age <= > Total Level of education Cannot read and write Can read and write years years SSC-HSC Graduate Total 217* Source: Field Survey Data *Note: One is a mosque Occupational diversity is very high among the potentially affected households. One reason is that since the off-farm activities are the main economic activities in the area it entailed diversity in the occupation of people living in the zone of influence. Data (Table 2.3) show that day laborer consisted of more than one fourth of the respondents (27.5%), followed by service holders (14.7%), land owners (11.9%) dependent on rent, transport agency operators (4.6%), grocery shop owners (4.2%) and transport workers (2.8%). The details of the respondents occupational categories have been provided in Table 1.2. That data has several implications like the higher is the occupational diversity the less is the vulnerability and therefore, less implication for resettlement. Among the respondents, 13.4% had secondary occupations; rest had no secondary occupation. It is quite obvious in that situation that where demand for job is always more than supply, secondary occupation is less likely to be there. And the potential Affected People (APs) likely to have higher dependency on one job or occupation. Another study conducted in Tongi-Gazipur area for ADB shows1 that about 25% households have two working persons. It is expected that the same trend is likely to be there and if so the question of compensation would be definitely higher. It is increasingly becoming a challenge for the planners of the country to ensure more than one job for each household and thereof increasing challenge for the resettlement component of each project that has to be planned in Bangladesh. Table 2.3: Respondents primary and secondary occupations Primary Occupations Frequency Percent Grocery shop owners Service holder Land owner Sharecropper 1.5 Lease holder 1.5 Day laborer Motor Driver Housewife Male student Dr. Khurshed Alam Socio-economic Survey on Tongi-Gazipur Area, ADB (TA Nº: 7415), March TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 9 of 54

104 SOCIAL AND RESETTLEMENT ASSESSMENT Primary Occupations Frequency Percent Hotel owner 1.5 Female student 1.5 Transport agency owners Clearing and forwarding business Stationary shop owner 1.5 Tea stall owner Male old person 1.5 Unemployed Saloon owner 1.5 Transport worker Tailor 2.9 Female old person Shop worker Export and Import Wholesellers (Arotdar) 2.9 Housemaid Beggar 1.5 Firewood business 1.5 Cow business 1.5 Scrap business 2.9 Vegetable business 2.9 Assistantship Fisheries 2.9 Furniture sellers 1.5 Garage owner 1.5 Mobile phone operators Others Total Secondary occupation Frequency Percent Grocery shop operators 2.9 Land owner Sharecropper 1.5 Day laborer 1.5 Housewife House and market owner 2.9 Pharmacist 1.5 Journalist/Reporter 1.5 Backyard poultry 1.5 None Total Source: Field Survey Data Data presented in Table 2.4 shows that 45.5% had monthly income less than Tk. 5,000 which means TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 10 of 54

105 SOCIAL AND RESETTLEMENT ASSESSMENT this group is in below poverty level in terms of monthly income. In the case of another ADB project2, the poverty level was assessed at Tk The level of poverty where at the national level was less than 40% there it should be less than that as the potential APs have access to income much higher than the rural areas. Moreover, they have scope of doing some cost saving activities like no payment for water supply, sewerage, less cost for electricity (as the supply is almost regularly irregular), less cost of some food items, or producing crops in their own land, etc. Only 5.7% have more than Tk. 20,000 as monthly income. Table 2.4: Average monthly income Average monthly income (in BDT) <=5, ,001-10, ,001-15, ,001-20, >20, Missing Total Source: Field Survey Data Land is the main assets of the people living in the potentially affected area of proposed Bangladesh Truck terminal. A good number (27.52%) of respondents will not lose land as they do not have it in that location as they are either using fathers land, tenant, etc. Among the rest they will lose land of different sizes as well as forms like some are used for home, some for business and some for other purposes. Data (Table 2.5) show that from the 158 households, two fifths (40.1%) had more than 25 decimals of land of their own. Less than one third of households (29.7%) had land amount to <=5 decimal. Of the 137 households, more than two fifths had an amount of <= 5 decimals of land which may possibly be affected. Among the households only 3 likely to have commercial land that to be affected. So, the affect to land will be very high in terms of per cent of households (72.47%) to be impacted and the degree of their land as well (Table -2.6). It may be again mentioned here that some rich households will not lose any land as their land may be outside the proposed area. Table 2.5: Amount of different types of land to be impacted Amount of land Frequency Percent Amount of own land in decimal <= > Total Amount of own land in decimal used for residence <= Greater Dhaka Urban Transport Corridor Project (BAN TA No: 7415). TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 11 of 54

106 SOCIAL AND RESETTLEMENT ASSESSMENT > Total Amount of own land in decimal used for business <= > Total Amount of own land in decimal used for other purposes <= > Total Amount of own land in decimal may possibly be affected <= Total 137* Source: Field Survey Data Note: Some are staying separately in father s land, or tenant, khas land, shop operators, etc. Table 2.6: Total land and land likely to be affected Size of land Number Per cent To be affected Per cent by number <= > Total Source: Field Survey Data Among the households 4 had equally half (50%) used <=30 and >30 decimals of others land for other purpose (Table 2.7). Of the 10 households, equally half (50%) had <=5 and >5 decimals of rented land. Five households had an amount of 5 decimals rented in land used for residential purposes. Of the 5 households, 40% had an amount of <=50 decimal rented land used for other purposes while 60% had >50 decimal land used for the same purposes. Table 2.7: Respondents amount of different types of land Frequency Percent Amount of other's land in decimal used for other purpose <= > Total Amount of rented land in decimal <= > TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 12 of 54

107 SOCIAL AND RESETTLEMENT ASSESSMENT Total Amount of rented land in decimal used for residence <= >5 - - Total <= > Total Source: Field Survey Data Of the 5 households, one third had an amount of <=5 decimal grabbed land and 66.7% had >5 decimal grabbed land (Table 2.8). One respondent had an amount of <=5 decimal grabbed land used for residence. One respondent had an amount of >5 decimal grabbed land which may be possibly affected where another person had an amount of >5 decimal land of BLP under occupancy. Table 2.8: Respondents amount of different types of land Frequency Percent Amount of grabbing land in decimal <= > Total Amount of grabbing land in decimal used for residence <= Total <= Amount of grabbing land in decimal used for other purpose <= > Total Amount of permitted land in decimal <= > Total Amount of Beanpole s port land in decimal > Total Source: Field Survey Data Of the 10 households, 90% had a land amounting <=5 decimal land of road and highways, whereas 10% had >5 decimal land of road and highway s land (Table 2.9). Of the 9 respondents, 88.9% had a land amounting 2 decimal of road and highways land used for residence, whereas 11.1% had 3 decimal of the same department used for the same purpose. One respondent had a land amounting to 2 decimal of R&HD s land used for business where another had a land amounting to 23 decimal used for other purposes. Likewise, one had a land amounting to 25 decimal of R&HDs land which possibly can be affected. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 13 of 54

108 SOCIAL AND RESETTLEMENT ASSESSMENT Table 2.9: Respondents amount of different types of land Frequency Percent Amount of road and highway's land in decimal <= > Total Amount of road and highway's land used for residence <= Total Amount of road and highway's land used for business <= Total Amount of road and highway's land used for other purpose <= Total Amount of road and highway's land in decimal may possibly be affected > Total Source: Field Survey Data Of the 8 households, 75% had an amount of <=5 decimal permitted land while 25% respondents had >5 decimal permitted land (Table 2.10). Data also show that use of less land for residence was common among the households. It is mainly because commercial use of land in that site is also very high. Table 2.10: Respondents amount of different types of land Cumulative Frequency Percent Percent Amount of permitted land in decimal < > >5.00 Total Total Amount of permitted land in decimal used for residence < > >5.00 Total Total Source: Field Survey Data Surveyed households had different types of house structures which include multi-storied, single storied, semi-pucca, tin shed, and Kutcha (temporary). Those who have their own house structures among them 14.7% had multi-storied, followed by one storied (19.7%) and semi-pucca buildings. Data presented in Table 2.11 show that most of them had pucca structures which support the field observation. During the field visit it was observed that almost everybody who had land was trying to make a pucca or semi-pucca house structure. Some people also reported that even if the land owner does not have fund to build a pucca house, other rich people of the area were coming forward to finance that house with the anticipation that in future those area may be acquired and a good amount of compensation may be available from the government s side. In urban Bangladesh it is now a lucrative business to buy land as land scarcity has made the cost of land very high and in BLP area investment in building is also a lucrative business. Data also show the rented type of arrangement TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 14 of 54

109 SOCIAL AND RESETTLEMENT ASSESSMENT and grabbed house structures also. Table 2.11: Respondents types of infrastructures Frequency Percent Types of own infrastructure Multistoried One storied Semi pucca Tin shed Kutcha Others Total Types of rented infrastructure Multistoried One storied Semi pucca Tin shed Kutcha Total Types of gabbing infrastructure Multistoried Semi pucca Tin shed Kutcha Total Grand total 199* Source: Field Survey Data Note: Some has empty land; some are staying in father s house, etc. Respondents total amount of cost needed to transfer the house structures is presented in Table It appears that more than one third of respondents would need Tk. <=5,00,000, whereas 15.6% need Tk. >55,00,000. Table 2.12: Amount needed for transfer Frequency Percent <=5,00, ,00,001-15,00, ,50, ,00, ,00,001-35,00, ,00,001-45,00, ,00,001-55,00, >55,00, Total 215* 99.5 Source: Field Survey Data Note: Some have land but no structure. More than one third of households reported (Table 2.13) about one asset to be affected followed by >8 assets (24.8%), 2-4 assets (24.3%), and 5-8 assets (15.8%). Market value of the assets were more than Tk. 30,00,000 reported by 16.5% followed by Tk. 100,001-5,00,000 (15.2%) and Tk. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 15 of 54

110 SOCIAL AND RESETTLEMENT ASSESSMENT 5,00,001-10,00,000 (9.2%). Table 2.13: Distribution of assets and market value Frequency Percent Number of such assets > Total 202* Market value of transfer cost in BDT <=1,00, ,00,001-5,00, ,00,001-10,00, ,00,001-15,00, ,00,001-20,00, ,00,001-25,00, ,00,001-30,00, >30,00, Total 217* Source: Field Survey Data Note: Some have father s assets, tenants, etc. One is tenant who has nothing heavy to transfer. In total 97 fruits tress and 95 timber trees (Table 2.14) will be affected. It means on an average each family will lose 0.44 fruit tree. One reason for losing less number of trees by the potentially affected households is that since the area basically turned into an urban or municipal area, there is less number of tress. The higher is the urbanity the lower is the plantation and therefore, the lower is the effect to the tress. Trees are no longer considered as an important asset in the urban setting. Of the 96 households, 43.2% reported that the market value of the trees would be more than Tk. 20,000, followed by <=10,000 and Tk. 10,001-20,000 respectively reported by 36.5% and 19.8% of the households. Table 2.14: Distribution of possibly affected trees Types of trees Frequency Percent Fruit trees Timber trees Total Market Value of Tress <=10, ,001-20, >20, Total Source: Field survey data Operation of business in that locality is not a common phenomenon. Data presented in Table 2.15 revealed that they had business related to bamboo, export and import, electric, furniture and grocery items. The number of employees is only 3. They have income more or less than Tk. 5,000 per month. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 16 of 54

111 SOCIAL AND RESETTLEMENT ASSESSMENT Table 2.15: Distribution of business and average monthly selling Frequency Percent Name of business Bamboo Export and import Electric Furniture Grocery Total Number of employees > Total Monthly income of employees <=5, >5, Total Average monthly selling <=50, >50, Total Source: Field Survey Data Data presented in Table 2.16 revealed that 2 family members will move away elsewhere if project is implemented. Some 35.3% of the respondents reported that transfer will be against their will. It may be noted here that some people agreed to move while others do not. The main social reason is that people value their ancestor s property differently - while one group gives priority to get very high compensation of their land, other group values their ancestors property more importantly than any money. The twin value often a conflicting one, may exist in a society although they had the same social orientation. Table 2.16: Transfer against will Frequency Percent Number of family members will move away elsewhere if project is implemented Total Transfer against will Yes No Total Source: Field Survey Data Vulnerability is also common among the respondents. Data (Table 2.17) show that 33.5% respondents were living under poverty followed by 65+ years old people (18.8%), widow/divorced (4.6%), female headed households (3.2%) and family head but physically weak (2.3%). TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 17 of 54

112 SOCIAL AND RESETTLEMENT ASSESSMENT Table 2.17: People under vulnerability Frequency Percent 65+ years old people people living under poverty family head but physically weak female household head widow/divorced Source: Field Survey Data Survey reveals that (Table 2.18) more than two third of households will have permanent impact on infrastructure where 30.7% will have no such impact. Affect to one infrastructure was reported by 17.9%, followed by >7, 2, 4, 3, 5, 6 and 7 respectively. Data also reveals that equally 25% of infrastructure would require Tk. 1,00,001-5,00,000 and Tk. >20,00,000 respectively, followed by Tk. <=1,00,000 (23.7%), Tk. 5,00,001-10,00,000 (13.2%), Tk. 10,00,001-15,00,000 (6.6%) and Tk. 15,00,001-20,00,000 (6.6%). Of the 152 (70%) respondents, 92.8% of reported that a total of more than 60% would be lost due to project implementation. Table 2.18: Impact on infrastructure Frequency Percent Permanent impact on infrastructure Yes No Total Affected infrastructure in number > Total Market value <=1,00, ,00,001-5,00, ,00,001-10,00, ,00,001-15,00, ,00,001-20,00, >20,00, Total Percentage of total asset may be affected <= > Total Source: Field Survey Data Of the 218 respondents, 63.3% reported that there would be permanent impact on land while 36.7% TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 18 of 54

113 SOCIAL AND RESETTLEMENT ASSESSMENT reported no permanent impact on land (Table 2.19). Of the 137 respondents, 45.3% reported that the amount of affected land would be <=5 dec. Of the 138 respondents, 29.0% reported that the market value would be Tk. 1,00,001-20,00,000. Another 65.9% reported that a total of % of total assets would be affected due to project implementation. Table 2.19: Permanent impact on land Frequency Percent Permanent impact on land Yes No Total Affected land in amount (in decimal) <= > Total Market value <=10,00, ,00,001-20,00, ,00,001-30,00, ,00,001-40,00, >40,00, Total Percentage of total asset may be affected <= Total Source: Field Survey Data Among the respondents, 66.5% reported that there would be permanent impact on income while 33.5% reported that there would be no permanent impact on income (Table 2.20). Of the 35 respondents, 42.9% reported that the affected income amount would be Tk. 5,001-10,000 followed by Tk. >15000 (22.9%), and Tk. 1,001-15,000 (11.4%). Of the 71 respondents, 74.6% reported that a total of 41-60% of the income would be affected due to project implementation, followed by 21-40% (14.1%), <=20% (5.6%), and 61-80% and %. Table 2.20: Permanent impact on income Frequency Percent Permanent impact on income Yes No Total Amount of Income affect 5, ,001-10, TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 19 of 54

114 SOCIAL AND RESETTLEMENT ASSESSMENT 10,001-15, >15, Total Percentage of income affect <= Total Source: Field Survey Data Among the respondents, 99.1% reported that there would not be permanent impact on employment (Table 2.21). Table 2.21: Permanent impact on employment Frequency Percent Permanent impact on employment Yes 2.9 No Total Source: Field Survey Data Among the respondents, 99.1% reported that there would be permanent impact on institute or farm (Table 2.22). Affected number of institute or farm would be 2 only. One respondent reported that market value of the affected institute or farm would be Tk. 1,00,000. Of the 2 respondents, one reported that 100% assets would be affected due to project implementation. Table 2.22: Permanent impact on institute or farm Frequency Percent Permanent impact on Institute or farm Yes 2.9 No Total Affected in number <= Total Market value 1,00, Total Percentage of total asset may be affected > Total Source: Field Survey Data Among the respondents, 98.2% reported that there would be no temporary impact on crops while 1.8% reported that there would be impact on crops (Table 2.23). Of the 4 respondents, equally 50% of the respondents reported that affected crops would be 1 and more >1. Of the 4 respondents, equally 75% reported that market value of the affected crops would be Tk. >10,000 while 25% reported that market value would be Tk. <= Four respondents reported that 100% of the asset TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 20 of 54

115 SOCIAL AND RESETTLEMENT ASSESSMENT would be affected due to project implementation. Table 2.23: Temporary impact on crops Frequency Percent Temporary impact on crops Yes No Total Affected in number > Total Market value <=10, >10, Total Total Source: Field Survey Data Among the respondents, 17.1% reported that there would be other impacts such as transport cost or other incidental expenses (Table 2.24). Of the 36 respondents, 80.6% reported that 1 item would be affected while 19.4% reported that >1 item would be affected. Of the 36 respondents, 55.6% reported that the market value would be Tk. <=5000 while 44.4% reported that it would be Tk. >5000. Of the 36 respondents, 97.2% reported that more than 50% would be affected while only 2.8% reported that it would be only <50%. Table 2.24: Temporary impact on others Frequency Percent Temporary impact on others Yes No Total Affected in number > Total Market value <=5, >5, Total Percentage may be affected <= > Total Source: Field Survey Data Among the respondents, 95.9% reported that they would be able to utilize their skill if transferred (Table 2.25) while 26.6% reported that they want to achieve other skills and get training. Among them some female wanted training on tailoring and cottage industries. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 21 of 54

116 SOCIAL AND RESETTLEMENT ASSESSMENT Table 2.25: Utilization of skill Frequency Percent If transferred, do you think that you can utilize your skill Yes No Total Do you want to achieve skill in others Yes No Total Do you want to be trained Yes No Total Source: Field Survey Data Proposed Indian Truck Terminal Site A total of 201 respondents took part in the survey where majority of them was male (94%) and only 6% was female (Table 2.26) which means male headed households were dominant. Data presented in the table reveal that dependency ratio is about 19.5% which is low. About their education data reveal that 14% of the respondents cannot read and write where 13% can read and write. Among the respondents 6% were graduate and above level educated. It means level of education of people of that locality is almost like other parts of Bangladesh. Table 2.26: Respondents gender, age and level of education Characteristics Frequency Percent Gender Male Female Total Respondents age <= > Total Level of education Cannot read and write Can read and write years years SSC-HSC Graduate Total Source: Field Survey Data TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 22 of 54

117 SOCIAL AND RESETTLEMENT ASSESSMENT Survey reveals that (Table 2.27) day laborer consisted of more than one fourth of the respondents (26.4%), followed by service holders (16.4%), farmers (8.5%), grocery shop operators (7.5%), and clearing and forwarding agent (7.5%). It shows the diversity of their occupation and some of them unlikely to be affected with the shifting from that location to other locations. Among the respondents, 41 (20.39%) had secondary occupations. Of these, land owner consisted of 51.2% followed by housewife (9.8%), day laborer (7.3%) and house and market owner (7.3%). It means most of them were limited to one occupation as the scope of doing more than one work was limited. However, it shows a trend of having more than one occupation in that area. Table 2.27: Respondents primary and secondary occupations Primary Occupation Frequency Percent Grocery shop Industrialist Owner of fuel station Service holder Farmers Day laborer Motor Driver House makers Hotel owner 1.5 Transport agency owner Clearing and forwarding Stationary owner 1.5 Tea stall owner Money changer Male old person 1.5 Unemployed Saloon staff 1.5 Transport worker Female old person 1.5 Shop worker Export and Import Contractor 1.5 Cosmetics sellers 1.5 Housemaid 1.5 Dairy farm 1.5 Fire wood business 1.5 Cattle business Fruit store owner 1.5 Scrap sellers 1.5 Cable networking business 1.5 Vegetable business 1.5 Lease business 1.5 Living abroad Cottage industry owner 1.5 Plastic product seller 1.5 Vender/Hawker 1.5 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 23 of 54

118 SOCIAL AND RESETTLEMENT ASSESSMENT Garage owner Mobile phone operator 1.5 Others Total Secondary occupation Owner of fuel station Service holder Land owner Sharecropper Lease recipient Day laborer Housewife Clearing and forwarding House and market owner Dairy farm Sanitary business Others Total Source: Field Survey Data Survey (Table 2.28) reveals that around two fifth of the respondents had monthly income within Tk. 5,001-10,000 (39.9%). Of the rest, 31.4% had monthly income in the amount of <=5,000. Data show that poverty in that area is less than the proposed Bangladesh Truck Terminal site. Table 2.28: Average monthly income Average monthly income (in Tk.) <=5, ,001-10, ,001-15, ,001-20, >20, Total Source: Field Survey Data Data presented in Table 2.29 reveal that there are few major source of income which includes business, salary/ wages, commission, rent, agriculture and others. It indicates to the phenomenon that they have higher income from business, agriculture and from other sources. The households have less income from rent, and salary/wages. One reason of having such condition is that the scope of doing different kinds of business is higher than any other works there. Table 2.29: Respondents monthly income from different sources Characteristics Frequency Percent Monthly income from business <=5, ,001-10, ,001-15, ,001-20, TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 24 of 54

119 SOCIAL AND RESETTLEMENT ASSESSMENT >20, Total Monthly income from salary/wage 5, ,001-10, >10, Total Monthly income from commission <=10, >10, Total Monthly income from rent <=1, >1, Total Monthly income from agriculture 2, ,501-5, ,001-7, ,501-10, >10, Total Monthly income from others <=2, ,501-5, ,001-7, ,501-10, >10, Total Source: Field Survey Data Among the respondents, around two fifths (38.2%) had more than 25 decimals of land of their own (Table 2.30). Less than one third of households (28.3%) had land amount to <=5 decimals. More than one third (34.9%) had less than or equal to 5 decimals of land under their own use for residence. Table 2.30: Respondents amount of different types of land Characteristics Frequency Percent Amount of own land in decimal <= > Total Amount of own land in decimal used for residence <= TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 25 of 54

120 SOCIAL AND RESETTLEMENT ASSESSMENT Total Amount of own land in decimal used for business <= Total <= Total Source: Data Analysis *-Note: All of the 201 respondents do not have land but have other kinds of access and use Out of 133 respondents (Table 2.31), more than one third had an amount of <= 5 decimals of land which may possibly be affected. Another group may have affect up to 6-10 decimals of land. Rest people will have higher size of affect but of less number. Table 2.31: Respondents amount of different types of land Characteristics Frequency Percent Amount of own land in decimal may possibly be affected <= Total Amount of other's land in decimal used for other purpose <= > Total Amount of leased in land in decimal > Total Amount of leased in land in decimal used for other purpose > Total Amount of rented in land in decimal > Total Amount of rented land in decimal used for business > Total Source: Data Analysis Three respondents had a land amounting >25 decimal used for other purposes where one respondent had more than 25 decimal highway land (Table 2.32). One respondent had a land amounting to <=25 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 26 of 54

121 SOCIAL AND RESETTLEMENT ASSESSMENT decimal of road and highways land used for residence. Of the 6 respondents, 66.7% had an amount of <=5 decimal permitted land while equally 16.7% respondents had respectively 6-10 and >10 decimal of permitted land. Table 2.32: Respondents amount of different types of land Characteristics Frequency Percent Cumulative Percent Amount of rented in land decimal used for other purpose > Total Amount of road and highway's land in decimal <= Total Amount of road and highway s land in decimal used for residence <= Total Amount of permitted land in decimal <= > Total Source: Field Survey Data Of the 6 respondents, 66.7% had an amount of <=5 decimal permitted land used for residence while 16.7% respondents had respectively 6-10 and >10 decimal of land (Table 2.33). In addition, one respondent had <=5 decimal care taking land and one had cared taking land used for residential purpose. Table 2.33: Respondents amount of different types of land Characteristics Frequency Percent Cumulative Percent Amount of permitted land in decimal used for residence <= > Total Amount of care taking land in decimal <= Total Amount of care taking land in decimal used for residence <= Total Source: Field Survey Data Among the respondents, 17.9% had multi-storied building whereas 26.4% had one storied building (Table 2.34); semi-pucca, tin shed, kutcha (temporary) and others were also reported by them. Of the rented infrastructure, 13.4% respondents had multi-storied building, followed by semi-pucca (7.5%), one storied (3%) and Tinshed (1%). In addition, among grabbed infrastructures, 4.9% had one storied, 3% had semi-pucca and 0.5% had tin shed building. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 27 of 54

122 SOCIAL AND RESETTLEMENT ASSESSMENT Table 2.34: Respondents amount of different types of infrastructures Characteristics Frequency Percent Types of own infrastructure Multistoried One storied Semi pucca Tin shed Kutcha Others Total Types of rented infrastructure Multistoried One storied Semi pucca Tin shed Total Types of gabbing infrastructure One storied Semi pucca Tin shed 1.5 Total Source: Field Survey Data Total amount of cost needed to transfer the assets is presented in Table It appeared that more than one third of respondents (34.8%) would need Tk. <=5,00,000, where 22.4% would need Tk. >55,00,000, followed by Tk. 35,00,001-45,00,000 (11.9%), Tk. 15,00,001-25,00,000 (10.4%), Tk. 5,00,001-15,00,000 (8%) and Tk. 45,00,001-55,00,000 (4.5%). Table 2.35: Amount needed for transfer Amount of money in (Tk.) Frequency Percent <=5,00, ,00,001-15,00, ,00,001-25,00, ,00,001-35,00, ,00,001-45,00, ,00,001-55,00, >55,00, Total Source: Field Survey Data Around two third respondents reported that the most affected asset would be land (63.2%), where 29.9% also reported transport cost among others (Table 2.36). The number of such affected asset would be 1 reported by 36% respondents, followed by >9 (27.9%), 2-5 (22.4%) and 6-9 (13.9%). One third of the respondents reported its market value as Tk. <=1,00,000 where Tk. 30,00,000 was reported by 15.5% respondents. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 28 of 54

123 SOCIAL AND RESETTLEMENT ASSESSMENT Table 2.36: Types of assets that may be affected Characteristics Frequency Percent Name of asset that may be affected Semi-pucca Kutcha House 1.5 Land Market building Tin shed Transport cost Tree 1.5 No response 1.5 Total Number of such assets > Total Market value of transfer cost in Tk. <=1,00, ,00,001-5,00, ,00,001-10,00, ,00,001-15,00, ,00,001-20,00, ,00,001-25,00, ,00,001-30,00, >30,00, Total Source: Field Survey Data Some 33.9% respondents reported that (Table 2.37) the number of affected trees would be <=5 and Around three fourth of the respondents reported that the market value of the trees would be mostly more than Tk. 10,000. The number of the timber trees are within 5 (67.0%) followed by 6-10 (20.5%) and >10 (12.5%). Majority of the respondents reported that the market value would be more than Tk. 10,000. Table 2.37: Number of affected trees and its market value Characteristics Frequency Percent Number of fruit trees <= > Total Market value in Tk. <= > TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 29 of 54

124 SOCIAL AND RESETTLEMENT ASSESSMENT Total Number of timber trees <= > Total Market value in Tk. <= > Total Source: Field Survey Data Data presented in Table 2.38 shows the type of business that they do. Four respondents reported that the house rent business will be affected. Three respondents reported that the number of employees was 1. Half of the respondents reported that the average selling was Tk. >1,00,000. Table 2.38: Types of business Characteristics Frequency Percent Name of business Dairy Farm 1.5 Beef fattening Project 1.5 Garage House rent 4 2 Fire wood business 1.5 Grocery 1.5 Market rent Stationery 1.5 None Total Number of employees Total Average monthly selling <=50, ,001-1,00, >1,00, Total Average monthly expenditure <=5, >5, Total Source: Field Survey Data Around one third respondents reported that they would be willing to transfer against their will where 70.1% reported that they will not move (Table 2.39). It may be mentioned here that during the survey one group of people living in that site strongly opposed the proposed intervention. They even declined to give any information about their socio-economic status. Their number was about 50 households. The same attitude has been reflected in data presented in Table TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 30 of 54

125 SOCIAL AND RESETTLEMENT ASSESSMENT Table 2.39: Willingness to transfer Characteristics Frequency Percent Cumulative Percent Transfer against will Yes No Total Source: Field Survey Data Data presented in Table 2.40 reveals that 27.9% of the respondents were living under poverty; of these, 56.1% were living under poverty for less than 5 years where 43.9% were living under poverty for more than 5 years. Dependent was reported by 62.7% of the participants. Table 2.40: Extent of vulnerability Characteristics Frequency Percent 65+ years old people - - people living under poverty Year of living under poverty <= > family head but physically weak female household head widow/divorced Aboriginal 1.5 Orphan 1.5 Dependent child Source: Field Survey Data Data presented in Table 2.41 show that 65.7% would have permanent impact on their infrastructure. More importantly around three fifth respondents opined that the number of affected infrastructure would be >5, followed by 5 (15.9%), 4 (9.1%), 1 (7.6%), 2 (3.8%) and 3 (3.8%). Majority of the respondents reported that the market value of the affected infrastructure would be more than Tk. 50,000, followed by Tk. 30,001-40,000 (15.8%), Tk. 20,001-30,000 (12%), Tk. 10,001-20,000 (9.8%) and Tk. <=10,000 (3%). Of the 133 respondents, 100% reported that there would be 100% impact on infrastructure. Table 2.41: Impact on infrastructures Characteristics Frequency Percent Permanent impact on infrastructure Yes No Total Affected infrastructure in number > TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 31 of 54

126 SOCIAL AND RESETTLEMENT ASSESSMENT Total Market value <=10, ,001-20, ,001-30, ,001-40, ,001-50, >50, Total Percentage of total asset may be affected Total Source: Field Survey Data More than two third respondents (66.2%) reported that there would be permanent impact on land (Table 2.42). One third reported that the affected amount would be <=5 and 6-10 decimals. More than one third respondents reported that the market value of the affected land would be less than Tk. 10,000 and 30.8% reported that it would be Tk. 10,001-20,000. Majority of the respondents reported that there would be % impact on land. Table 2.42: Impact on land Characteristics Frequency Percent Permanent impact on land Yes No Total Affected land in amount (in decimal) <= > Total Market value <=10, ,001-20, ,001-30, ,001-40, ,001-50, >50, Total Percentage of total asset may be affected <= Total Source: Field Survey Data TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 32 of 54

127 SOCIAL AND RESETTLEMENT ASSESSMENT Majority of the respondents reported that there would be permanent impact on trees (Table 2.43). More than two third of the respondents opined that the number of affected trees would be >10. More than one fifth reported that market value would be Tk. <=10,000 and 26.3% reported that it would be Tk. > Almost all the respondents reported that there would be % impact on trees. Table 2.43: Impact on trees Characteristics Frequency Percent Permanent impact on trees Yes No Total Affected trees in number <= > Total Market value <=10, ,001-20, ,001-30, ,001-40, ,001-50, >50, Total Percentage of total tress may be affected <= Total Source: Field Survey Data Less than one fourth of the respondents reported that there would be permanent impact on income (Table 2.44). One third opined that income affect would be Tk. 5,001-10,000, where 28.9% and 22.2% respectively reported that it would be Tk. <=5,000 and Tk. >15,000. Two fifth of the respondents reported that there would be percent impact on income where 15.6% respondents reported that the percentage would be <=20 and %. Table 2.44: Affect to income Characteristics Frequency Percent Permanent impact on income Yes No Total Market value <=5, ,001-10, ,001-15, TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 33 of 54

128 SOCIAL AND RESETTLEMENT ASSESSMENT >15, Total Percentage of total income may be affected <= Total Source: Field Survey Data Six respondents reported that there would be permanent impact on employment (Table 2.45). Of the 6 respondents, 66.7% reported that there would be one permanent impact on employment while only 33.3% reported that there would be 2 permanent impacts on employment. Most (66.7%) respondents reported that affect would be %. Table 2.45: Impact on employment Characteristics Frequency Percent Permanent impact on employment Yes No Total Affect in number Total Financial affect <=50, ,001-1,00, >1,00, Total Percentage of affect Total Source: Field Survey Data None of the respondents reported any sort of permanent impact on institute or farm (Table 2.46). Table 2.46: Permanent impact on institute or farm Permanent impact on institute or farm Frequency Percent Yes - - No Total Source: Field Survey Data Among the respondents, 89.1% reported that they would be able to utilize their skill if transferred while 4.1% reported negatively (Table 2.47). More than one third respondents, (36.3%) reported that they want to achieve other skills and the same number wanted to get trained up in future. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 34 of 54

129 SOCIAL AND RESETTLEMENT ASSESSMENT Table 2.47: Scope of skill transfer Characteristics Frequency Percent If transferred, do you think you can utilize your skill Yes No Total Do you want to achieve other skills Yes No Total Do you want to be trained Yes No Total Source: Field Survey Data Proposed Passenger Terminal Site A total 82 respondents (Table 2.48) took part into the study where majority of them was male (93.9%) and only 6.1% was female. It means women headed household was less in that area. The dependency ratio was also 23.2% which was higher than the proposed Indian Truck Terminal site. Less than one tenth of the respondents (7.3%) cannot read and write, where 11.0% can read and write. Some 11.0% of the respondents were graduates and above level educated. It means educational achievement among the potentially affected people was higher compare to other parts of Bangladesh. It may be because those who operate in passenger terminal area they require better level of education. Table 2.48: Respondents gender, age and level of education Characteristics Frequency Percent Gender Male Female Total Respondents age <= > Total Level of education Cannot read and write Can read and write years years SSC-HSC Graduate Total Source: Field Survey Data TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 35 of 54

130 SOCIAL AND RESETTLEMENT ASSESSMENT Data show (Table 2.49) that service holder as a dominant category was consisted of 13.4% respondents, followed by saloon (11.0%), clearing and forwarding (8.5%), stationary owner (7.3%), farming (4.0%) and transport worker (4.9%). Some 29.3% had secondary occupation. Of these, farming consisted of 14.3% followed by housewife (2.3%), journalist or reporter (2.4%) and money changer (1.2%). It appears from the presented data that the secondary occupation was of more than one-fourth of the people living in that site, which matches with other studies carried out in urban Bangladesh. Table 2.49: Respondents primary and secondary occupation Characteristics Frequency Percent Grocery Service holder Farming Day laborer Motor Driver Housewife Male student Hotel owner Transport agency operator Clearing and forwarding Pharmacist Stationary owner Money changer Male old person Unemployed Saloon staff Transport worker Export and Import works Vendors Confectionary operator Contractor Wholesalers Living abroad Mobile phone owner Others Total Secondary occupation Service holder Farming Sharecropper House makers Male student Transport agency operator House and market owner Money changer Journalist/Reporter Fisheries Total Source: Field Survey Data TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 36 of 54

131 SOCIAL AND RESETTLEMENT ASSESSMENT Data presented in Table 2.50 show the average monthly income of the people of that site. Presented data show that 32.5% respondents had average monthly income of Tk. 5,001-10,000 and Tk. 20,000. Less than one fifth (19.5%), 14.3% and 1.3% respondents had monthly income within Tk. 10,001-15,000, Tk. 15,001-20,000 and Tk. <=5000 respectively. Table 2.50: Respondents average monthly income Average monthly income (in Tk.) <=5, ,001-10, ,001-15, ,001-20, >20, Total Source: Field Survey Data Data show (Table 2.51) that more than two fourth respondents monthly income from business was Tk. >20,000 (43.5%). Monthly income from salary/wage was Tk. 5,001-10,000 and Tk. >10,000 equally for 40% respondents where 20% respondents had monthly income of an amount of Tk. <=5000. Monthly income from agriculture was Tk. <=2500 for 62.1% respondents. Table 2.51: Respondents monthly income from different sources Characteristics Frequency Percent Monthly income from business <=5, ,001-10, ,001-15, ,001-20, >20, Total Monthly income from salary/wage <=5, ,001-10, >10, Total Monthly income from rent <=1, >1, Total Monthly income from agriculture <=2, ,501-5, ,001-7, ,501-10, >10, Total Monthly income from others <=2, ,501-5, ,001-7, TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 37 of 54

132 SOCIAL AND RESETTLEMENT ASSESSMENT 7,501-10, >10, Total Source: Field Survey Data Of the 75 respondents (Table 2.52), more than half (54.7%) had more than 25 decimals of land of their own. Around one fifth respondents (21.3%) had a land amount of <=5 decimals own land. More than one fifth respondents (21.3%) had 6-10 decimal land for their own use for residence. Majority of the respondents had a land amounting <= 5 decimal used for business. Table 2.52: Respondents amount of different types of land Characteristics Frequency Percent Amount of own land in decimal <= > Total Amount of own land in decimal used for residence <= > Total Amount of own land in decimal used for business <= Total <= Total Source: Field Survey Data Some 91.4% had an amount of <= 5 decimals of land which may possibly be affected (Table 2.53), followed by 6-10 and >25 decimal respectively reported by 5.7% and 2.9% respondents. It may be mentioned here that all the households will not lose land as because many of them do not have land of their own mainly either they were using father s land, occupied land or tenant, etc. One respondent had more than 25 decimal rented in land where another had more than 25 decimal rented in land used for business purposes. Table 2.53: Respondents amount of different types of land Characteristics Frequency Percent Amount of own land in decimal may possibly be affected <= TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 38 of 54

133 SOCIAL AND RESETTLEMENT ASSESSMENT > Total Amount of other's land in decimal used for other purpose < > Total Amount of rented in land in decimal <= > Total Amount of rented in land decimal used for business <= > Total Source: Field Survey Data One respondent had an amount of <=25 decimal permitted land, one had <=25 decimal used for residence and one had <=25 decimal permitted land which may be possibly affected (Table 2.54). Table 2.54: Respondents amount of different types of land Characteristics Frequency Percent Amount of permitted land in decimal <= > Total Amount of permitted land in decimal used for residence <= > Total Amount of permitted land may be possibly affected <= > Total Source: Field Survey Data Among the respondents, around one fourth had one multi-storied building followed by one storied, semi- pucca, tin shed, and others respectively by 11%, 2.4%, 1.2% and 1.2% (Table 2.55). Among the rented infrastructure, majority reported about multi-storied building (45.1%) followed by one storied (11%), and tin shed (1.2%). As mentioned in other part of the report, almost all the landowners were trying to build infrastructure in their land. One reason is that in that site scope of renting out is very high which enable them to earn more money. Table 2.55: Infrastructures owned Characteristics Frequency Percent Types of own infrastructure Multistoried One storied TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 39 of 54

134 SOCIAL AND RESETTLEMENT ASSESSMENT Semi pucca Tin shed Others None Total Types of rented infrastructure Multistoried One storied Tin shed None Total Source: Field Survey Data Respondents total amount of cost needed to transfer is presented in Table Data show that around half of respondents would need Tk. <=5,00,000 (48.8%), where 4.9% need Tk. 5,00,001-10,00,000. More importantly, 42.7% respondents reported that they need more than Tk. 55,00,000 for complete transfer. Table 2.56: Cost for infrastructure transfer Amount of money in Tk. Frequency Percent <=5,00, ,00,001-15,00, ,00,001-25,00, ,00,001-35,00, ,00,001-45,00, ,00,001-55,00, >55,00, Total Source: Field Survey Data More than one fourth (Table 2.57) respondents reported that their decoration (+ transport cost) would be affected, followed by land (25.6%) and transport cost (20.7%). Majority of the respondents reported that the number of the affected asset would be 1, where 23.2% reported that it would be 2. Majority of the respondents reported that the market value would be Tk. <=1,00,000. In addition, Tk. 5,00,001-10,00,000 and Tk. 1,00,001-5,00,000 were respectively reported by 15.9% and 6.1% respondents. Table 2.57: Possible affect to assets and its market value Characteristics Frequency Percent Name of asset may be affected Electricity Building Decoration Decoration + transport cost Semi pucca Kitchen Land Tin shed Toilet Transport cost TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 40 of 54

135 SOCIAL AND RESETTLEMENT ASSESSMENT Total Number of such assets > Total Market value of transfer cost in Tk. <=1,00, ,00,001-5,00, ,00,001-10,00, ,00,001-15,00, ,00,001-20,00, ,00,001-25,00, ,00,001-30,00, >30,00, Total Source: Field Survey Data Number of fruit and timber trees to be affected is provided in Table It appeared that equally 1.2% respondents reported of Blackberry, Guava, Mango, Jackfruit, etc. Some 60% of the respondents also reported that the number of trees would be <=5; however, equally half of the respondents reported that the market value would be Tk. <=5,000 and Tk. 5,001-10,000. Among the respondents 7 (57.1%) had timber tress; market value was mostly mentioned as Tk. <=5000 by 57.1% respondents, where 28.6% and 14.3% respondents respectively reported the market value to be Tk. 5,001-10,000 and TK. >10,000. Table 2.58: Tress to be affected Characteristics Frequency Percent Name of possibly affected fruit trees Blackberry Guava, Mango, Coconut, Betel-nut of one household Jackfruit Mango None Total Market value in Tk. <=5, ,001-10, >10, Total Name of possibly affected timber tree Khodom Mehogoni Nim Rendi Total Market value in Tk. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 41 of 54

136 SOCIAL AND RESETTLEMENT ASSESSMENT 5, ,001-10, >10, Total Source: Field Survey Data Data presented in Table 2.59 show the types of business that the people have. It shows a wide variety of their business what they have now. Since the area is adjacent to the present passenger terminal the site is the main small business area and everybody was trying to make best use of that. Table 2.59: Distribution of affected businesses Name of business Frequency Percent Money Change Whole sellers Bus Counter C & F Confectionary Export and Import Enterprise Export Fishery Garage Hotel Mobile phone shop Grocery Pharmacy Salon Stationery Tea shop Transport business Others Total Source: Field Survey Data Data presented in Table 2.60 reveals that number of employees would be 1, 2-5 and >5 respectively who would lose their job. One third of respondents reported that the monthly income would be affected to Tk. <=5000. More than one third respondents reported that the average monthly selling to be affected was Tk. >2,50,000. Table 2.60: Number of employees and monthly income to be affected Frequency Percent Number of employees > Total Monthly income of employees >=5, ,001-10, ,001-15, TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 42 of 54

137 SOCIAL AND RESETTLEMENT ASSESSMENT 15,001-20, >20, Total Average monthly selling <=50, ,001-1,00, ,00,001-1,50, ,50,001-2,00, ,00,001-2,50, >2,50, Total Source: Field Survey Data Data revealed (Table 2.61) that 2 family members will move away elsewhere voluntarily if the project is implemented where 63.6% reported that it would be one. Majority opined that transfer will be against their will (56.1%). Table 2.61: Willing to transfer Frequency Percent Number of family members will move away elsewhere if project is implemented > Total Transfer against will Yes No Total Source: Field Survey Data Nature of vulnerability has been presented in Table Data show that 28.0% of the respondents were more than 65 years old, where 26.8% were living under poverty line. Of 22 people living under poverty, 12 reported that they were living under poverty for <=5 years where another 10 were living under poverty for more than 5 years. Importantly, 48.8% in passenger terminal were dependent on others as usual. Table 2.62: Vulnerability among the people Characteristics Frequency Percent 65+ years old people People living under poverty Year of living under poverty <= > Family head but physically weak - - Female household head - - Widow/divorced - - Dependent Source: Field Survey Data TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 43 of 54

138 SOCIAL AND RESETTLEMENT ASSESSMENT Data presented in Table 2.63 revealed that more than two third of respondents reported that there will be permanent impact on infrastructure. Affect to one infrastructure was reported by 57.1%, followed by 3, 2, 4, 5 and >5 respectively reported by 16.3%, 10.2%, 13.9%, 8.2%, 4.1% and 4.0% of respondents. Around one third respondents reported that market value would be Tk. <=1,00,000, where 18.4% and 16.3% reported that it would be Tk. 1,00,001-15,00,000 and Tk. >20,00,000. More than two fifth respondents reported that a total of % infrastructure would be affected while 33.3% reported that the percentage of affected infrastructure would be <=20. Table 2.63: Permanent impact on infrastructure Characteristics Frequency Percent Permanent impact on infrastructure Yes No Total Affected infrastructure in number > Total Market value <=1,00, ,00,001-5,00, ,00,001-10,00, ,00,001-15,00, ,00,001-20,00, >20,00, Total Percentage of total asset may be affected >= Total Source: Field Survey Data Among the respondents, 45.1% reported that there would be permanent impact on land while 54.9% reported no permanent impact on land (Table 2.64). Of the 37 respondents, 91.9% reported that the amount of affected land would be <=5 decimal followed by 6-10 (5.4%) and >10 decimal (82.7%). Around half of the respondents reported that the market value would be Tk. <=10,00,000 while 37.8% reported that it would be Tk. 10,00,001-20,00,000. Majority reported that % of land would be affected where 35.1% reported that it would be <=20%. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 44 of 54

139 SOCIAL AND RESETTLEMENT ASSESSMENT Table 2.64: Permanent impact on land Characteristics Frequency Percent Permanent impact on land Yes No Total Affected land in amount (in decimal) <= > Total Market value <=10,00, ,00,001-10,00, ,00,001-30,00, ,00,001-40,00, >40,00, Total Percentage of total asset may be affected <= Total Source: Field Survey Data Among the respondents some 59.8% reported that there would be permanent impact on income while 40.2% reported that there would be no permanent impact on income (Table 2.65). Of the 49 respondents, 59.2% reported that the market value of the affected assets would be Tk. >15000 where 22.4% reported that it would be Tk. 5,001-10,000. Majority of the respondents reported that a total of 41-60% of income would be affected while 18.4% reported that it would be 21-40%. Table 2.65: Distribution of permanent impact on income Characteristics Frequency Percent Permanent impact on income Yes No Total Income amount 5, ,001-10, ,001-15, >15, Total Percentage of total income to be affected <= TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 45 of 54

140 SOCIAL AND RESETTLEMENT ASSESSMENT Total Source: Field Survey Data Data presented in Table 2.66 reveal that 40.2% would have permanent impact on employment while only 59.8% reported that there would be no permanent impact on employment. Of the 33 respondents, 97% reported that <=5 persons would be affected in terms of employment while 3% reported that it would be more than 5. Around one third respondents reported that market value would be Tk. 10,001-20,000 where 24.2% reported that market value of the affected employment would be Tk. <=10,000. Majority reported that a total of percent of employment would be affected where 21.2% reported that it would be %. Table 2.66: Impact on employment Characteristics Frequency Percent Permanent impact on employment Yes No Total Affected in number <= > Total Financial affect <=10, ,001-20, ,001-30, ,001-40, ,001-50, >50, Total Percentage of total earning may be affected <= Total Source: Field Survey Data Among the respondents, some 98.8% (Table 2.67) reported that there would be no permanent impact on institute or farm. The affect would be 61-80%. Table 2.67: Impact on farm or institute Characteristics Frequency Percent Permanent impact on farm or institute Yes No Total Affected in number TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 46 of 54

141 SOCIAL AND RESETTLEMENT ASSESSMENT <= Total Market value <=10, Total Percentage of total asset may be affected Total Source: Field Survey Data Some 92.7% reported that they would be able to utilize their skill if transferred (Table 2.68) where 28.0% reported that they want to achieve other skills. In addition, 26.8% reported that they want to be trained once they have been transferred. Table 2.68: Utilization of skill Characteristics Frequency Percent If transferred, do you think that you can utilize your skill Yes No Total Do you want to achieve other skills Yes No Total Do you want to be trained Yes No Total Source: Field Survey Data Total cost of transfer of the assets shows (Table 2.69) that for three sites Tk. 1,089,923,500 (US$ 14,728,695) would be required. It may be mentioned here that during survey most of the respondents were trying to over report the value of the structure. One official of the BLP also mentioned that the cost of the building always paid high by the department as because whatever amount they paid for the structure even they could not get back 10% value of the same from the salvage of the buildings. But the public sentiment also in favour of realizing the maximum value of their assets as the transfer of the same is totally involuntary. They claimed value of their assets based on future potential use of that land or buildings. Table 2.69 Total cost needed for transfer Name of the site Total Households Total transfer cost (Tk.) Choto Achda Gram or Proposed Bangladesh ,015,500 Truck Terminal Area Bodo Acdra Gram or Indian Truck Terminal ,353,000 Indian border side Boro Achda Chowdhury market or Immigration ,555,000 area Total 1,089,923,500 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 47 of 54

142 SOCIAL AND RESETTLEMENT ASSESSMENT 2.5 FGD Findings All the participants in the FGDs reported that those who live or do business in the area will be affected; however, businessmen will be especially affected as their income source will be affected and ceased to exist. But unexpectedly FGD participants in Boro Achra West side reported that they did not know that the project would be implemented in their area. However, they reported that farmer and businessmen will be affected due to project implementation. Participants in Boro Achra Chowdury market reported that a total of family will be affected, whereas such family numbers were to some extent lower in Choto Achra. In Choto Achra, participants in FGD reported that the affected family might be in the area. FGD in Boro Achra village revealed that a total of households, around 30 businessmen and 25 employees will be directly affected by the project. However, participants in all three FGDs reported that there are no aboriginal or ethnic minority in the locality Current Advantages Participants reported that at present there are employees working in the area, communication system is good, children are going to schools, tenants have office near to their home and all the family members are living together. One of the participants reported: I have three school going children. School is situated near to our home. As a result, they alone can go to school. As I spend most of my times in business and farming and as my wife also support my business and agricultural farming, none of us could provide time to children in taking them to school. Another participant who regularly goes to office reported: I am working for a local firm. I have to go to office regularly. As I live near to the office, I can easily go to office within minutes...as a result, I can concentrate to other family works that are necessary to do because I am the only male member of the family with two sisters and mother Current Disadvantages Those who are currently living near to project wall are suffering from malodor or bad smell generated from the project activities. In addition, there are familial problems like family conflict but when they will get money it is likely that they would live separately without conflict. Participants in FGD held in Boro Achra village believed that if the project accredits graveyards, and if trucks and other transports go on it and if toilets are established above on graveyards, the soul of dead ancestors will suffer. Participants further revealed that those who live near to the wall, they suffer from different unexpected events like disturbances at night from thieves and local touts. One of the participants elaborated this issue as follows: I am living near to the wall for several years; here we are victim of thieves who steal different household items from different households. Sometimes their disturbances turn into a severe problem... In addition, several local touts in this locality create disturbances to the people living in the area near to the wall. Mainly they do illegal business at night crossing the Indian border. Since the activity at night increases over the wall people living near to the wall cannot sleep well Benefits from the Project Participants reported that if project is implemented there will be no benefit for local people. They emphasized that the project implementation would bring positive outcome for the country and other people; particularly, it would create better communication facilities, expand port development, increase business activities, increase tax for Government, reduce sufferings of the passengers and create recreational facilities. To some extent different information related to the benefits of project were found in FGD held in Boro Achra village compared to other FGDs held in Boro Achra Market and Choto Achra village. Participants reported that if project is implemented there will be less chance to import Indian products through illegal means as in the border areas there will be tight security after TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 48 of 54

143 SOCIAL AND RESETTLEMENT ASSESSMENT project implementation. In addition, they reported that traffic jam will be reduced as width of road will be increased, different products will be kept in safe places because of increased number of sheds, and prices of land will increase and hence local land owners will be benefited due to the project Negative Consequences of the Project Participants in FGDs reported that if project is implemented, all the people living or doing business would suffer to some extent. Participants particularly focused on different negative outcomes of project implementation such as: (1) some people would be homeless due to the loss of current home (2) fruit trees have to be cut off (3) graveyard of ancestors will be lost (4) long built society or community will be broken/separated (5) it would be tougher for them to get the expected amount from Government as they have to bribe and wait for a long period of time to get compensation (6) it is unlikely to get a good home in future (7) tenants will suffer in terms of going to office from home as currently they are living near to office (8) some people will lose their jobs including C & F employees (9) house owners will lose their homes (10) income will be reduced (11) owners of rickshaw garage will be negatively affected (12) fish businessmen will also suffer (13) tea stall owners will be affected. Participants in Boro Achra village further reported that if they migrate to another place, it would take 4-5 years to resettle there. By this time, they will face different negative consequences like uncertainly in setting up new business or income generating activities, finding out similar business especially the types of businesses that they are currently expert and getting back their money which are currently due to several clients against products sell. One of the participants doing business of iron and cement reported: I am doing business for more than 20 years. I have invested Tk. 12 lakhs. Often we have to sell rods and cements on credit to the customers. Sometimes we get money back immediately but sometimes it takes several years to get all the money back...at present, I sold product to the tune of five lakhs taka to the customers. I think I would get back this money after several years...if I migrate to another place, it would be almost impossible to get money back from my customers. I am frustrated due to the project, as it would take me away from the current location. Participants further reported that they will also suffer from indecision in terms of making new plans for their business as well as other economic and non-economic activities which they considered to be affected if they migrate to another place. Negative consequences were further mentioned by participants. They reported that if they migrate to another area they may not get equal social status to arrange marriage for their daughter to similar status the family is currently holding. An unemployed old participant in Boro Achra village reported: I have two daughters and two sons. Daughters are nearly at the age of marriage. I am thinking of arranging their marriages with brides of good families. At the current location, I have familiarity with the other people in the locality as well as other locality because this is my ancestors home. I am also an honored person in this area...if I migrate to another place there will be many problems in making our family a prestigious one. I am really hopeless in the sense that I may not be able to arrange marriage for my daughters when I would migrate to another location... (Indicating towards the interviewer) You also know that good family always seek another family with family pride when someone comes to marry. How can I establish family pride in new area? TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 49 of 54

144 SOCIAL AND RESETTLEMENT ASSESSMENT Negative Consequences to Minority/Marginal Groups Some of the participants were not aware about the project. Some of them reported that they don t know what would be done in the acquired land by the Government; nevertheless, some of the participants reported that they knew about the potential project before while some knew during the FGD. All the participants reported that cobbler, tailors, confectionary owners, garage owners, tea stall owners, saloon owners, and other day laborers would suffer temporarily but when project will be implemented new opportunities will be created in the port area. As a result, people from these groups will get opportunity there. In Boro Achra village it was reported that 50-60% day laborer were there in the village who could regularly work in the port area. However, they are scared whether they would be able to do the same job on regular basis if they shift to another place Ways to Tackle Negative Effects Participants reported that in no way it would be possible to compensate 100% loss caused by the project implementation; however, there are many ways to minimize the impacts and maximize probability to tackle the adverse impacts. The ways include: (1) information should be provided prior to 2 years of project implementation but some of them especially in Boro Achra village mentioned that compensation should be paid 2-3 years prior to the project (2) providing all necessary monetary compensation prior to 1 year of project implementation without any bribe and unnecessary harassment (3) creating opportunities for the local affected people to get job in the port (4) rehabilitating affected homeless people; and (5) providing compensation in such a way so that they can buy new land for making home with equivalent price of the affected area. Participants suggested that measures should be taken so that local people who will live outside the project in future will not be likely to suffer from malodor or bad smell; people should not suffer in getting their compensation from the Government; acquired land is properly used for the greater benefit of the country; local people are aware about project implementation prior to 2 years; and Government should consider them on priority basis for the work opportunities in the port. 2.6 Findings from Public Consultations Potential Benefits of the Project If project is implemented, the port would be beautiful, resulting in frequent people s movement in the port from both Bangladesh and India for business as well as recreation purposes. Moreover, business will be increased, which, in turn, would create opportunity for drivers, day laborers, as well as increase some shops and many people would be able to get works. Some participants mentioned that land acquisition near to wall would benefit people living near to that. One of the participants reported: At present, people who have home near to the wall will be benefited the most. Because people usually do not take rented home there due to disturbances by the smugglers Around 50-60% of people living near to the wall are not interested in staying in this place. If government acquires that land, it will benefit the people living there. Some of the participants in the public consultation whole-heartedly supported the view that project implementation would not create any positive impact on the local rather it will only make the port environment good looking which may consequently lead to passengers comfort. However, in opposite to that some of them were in favor of opportunities. They mentioned that project implementation would create new work opportunities in port and hence it would provide them more scope. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 50 of 54

145 SOCIAL AND RESETTLEMENT ASSESSMENT Negative Impacts of Project Implementation Project implementation will cause lost of fruit trees, agricultural crops, fisheries and land for family vegetables. Due to the lost of home ground, women would also lose their income generating opportunities in the new locality temporarily or even permanently. Many women especially those who were living near to the Bazaar area were likely to lose their current working opportunities such as cooking in restaurant, poultry business, vegetable business and non-permitted selling of Indian clothes to local Bazaar. Consequently, inability to stay in the current locality due to project implementation will, in turn, create further pressure on the male family members income through losing women s scope for work. Participants in public consultation reported that it is not possible to buy home again after losing the current one. This is because those who have larger amount of land will get higher amount of money from government, whereas those having smaller amount of land will get minimum amount of money from the Government. With meager amount of money, it would be impossible to buy new home, consequently, they would not get place for living. A participant reported: I am a day laborer; I buy foods for my family members working on regular basis. I have only one home in my land but I have no more lands. If project takes away my present land, I will get meager amount of money. With this amount of money, it will be impossible to buy a new home in new area. This is because cost of new home may be higher elsewhere compared to our locality. Those who have power would be able to ensure their money from Government but those who do not have that and are poor may not be able to ensure their compensation. One of the participants reported: If I lose my home due to the project, I may not be able to get exact amount of compensation from the Government. This is because I do not have power to ensure getting due amount. But those who have power are able to ensure getting their compensation from Government In the past, Government acquired lands in this area two times. I saw that people with less power could not manage their compensation from the Government as they could not maintain lobbying and necessary bribe. But those who could provide bribe, manage their money from Government As far as I know, still there are some people who have not yet got their compensation from the Government. Location was another important consideration to the people. At present they are living in a good locality; nevertheless, it is likely that when locality would be changed due to project implementation, it may not be possible to get a business facility at the new locality. As a result, income would likely to reduce largely which, in turn, could create financial crisis in their family life. More importantly, some of them will not be able to set up a new business. One of the participants reported: If business is closed due to project implementation, it would not be possible to easily set up the same business elsewhere. I am doing business taking loan from a local NGO. I have to spend money for many purposes like providing education cost to my children, family expenditure and others. Together, I have to spend much more money... More importantly, I am doing business here for the last 10 years. As a result, sometimes I have to sell products on credit... If I migrate to elsewhere, it would be almost impossible to get back the due. Participants also reported that agricultural land will be reduced as a consequence of making new homes. They indicated to two of the ponds used for fish cultivation and reported that both of these ponds will be lost Special Impacts on Shops, Business and Home Some of the participants in public consultation of Choto Achra village reported that there will be no special impact on any profession or work due to project implementation. However, some participants reported that there are around 100 shops in Boro Achra Chowdhury Market. As a consequence of TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 51 of 54

146 SOCIAL AND RESETTLEMENT ASSESSMENT project implementation, these businessmen will lose their business; additionally, employees of those business firms, reportedly 2 to 3 in each business firm, will lose their jobs. Similarly, those who have home within the project area would lose their homes; in addition, tenants of those houses must have to move out from their current rented homes. A participant reported: Around 30 shops/business firms will be closed due to project implementation. In addition, employees will lose their jobs Around families in Boro Achra village have to shift to elsewhere but 60-65% of them have no home elsewhere. As a result, they will be homeless. Another participant in a public consultation reported: Almost all the people will suffer except those who have home elsewhere will not face severe problem. But problem will be mountainous for those who have no home elsewhere Ways to Mitigate Negative Impacts Participants in the public consultation reported that local mass people will neither cause any protest against project implementation nor go against the Government, provided they get their exact compensation and other allowances as deserved. Some political leaders may create a political issue in preventing the project implementation to make their opponents weak. However, legal action against a few outsiders who are interested to push through the agenda in favor of their political leaders, would remove that problem. Participants in the public consultation suggested Government for providing due compensation without any harassment and taking bribe, and necessary allowances to the affected people in the project area. Particularly, Government should provide some extra amount of money to the affected businessmen to set up their business anew, to tenants to pay some extra cost to change rented homes, to market owner to reestablish market elsewhere, and to home owners to reestablish their lost homes in a new area. One of the participants in public consultations commented: Government should prepare a list of potentially negatively affected people so that Government can provide work opportunity to these people when work opportunities would be created in the port. Participants in the public consultation suggested that for preventing waste of compensation money by the affected people, reestablishing their homes in new area and investing money in income generating activities would be the best solution. Some of the participants suggested for earlier notice, especially 2-3 years prior to project implementation so that affected people can get time to shift. Another participant opined: If government secretly inform affected people about the time of project, and provide necessary finance to the affected prior to project implementation, it would be easier for the people to establish home elsewhere and find out a new business in the new locality. Participants also emphasized on planning by the local people about the ways to mitigate the adverse affects. One participant commented: Now it is time for all of us to make plan about where to go when project would be implemented We should also make plan regarding children s education, efforts to stay close to work station, making better relationship among the relatives so that they can come forward to cooperate when necessary Dialogue with Local People Around five people led by local commissioner came to the investigators on when they were collecting information on the project. They prevented the data collectors to collect data from Boro Achra village for the study. The data collectors then invited all the data collectors in that locality to discuss about this issue. Together the data collectors met with the people who prevented them collecting data. The local people led by the local elites discouraged them to collect data in future in TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 52 of 54

147 SOCIAL AND RESETTLEMENT ASSESSMENT that area. They also raised different questions including permission of data collection. In response the investigators made them understand about permission and also informed that the data collection was completed in most parts of the area. But they did not heed to any arguments rather they warned not to collect data from Boro Achra village. They provided an example of Arial Bill where local people protested government initiatives to construct an air port. Local people of that village also warned the investigators saying that if need be we (local people) will be united and force Government to withdraw this project. On the same day (02/04/2011) they decided to invite a meeting among the villagers to let the investigators know whether investigators would be allowed to collect data there anymore. When investigators started going to them in the morning to know about their decision, around people of that village were coming towards port through zero point. In their possession, they made different slogans like We will not give land of Boro Achra village, we will not leave our ancestors home, we will not permit data collector to enter this village, etc. Immediately after that procession, the investigators discussed this matter with local elected commissioner so that they can come to a positive decision. The commissioner responded that he would let the investigators know about the decision in the evening. Instantly, the investigators set down in a meeting with port authority and share everything with them. They said that as the local people took time to decide about this issue, investigators should wait until the decision comes. As suggested, investigators went to the village to know the decision but did not find them in the village. Later on investigators met with non-political people and discussed with them about everything that happened which was led by the local political leader-cum-commissioner. But the non political people agreed to provide necessary information. Suddenly commissioner called upon the investigators over phone and threatened them not to do any data collection work in that village. As local non-political people heard of this dialogue, they informed the investigators that they can collect data. The investigators noticed that some villagers led by commissioner came to them again, stopped the meeting and took them away with them. Immediately the investigators discussed with them and they informed the investigators about their decisions. They said that if Government considers their demands, they will permit data collection work there. The demands were: 1. Government must pay Taka 500,000 for per decimal of land, 2. Government must stop harassment and provide more than exact compensation, 3. Money must be paid in local bank. In this regard, money for all assets must be paid together so that people can get their money at a time, 4. Government must specify the amount of land necessary for the project One of the local people reported; As per the first information regarding the land acquisition, we came to know that Government will take land of only East Side of Boro Achra village. In the East Side, there are non-local people living with multi-storied building and there are business activities. But relatively in West Side of the village, villagers are mostly poor and do not have good house or large business. More importantly, we are local people and have graveyard of all ancestors. As a result, if Government considers all these things and come to meet with the local people, we will permit data collectors to work here. In response, the investigators discussed about the villagers decision with the port authority. Port authority suggested for making a report on the basis of the current data and field observations. During the whole period persons from BLP including Director, Assistant Director and Sub-Assistant Engineer tried their level best to negotiate with the villagers but some villagers of Boro Achra village were rigid under the leadership of Ward Commissioner. The BLP authority also communicated to the Deputy Project Director in Dhaka office for their directives. The Dhaka Office also suggested having TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 53 of 54

148 SOCIAL AND RESETTLEMENT ASSESSMENT negotiation with the villagers. Finally, as per verbal decision from the port authority the investigators stopped collecting data from that village. The investigators also collected the basic data about the area where survey was not allowed. 2.7 Conclusions The SIA suggests that a huge adverse impact would be there in the case of BLP. As per master plan except Boro Achra village development works in all other areas would be allowed. Although affect would be there in all other areas, still people of most parts are ready to allow development on some conditions as mentioned above in the report. Affect would be very high if the project goes for acquiring more land from either side of the port as the land around the present port are densely populated which is evident in the house to house survey. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 54 of 54

149 CLIENT: ASIAN DEVELOPMENT BANK Appendix 2: Initial Environmental Examination Mongla Port and Benapole Land Port TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT

150 INITIAL ENVIRONMENTAL EXAMINATION INITIAL ENVIRONMENTAL EXAMINATION FOR PORT AND LOGISTICS EFFICIENCY IMPROVEMENT PROJECT IN BANGLADESH Table of Contents Executive Summary... xi Chapter 1 Background Background Initial Environmental Examination (IEE) Structure of IEE Report Chapter 2 Policy, Legal & Administrative Framework Conclusion Chapter 3 Description of the Project Need for the Project Basic Objective Location of Project Details of Improvement Proposals Proposed Improvements at Benapole Port MonglaPort Improvement Proposals Cost of Project Implementing and Executive Agencies Chapter 4 Description of the Environment Preamble Physical Environment Natural Biological Environmental State of Biodiversity in Bangladesh Methodology for Biodiversity Assessment Status of Flora Migratory/Winter Birds Socio-Economic Environment Benapole Land Port Site Mongla Port Site Chapter 5 Anticipated Environmental Impacts and Mitigating Measures Environmentally Insignificant Issues Environmentally Significant Issues /Valued Environmental Component (VEC) Topography Environmental Impacts and Mitigations Impacts Mitigation Measures TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 2 of 201

151 INITIAL ENVIRONMENTAL EXAMINATION 5.4 Impacts and Mitigations on Soil Impacts Mitigation Measures Ambient Air Quality Impacts Mitigation Measures Noise Levels Impacts Mitigation Measures Water Quality Impacts Mitigation Measures Aquatic Ecology Impacts Mitigation Measures Positive Environmental and Economic Benefits Conclusion Chapter 6 Analysis of Alternatives No Project Scenario Project Scenario To Improve Efficiency of Other Ports of the Country Comparison of Alternatives Conclusion Chapter 7 Information Disclosure and Consultations Introduction Objectives Methodology Adopted for Public Consultations Stages and Levels of Consultation Contents Location Wise Summary of Consultations Public Consultation at Benapole at Market Close to International Border on Public Consultation at Benapole near Custom office close to International Border on Public Consultation at Mongla Port on 3rd May Addressal of Public Concerns in the Project Design Conclusion Chapter 8 Grievance Redress Mechanism TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 3 of 201

152 INITIAL ENVIRONMENTAL EXAMINATION Chapter 9 Institutional Requirements, Environmental Management and Monitoring Plan Institutional Requirements Environment Monitoring Plan Environmental Management Plan (EMP) Environmental Management Plan Cost Chapter 10 Findings, Recommendation and Conclusion Findings LIST OF TABLES Table 2-1: National Legal Instruments Table 2-2: Notified & Protected Areas of Bangladesh Table 3-1: Summary of Requirements of Proposed New Sheds Table 3-2: Evaluation of engineering measures Table 3-3: Maintenance dredging in Mongla Port area Table 3-4: Summary of received bathymetry charts Table 3-5: Status of collected water level data Table 3-6:Summary of primary data collection Table 3-7: Maximum Discharge during Flood and Ebb at Different Table 3-8: Summary of Cross Sectional Geometry and Average Accretion/Erosion Table 3-9: Summary Of Cross Sectional Geometry and Average Accretion/ Erosion3-81 Table 3-10: Summary Of Cross Sectional Geometry and Average Accretion/ Erosion Table 3-11: Summary Of Cross Sectional Geometry and Average Accretion/Erosion Table 3-12: Summary of Cross Sectional Geometry and Average Accretion/Erosion Table 3-13: Summary of Cross Sectional Geometry and Average Accretion/Erosion Table 3-14: Summary of Cross Sectional Geometry and Average Accretion/Erosion Table 3-15: Summary of Cross Sectional Geometry and Average Accretion/Erosion Table 3-16: Change in Range of Depth in the Proposed Navigation Channel for Capital Dredging TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 4 of 201

153 INITIAL ENVIRONMENTAL EXAMINATION Table 3-17: Dredging Channel Dimension and Dredged Volume (7.5 M Draft Vessel) Table 3-18: Geo-Reference of Navigation Route in Pussur River from Sabur Beacon Turning Basin to Base Creek Table 3-19: Dredging Channel Dimension and Dredge Volume (8.0 M Draft Vessel) Table 3-20: Summary of Identified Capital Dredging for 9.0 M Draft Vessel in the Approach Channel Table 3-21: Summary of Identified Capital Dredging for 8.5 M Draft Vessel in the Approach Channel Table 3-22: Geo-Reference of Navigation Route in Approach Channel to Pussur River Table 3-23: Specification of the Guide Bundh Opposite to Jetty Area Table 3-24: Specification of the Guide Bundh near Inner Bar Table 3-25: Priority Projects for Improvement of Mongla Port Table 3-26: Summary of Project Investment Cost Table 3-27 Component Wise Cost Estimate of Benapole and Mongla Port Table 4-1: Ambient Air Quality at Benapole Port and Surroundings Table 4-2: Ambient Air Quality at Mongla Port and Surroundings Table 4-3: Soil Quality at Benapole Port and Surroundings Table 4-4: Soil Quality at Mongla Port and Surroundings Table 4-5: Ground Water Quality in Benapole area and Surroundings Table 4-6: Ground Water Quality in Mongla Project Area Table 4-7Ground Water Quality in Mongla Port Area and Surroundings Table 4-8: Surface Water Quality of Pussur River at Mongla Port Table 4-9 Noise Levels in Benapole Port Area and Surroundings Table 4-10Ambient Noise Levels in Mongla Port Area and Surroundings Table 4-11: Status of Higher Vertebrates of Bangladesh Table 4-12: List of Plant species in the Project areas Table 4-13: Locally available bird species in the project area Table 4-14: Locally available wild animal species Table 4-15: List of Fish Species Locally Available in the Table 4-16: The Molluscan fauna found in the project area Table 4-17: List of Surrounding Villages, Area, Households and Population Table 4-18: Demographic Profile of Surrounding Villages and Jessore District Table 4-19: Sources of Drinking Water Supply and Type of Sanitation Facilities in Benapole and Surrounding Villages Table 4-20: Major Demographic Characteristics of the Project Area (2001) TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 5 of 201

154 INITIAL ENVIRONMENTAL EXAMINATION Table 4-21: Age Structures of Population in Board Age Group Table 6-1: Comparison of Alternatives Table 0-1: Addressal of Public Issues and Concerns under the Project Table 9-1: Environmental Monitoring Plan Table 9-2: Environmental Monitoring Budget (Construction and Operation Phase) Table 9.3-1: Environmental Management Plan (EMP) Table 9.3-2: Environmental Budget LIST OF FIGURES Figure 2-1: Protected Areas of Bangladesh, Source: Department of Forest Figure 3-1: Construction view of sand drain Figure 3-2: Sheet pile wall typical cross section Source: Internet Figure3-3Action of Groynes Source: Internet Figure 3-4: Revetment structure Source: Internet Figure 3-5: Slope protection using reinforced concrete slabs Figure 3-6: Geotextile filter mattress Figure 3-7: Straddle Carrier Operations Figure 3-8: Water Level variation at Mongla Port Figure 3-9: Depths of Pussur River (Hiron Point to Diraj) based on IWM survey Figure 3-10: Modelled Area Showing Bathymetry and Flexible Triangular Computational Mesh Figure 3-11: Model bathymetry based on March 2003 survey transects Figure 3-12: Model bathymetry based on March 2011 survey transects Figure 3-13: Measured and simulated water level in the Pussur River Figure 3-14: Discharge calibration in the Pussur River and Rupsha River Figure 3-15: Water level variation at Mongla Port Figure 3-16: Maximum depth average velocity of Pussur channel during dry and monsoon Figure 3-17: Predicted Erosion and Deposition Pattern Figure 3-18: Bed level in the Pussur River from Maidara to Akram Point in 1995 and Figure 3-19: Bathymetry of the entrance of the Pussur River based on the March 2003 surveyed bathymetry Figure 3-20: Morphological changes from Digraj to Mongla over 3 years (Chart 9) Figure 3-21: Morphological changes from Mongla to base creek over 5 years TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 6 of 201

155 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-22: Morphological changes from Joymonirgol to Harbaria over 5 years (Chart-7) Figure 3-23: Morphological changes from D souza Point to Mazhar Point over 2 years (Chart-6) Figure 3-24: Morphological changes from Cheilabogi Khal to Sundarikota over 2 years (Chart-5) Figure 3-25: Morphological changes from Sundarikota to Kagaboga khal over 1 year (Chart-4) Figure 3-26: Morphological changes from Jafar Khal to Tinkona Dwip over 3 years (Chart-3) Figure 3-27: Morphological changes from Tinkona Dwip to Hiron Point over 3 years (Chart-2) Figure 3-28: Bathymetry 2005 between Jefford Point and Fairway Buoy Figure 3-29: Bathymetry 2008 between Jefford Point and Fairway Buoy Figure 3-30: Bathymetry 2009 between Jefford Point and Fairway Buoy Figure 3-31: Change in bathymetry, between Jefford Point and Fairway Buoy Figure 3-32: Change in bathymetry, between Jefford Point and Fairway Buoy Figure 3-33: Depth of Pussur River below chart datum from Diraj to base creek based on March Figure 3-34: Depth of Pussur River below chart datum from Joymonirgol to Kagaboga khal based on March 2011survey Figure 3-35: Depth of Pussur River below chart datum from Kagaboga Khal to Hiron Point based on March 2011 survey Figure 3-36: Depth of approach channel to Pussur River below chart datum from Hiron Point to airway Buoy based on Mongla Port Authority survey Figure 3-37: Dredging locations and alignment in the navigation access channel for 7.5 m draft vessel based on IWM 2011 survey Figure 3-38: Dredging locations and alignment in the navigation access channel for 8.0 m draft vessel based on IWM 2011 survey Figure 3-39: Layout of spoil disposal area Figure 3-40: Proposed Navigation Route with required Dredging Locations in the Approach Channel at outer Bar Figure 3-41: Depth profile along proposed navigation route starting from 6.7 km north-west of fairway buoy Figure 4-1: Bio-Ecological Zones of Bangladesh TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 7 of 201

156 INITIAL ENVIRONMENTAL EXAMINATION TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 8 of 201

157 INITIAL ENVIRONMENTAL EXAMINATION WEIGHTS AND MEASURES C : degree Celsius db(a) : decibels measured in the audible noise bands Ha : Hectare km : Kilometre m : Meter m 3 : cubic meter kg : Kilogram mg/l : milligram per liter T : Ton TPA : Tonnes per annum TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 9 of 201

158 INITIAL ENVIRONMENTAL EXAMINATION Executive Summary x TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 10 of 201

159 INITIAL ENVIRONMENTAL EXAMINATION Executive Summary Initial Environmental Examination (IEE) 0.1 BACKGROUND OF THE PROJECT In order to provide impetus to the economic growth and to increase import and export trade Government of Bangladesh intends to improve the efficiency of existing Benapole and Mongla ports with the assistance of ADB. These improvements will include creation of additional logistics and infrastructure facilities. The project has been named as Port and Logistics Efficiency Improvement Project. This creation of facilities will lead to some adverse impacts on various components of environment during construction and operation phases. In order to mitigate these adverse impacts and to comply with the requirements of policy of Asian Development Bank Initial Environmental Examination has been taken up to integrate environmental mitigation measures in the project design as part of TA 7389-BAN BASIC OBJECTIVE The basic objective of the project is to identify the constraints at both Ports and to suggest improvements at both locations for efficient and increased handling of Cargo, 0.3 BRIEF FEATURES OF IMPROVEMENT PROPOSALS The details of improvement proposals have been discussed in the Chapter-3. The major improvements at Benapole include relocation of rail line, creation of car parking area, improvement of drainage inside the port, Construction of Bangladesh Truck Terminal, additions of warehouses and suggestions for simplified documentation for savings in time, etc. The improvement proposals at Mongla port include efficient movement of barges in the channel through improvement in draft by constructing guide bunds, improvements of mooring, and parking facilities of barges at Port area, and suggestions for simplified documentations for savings in time INITIAL ENVIRONMENTAL EXAMINATION (IEE) STUDY IN THE PROJECT This report covers the Initial Environmental Examination (IEE) of the planned improvement proposals as per terms of reference of the Consultants and guidelines given by Asian Development Bank and Ministry of Environment & Forests, Govt. of Bangladesh. The IEE has been included in project preparation to streamline environmental issues in project design. Environmental considerations are an integral part of project preparation. The mitigation measures have been provided in IEE report for all identified adverse environmental impacts. The detailed designs of improvement proposals planned both at Benapole and Mongla have been closely coordinated with the preparation of report. The IEE preparation led to the identification of potential environmental hot spots TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 11 of 201

160 INITIAL ENVIRONMENTAL EXAMINATION and feasible remedial measures (including avoidance, and mitigations) which are included in the Environmental Management Plan (EMP). 0.5 TYPE OF PROJECT For projects with potential to have significant adverse environmental impacts (Category A) an environmental impact assessment (EIA) is required. Category B projects are judged to have some adverse environmental impacts, but of lesser degree or significance than those for category A projects. Category B projects require an Initial Environmental Examination (IEE) to determine whether or not significant environmental impacts warranting an EIA are likely. If an EIA is not needed, the IEE is regarded as the final environmental assessment report as is the case for the current project. No endangered species of flora & fauna are reported in project area and immediate surroundings. Thus the present project has been considered under category B as per ADB definition. Environmental clearance is required from the Ministry of Environment Government of Bangladesh for specific projects. The Government of Bangladesh has issued National Environment Policy 1992 with an aim to ensure environmental consideration in all developmental activities. This policy makes environmental impact assessment necessary for all projects. The environmental clearance certificate is required from the DoE. As per the assessment of Consultants none of the project components need environmental clearance. 0.6 NEED FOR THE PROJECT The port efficiency improvement will lead to increased cargo handling both at Benapole and Mongla. This increased cargo handling will result in faster transport of goods and increased export. This will result in increased earnings of foreign exchange. There will be increased direct and indirect increased employment opportunities. The Government of Bangladesh has to exploit a huge potential of Export with Government of India. This can be achieved from Benapole land port as currently almost entire export is handled from Benapole. At Mongla port there is main import of automobile vehicles (luxury cars), food/grain commodities and other value added products. The foreign investors will be more attracted to Mongla Export Processing Zone due to increased efficiency. The industrialisation in port surroundings will provide more employment opportunities. 0.7 PROJECT LOCATION AND SIZE The Benapole land port is located at a bordering town Benapole in Jessore District of Khulna Division. This is around 150 km from capital city of Dhaka and about 76 km from Khulna. The Mongla port is located in Mongla Upazila in Khulna division. The Mongla port site is located at a distance of about 30 km from Khulna city. 0.8 CATEGORY OF PROJECT TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 12 of 201

161 INITIAL ENVIRONMENTAL EXAMINATION The Port and Logistics Efficiency Improvement Project has been categorised as Category B as there are no significant impacts during construction and operation phases 0.9 DESCRIPTION OF ENVIRONMENT Physical Resources Determination of baseline conditions of natural and physical environmental components along project route is vital for robust impact assessment. The components of the environment for which the information has been collected are described in the following subsections Climate Like other parts of the country both the project areas experience a tropical monsoon climate. Four main seasons namely winter (December-February), summer (March-May), monsoon (June-September) and the post monsoon or autumn season (October-November) are experienced. In the hot season from March to May the average temperature at Benapole varies from 25 0 C to 30 0 C and in winter from December to February it varies from 10 0 C to 20 0 C. In general temperature at Mongla varies from C to C with an average of C. The average annual rainfall at Benapole is 1600 mm where as average annual rainfall at Mongla is 1800mm. Evaporation rates range from mm per month in the winter to mm per month in the pre-monsoon season. Mean annual excess potential evapotranspiration over rainfall is mm in the north-west. The humidity at Benapole varies from 70% to 80%. The humidity range recorded at Mongla is 74-89%.This is due to proximity to water body. The wind speed at both the locations is in the range of 2-5 knots and dominant wind direction is towards south Air Quality The TA Consultants as part of their work have carried out ambient air quality monitoring both at Mongla and Benapole at two locations during summer season of the year The parameters of monitoring were SO2, NOx, PM10, and CO. One location was inside port and other location was outside port. The results indicate that all air quality parameters are well within the limits Noise Quality The baseline data in respect of noise was also generated at both the port locations as part of this TA. The noise monitoring was done at three locations at each port site. Out of the three locations one location was inside Port and one location at Sensitive receptor (School) and one location at rural village. The hourly noise levels were recorded and based on these recorded values Day and Night Leq levels were computed. The results indicate that recorded noise levels are well within the stipulated limits for the respective land used. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 13 of 201

162 INITIAL ENVIRONMENTAL EXAMINATION Surface Water Hydrology, Water Quality, Ground Water Resources and Drainage The old river Kaportaksho is on the east side of the Benapole port area and at a distance of 20 km. There is existence of a small river named Hakar on the north of the Jessore-Kolkata road in the port area. This river comes from India and is almost dead in Bangladesh because of no flow. It has become seasonal. It was reported that the average depth of water in the river was 6 ft in the month of October. The river water quality is reported to be good by the villagers; villagers use river water, Khal (Drain), canal and water from small ponds for washing clothes and bathing. The contamination in surface water sources are not expected as there are no pollution generation sources. Ground water resources actively play a vital role in the social and economic development of any place. Depth of extracting available ground water differs due to available and suitable aquifer and other hydro-geological condition. Ground water in the project area is available in plenty from shallow depth and the quality is good. Most of the villagers in the project area use ground water for drinking and others purposes which is mostly extracted from the shallow depth aquifer however few deep tube wells have been sunk for accessing the deeper aquifers. The ground water has negligible salinity and it is not an arsenic affected area. In Mongla port area and surroundings ground water quality is saline As part of this TA the Consultants have generated primary data through collection of ground water samples from two locations at each port location. One location was inside port and other location was outside port in a residential/rural area. The parameters of ground water monitoring were ph, Arsenic, Chlorides, Iron, Chlorides as residual Chlorine, Coliform, etc. All the parameters have been found well within limits specified for Drinking Water in Environment Conservation Rules, As mentioned earlier there is no perennial surface water source at Benapole. The consultants have collected water sample from Pussur River and analyzed for ph, Temperature, Dissolved Oxygen, Biological Oxygen Demand (BOD), Chemical Oxygen Demand (COD), TDS, TSS and Oil and Grease. The results indicate that river water has high suspended solids and DO levels are also high. Oil and grease has also been found in small concentrations because of movement of boats and barges Geology, Topography and Soils The project area Benapole project area is situated in the southwest part of the Bengal Basin. The area is actively subsiding and impacted by tectonic movements. The project area has a flat topography with some ditches and marshy land around. The average land contours lie between 20-25m PWD. The topographic data of the site shows that the natural slope of the port area is towards the south. The level difference between the port office area and the Indian terminal area on the south is about 5 ft to 8 ft therefore storm water TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 14 of 201

163 INITIAL ENVIRONMENTAL EXAMINATION flow is towards south i.e. international border with India. General soil types predominantly include calcareous Dark Grey Floodplain soils and Calcareous Brown Floodplain soils; Organic matter content in the brown ridge soils is low but higher in the dark grey soils. The soils of the project area are relatively heavy and with low permeability. The topography at Mongla port site is also flat. The general slope is towards the Pusur Sibsa River. Geology of the Project area is underlain by deltaic and alluvial deposits of the River systems. The Geology of the area comprises recent, Holocene alluvial floodplain and primarily predominant fine sandy, silt and clay-materials. The site lies on deep Cenozoic deposits overlying Precambrian basement rock. The Precambrian rocks form the basement of all the geological formations of the Bengal Basin and shield areas. Geology of the Project area can be classified into four geological units, alluvial sand, alluvial silt, alluvial silt and clay and deltaic sand. Geological formation along the banks is deltaic sand and alluvial silt. Deltaic sand is the deposits formed where stream losses velocity and drops part of its sediment. Alluvial silt is a loose material brought down by River and deposited in its bed and flood plain. The soils Mongla port area are mostly alluvium with the presence of noncalcareous minerals (calcite and dolomite) from the River system deposits. The subsoil normally consists of an intercalation of sands, medium fine sands to silt, and sometimes clay. The predominant soil groups of the project area and surroundings include non-calcareous alluvium soils, grey floodplain soils, and brown-mottled deep grey terrace soils, and non- calcareous brown soils. The soil quality supports good vegetation growth. There is no evidence of any earthquake in either of the project areas. The soil quality baseline has also been established as part of baseline data generation. Two samples of soil were collected from the agriculture field both at Benapole and Mongla. Parameters selected were Lead, Zinc, Arsenic and Mercury. Out of these Lead, Mercury and Arsenic have not been found in the soil. Zinc is in abundant quantity. This is a secondary nutrient Ecological Resources Forests and Protected Areas None of project sires are located in Protected or Reserved Forests. The World famous Sunderbans are located at distance of about 2 km from Mongla port. Fauna The prevailing faunal species in both the project area surroundings include terrestrial and aquatic birds, reptiles, amphibians, and mammals. In earlier studies carried out 169 species were identified during these surveys. Commonly found faunal species are listed below: Table-6: Commonly Found Fauna in Project Areas TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 15 of 201

164 INITIAL ENVIRONMENTAL EXAMINATION Common English Name Asian palm swift Bank myna Baya weaver Black drongo Black-headed gull Black headed oriole Black kite Blue rock pigeon Blue throated Barbet Brahminy kite Bronze-winged jacana Brown shrike Checkered keel back snake Common garden lizard Common iora Common kingfisher Common myna Common Sandpiper Common skink Common snipe Common tailorbird Flying fox Fulvous-breasted woodpecker Green Bee-eater Great tit Hoopoe House crow House sparrow House swift Indian cuckoo Indian field mouse Indian roller Intermediate egret Jungle babbler Scientific Name Cypsiurus balasiensis Aridotheres ginginanus Oloceus philippinus Dicrurus macrocercus Larus ridibundus Oriolus xanthornus Milvus migrans Columba livia Megalaima asiatica Haliastur Indus Metopidius indicus Lanius cristatus Xenochrophis piscator Calottes versicolor Aegithina tiphia Alcedo atthis Acridotheres tristis Actitis hypoleucos Mabuya carinata Gallinago gallinago Orthotomus sutorius Pteropus giganteus Dendrocopus macei Merops orientalis Parus major Upupa epops Carves splendens Passer domesticus Apus affinis Cuculus micropterus Mus booduga Coracias benghalenis Mesophoyx intermedia Turdoides striatus TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 16 of 201

165 INITIAL ENVIRONMENTAL EXAMINATION Common Name Jungle crow English Jungle myna Large Woodshrike Lesser coucal Lesser flameback Lesser whistling teal Lineated barbet Little cormorant Little egret Little grebe Long tailed shrike Oriental magpie robin Paddyfield pipit Pied crested kingfisher Pied myna Pond heron Purple sunbird Red-breasted flycatcher Red-vented Bulbul Eurasian Collared Dove Rose-ringed parakeet Rufous Treepie Scientific Name Crovus macrorhynchos Acridotheres fuscus Tephrodornis gularis Centropus bengalensis Dinopium benghalense Dendrocygna javanica Megalaima lineata Phalacrocorax niger Egretta garzetta Tachybaptus ruficollis Lanius schach Copsychus saularis Anthus rufulus Megaceryle lugubris Sturnus contra Ardeola grayii Nectarina asiatica Ficedula parva Pycnonotus cafer Streptopelia decaocto Psittacula krameri Dendrocitta Vagabunda Scaly-breasted munia Lonchura Skipper frog Small mongoose Small minivet Spotted dove Spotted turtle indian flapshell punctulata Euphlyctis cyanophlyctis Herpestes auropunctatus Pericrocotus cinnamomeus Streptopelia chinensis Lissemys punctata TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 17 of 201

166 INITIAL ENVIRONMENTAL EXAMINATION Common English Name Spotted owlet Stork billed kingfisher Striated Babbler Striped keelback snake Water snake White Breasted kingfisher White-eye White wagtail Scientific Name Athence brnma Halcyon capensis Tortoises earlei Amphiesma stolata Enhydris enhydris Amaurornis phoenicurus Zosterops palpebrosus Motacilla alba Source: Consultant Ecological Survey Flora in Project Area and Surroundings Flora in both the project areas can be grouped into two categories: terrestrial flora and aquatic flora. The terrestrial flora includes (i) Homestead/settlement vegetation (ii) Crop field vegetation.. Aquatic flora includes (i) permanent wetland vegetation and (ii) seasonal wetland vegetation. Homestead vegetation: Vegetation around the households consists of mostly commonly cultivated tree species and wild shrubs and herbs. Common planted tree species are Raintree (Albizia saman), Mango (Mangifera indica), Coconut (Cocos nucifera), Mehogani (Swietenia mahagoni), Banana (Musa sp), Gogon Siris (Albizia richardiana), Raintree (Samanea saman), and Betel Palm (Areca catechu). In project area as much as 70 species belonging to about 50 families are found. Homestead flora consist both native and exotic species and some of them are naturalized. Albizia richrdiana, Guava (Psidium guajava), Swietenia mahagoni, Dalbergia sissoo are some of the common plant. Crop field vegetation: Agricultural crops are the major type of vegetation in both the project area surroundings. All flood plains in the project area are being extensively used for agriculture. A big portion of crop fields is inundated in rainy season. Paddy is the major crop. Lower parts of the crop fields are used for Aman cultivation and comparatively higher portion are used for Boro and Auscrops. Local inhabitant plant Rostrate sesbania (Sesbania rostrata) is cultivated at the end of Boro harvesting and this species is commonly found in all area. Among the weeds, Sessile joy weed (Alternanthera sessilis), thorny Amaranth (Amaranthus spinosus), Bermuda grass (Cynodon dactylon), Smartweed (Polygonum sp), Creeping oxalis (Oxalis corniculata) etc are common species. Among the recorded 16 families of crop vegetation 27 species, Amaranthaceae, Gramineae, Cotton grass (Cyperaceae), Spurge TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 18 of 201

167 INITIAL ENVIRONMENTAL EXAMINATION Aquatic Flora Aquatic Ecosystem: Rivers, canals, perennial water bodies and fishponds are the permanent wetland. Seasonal wetlands are mainly floodplains which inundates in the monsoon. Both the project areas support seasonal wetlands. Wetlands govern necessary nutrients and other elements for whole ecosystems as it is an important type. Wetlands are abounded by various types of aquatic flora such as free floating, rooted floating, submerged, sedges and meadows and marginal plants. Past studies have shown about 40 aquatic species of 25families are noticed in the project areas. Of them Gramineae, Hydrocharitaceae, Cotton grass (Cyperaceae) are dominant family. Commonly noticed free floating plants are Floating Water Hyacinth (Eichhornia crassipes), Water Lettuce (Pistia strateotes), Salvina cucullata, Aquatic fern (Azolla) and Duckweed (Lemna). Most dominant rooted floating plants are Star lotus (Nymphaea nouchali), Water snowflake (Nymphoides indicum), Ludwigia abscendens, Myriophyllum sp, Asian water grass (Hygroryza aristata) etc. Among the submerged species, Water weed (Hydrilla verticillata), Aponogeton natans, Hydrocharis dubia, Common hornwort (Ceratophyllum desmersum), Tape grass (Vallisneria spiralis) etc., are found. Sedges and meadows are amphibian plants and are available in most of the perennial wetland. Marsilea and Scirpus sp are common species. The area consists of some evergreen wetland trees forming a closed canopy in wooded areas or freshwater swamp. The trees are 10 to 12 m high at maturity. Pitali (Trewia nudiflora), Hizal (Barringronia acutangula), Indian Willow (Salix Tetrasperma) and Three-leaved Caper (Crataeva nurvala) are the common tree species Protected Monuments and Properties of Archaeological Value There is no archaeological site/protected monument location that falls in the project area and surroundings Water Bodies in Project area and Surroundings Pussur River is the major surface water body at Mongla port. There is no water body at Benapole port site. There are prawn fish culture farms in abundance in the surroundings of Mongla port. In the surroundings of Benapole port area prevalence of fish ponds is not significant as most of the area is under agriculture ENVIRONMENTAL IMPACTS Topography During the laying of rail line at Benapole port and creation of infrastructure such as Rail line relocation, construction of truck Terminal construction, car parking, Drainage improvement in Port, etc. the topography will change slightly due to excavation of borrow areas, cuts and fills for construction of project related structures (construction camp, labour camp, stock piles and etc). At Mongla changes will be seen due construction of guide bunds. Provision of construction yard for material handling will also alter the existing TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 19 of 201

168 INITIAL ENVIRONMENTAL EXAMINATION topography. The change in topography will also be due to the probable induced developments of the project. The changes in topography will not be pinching to the eyes. These changes in topography will be visible during the construction phase. In operation phase there will not be any impacts on topography Impact on Climate Impact on the climate conditions from the proposed improvements in infrastructure at both the port locations will not be significant as no major deforestation and/or removal of vegetation is involved Impacts on Air Quality There will be rise in dust levels during the construction activities within construction area, which shall be limited during the construction phase. After implementation of improvement proposals there will be reduction in the congestion at port area and surroundings, especially in Benapole port area and surroundings. This will lead to improvement in the air quality of the area Impacts on Noise Levels Noise levels will slightly increase during the construction phase due movement of construction vehicles and equipment. The increase in noise levels will be intermittent. During operation phase there will be increased noise levels due to increased traffic on account of increased handling of cargo Impacts on Water Resources and Quality The creation of the infrastructure and logistics for the improvement of port efficiency at Mongla and Benapole will not have significant impacts on ground water except small requirements during construction. But there will be significant impacts on surface water quality of Pussur River during construction of guide bunds. This will increase turbidity in the stream. Mitigatory measures have been planned to avoid contamination of Pussur river water Impact on Ecological Resources There will be impact on ecological resources of Pussur River during Construction of guidebunds. In addition impacts at Benapole will be due to cutting of trees falling in the alignment of Rail line, truck Terminal area etc. There will be requirement of vegetation removal also these locations. At both the port areas there is no existence of endangered species of flora fauna. No major impacts are anticipated on ecological resources Impact on Drainage Pattern Currently there is drainage problem in the Benapole port area as most of the existing drains remain clogged. As part of improvement proposals as net work of drainage is planned so that port area and surroundings are not flooded. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 20 of 201

169 INITIAL ENVIRONMENTAL EXAMINATION Drainage issues are not anticipated at Mongla port site. During construction phase construction sites may get flooded if proper temporary drains are not provided at the construction sites Impact on Human Use Values There will be no acquisition of land at Mongla port site. But there will be requirement of land acquisition at Benapole site. There may be existence of human use values at these locations of land acquisition which may include hand pumps, tube wells, wells, etc Loss of Private Properties The loss of private properties is not anticipated at Mongla site but there will be acquisition of properties at Benapole at locations of land acquisition. The detailed Rehabilitation and Resettlement action plan has been prepared under separate cover which provides details of the compensation to the project affected population Impact on Religious Structures No impact on religious structures is anticipated at either of the project sites MITIGATION AVOIDANCE AND ENHANCEMENT MEASURES The mitigatory measures have been planned for identified adverse environmental impacts. These have been elaborated in the Chapter-9 in EMP. Construction workers camp if required will be located at vacant land of Ports away from residential areas and contractors will obtain necessary permission from the Port authorities. Necessary sanitation and drinking water facilities will be provided at construction workers camp. The contractors will provide LPG or kerosene for cooking so that workers are not dependent on fuel wood. No construction activity will be undertaken during night hours near the residential areas. In order to compensate negative impacts on flora due to cutting of trees the project plans compensatory plantation in the ratio of 1:3 i.e. for every to be tree cut three trees will be planted. There will regular environmental monitoring. In order to suppress generation of dust the contractor will regularly carry out water spray construction site ENVIRONMENTAL MANAGEMENT PLAN Environmental Management Plan has been prepared and is intended to become a part of the contract documents so that implementation of all the environmental measures can be ensured. The implementation actions, responsibilities and timeframes have been specified for each component in the EMP. The detailed EMP has been given in Chapter-9. In the EMP, mitigation measures have been specified for each adverse impact identified. Separate section details out the monitoring plan, comprehensive monitoring system and budgetary estimates for the monitoring at each location. The budget for EMP has been estimated as BDTk 13.0 millions. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 21 of 201

170 INITIAL ENVIRONMENTAL EXAMINATION 0.13 PUBLIC CONSULTATIONS Public consultations were conducted at local level, and institutional level during the baseline date generation period. The consultations were held on in Benapole and on at Mongla. The main purpose of these consultations was to know the Community s reaction to the perceived impact of proposed improvements at both the port locations, on the people at individual and settlement level. The issues of the most concern were related to rehabilitation and resettlements and have been dealt with in Resettlement Action Plan. In the consultations participants welcomed proposed improvements and anticipated that there will be generation of employment, however, some participants at Benapole were concerned about traffic congestion and air and noise pollution. The issues raised by the public have been duly incorporated in project design FINDINGS OF THE STUDY The findings of the Port and Logistics Efficiency Improvement project based on IEE prepared are as follows: The improvement proposals planned for improvement of efficiency of Port and logistics are not polluting activities. The implementation of these activities will cause temporary environmental impacts in most cases. These impacts will be limited during construction phase only. The Ministry of shipping is the Executing Agency (EA) and respective Port Authorities are implementing Agencies(IAs). The potential impacts will be from two proposals namely relocation of rail line at Benapole and River training works at Mongla. The implementation of project will help to increase foreign trade of the country. There is handling of food grains at Mongla. Therefore its improvement is necessary as country is in business of food grains import to meet domestic requirements. Mitigation and monitoring measures have been developed in the EMP. The EMP will be implemented by the respective Port Authorities, and ADB. Public consultation has been undertaken during project preparation. EA and IA will follow an open door policy for receiving complaints, if any, from the concerned locals, and will conduct additional consultations as necessary during project implementation RECOMMENDATIONS An Environmental Officer (Designated) should be appointed at both ports. So that respective Environmental officers can implement the EMP prepared. There is need to organise a Work shop on Environmental aspects for all officers of the port so that there is no lack of awareness. All river training works at Mongla, be taken in lean season as far as possible. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 22 of 201

171 INITIAL ENVIRONMENTAL EXAMINATION 0.16 CONCLUSIONS The Port and Logistics Efficiency Improvement Project will not result in any long-term significant adverse environmental impacts. The likely negative impacts will be avoided through implementation of EMP to an acceptable level. Environmental and social benefits of the Project and long-term investment program objectives outweigh the negative impacts. Based on environmental assessment activities conducted to date, the Project is confirmed as environmental category B and the IEE, including the EMP, is considered sufficient to meet the environmental assessment requirements of ADB, and Government of Bangladesh. A full environmental impact assessment study is not required. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 23 of 201

172 INITIAL ENVIRONMENTAL EXAMINATION Chapter -1 Background TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 24 of 201

173 INITIAL ENVIRONMENTAL EXAMINATION 1.1 Background Chapter 1 Background Bangladesh is located South Asian Region and the country is surrounded by large bodies mainly rivers end reaches. These water bodies have huge flow and country has good potential for trade through sea route. Keeping this in mind the Government of Bangladesh has established ports at Chittagong, Mongla and Cox Bazar. There is a significant trade with the neighbouring countries India, Sri Lanka and Bhutan. Among these maximum commodity transfer is to and from India. India and Bangladesh are connected through road and rail. In order to maximise transfer of goods between India and Bangladesh a land port at International Border at Benapole is functional. The Port at Chittagong is operating at its full capacity and efficiency. In order to exploit full potential of Benapole and Mongla Ports, the Government of Bangladesh intends to improve efficiency of both ports and logistics with the assistance of Asian Development Bank (ADB). For the purpose of financing ADB has appointed a consortium of consultants lead by Global Maritime and Port Services (GMAPS) Singapore for the project preparation activities as TA Ban. This volume of Draft (Final) report covers Initial Environmental Examination (IEE) report for the planned improvement proposals for the improvement of efficiency of Ports and Logistics. The IEE ensures consideration of environmental issues in the proposal design and compliance with local environmental legislation and Safe Guard Policy 2009 of Asian Development Bank. 1.2 Initial Environmental Examination (IEE) The Initial Environmental Examination (IEE) is carried out to identify and assess the potential environmental impacts from implementation of the improvement proposals both at Mongla and Benapole. Most of the identified improvement proposals are confined within the respective port boundaries/limits. There is no acquisition of land at Mongla but there is requirement of land acquisition at Mongla. The current legislation of Bangladesh Government does not require environmental impact assessment study for the implementation of planned improvement proposals. The project has been determined as Category B based on the Rapid Environmental Assessment described in the ADB s Environmental Assessment Guidelines (2003) and ADB Safeguard Policy This IEE report is in accordance with ADB Safeguard Policy 2009 with due consideration to environmental legislation of Government of Bangladesh. The IEE is prepared in order to meet the following objectives: To provide information about the general environmental settings in the surroundings of both the ports; To provide information on potential impacts of the proposed Port and logistics efficiency improvement proposals and characteristic of impacts, magnitude, distribution, and their duration; TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 25 of 201

174 INITIAL ENVIRONMENTAL EXAMINATION To provide information on potential mitigation measures to minimize the impacts; To provide information on Environmental Management Plan (EMP) to mitigate adverse impacts due to implementation of the project; To meet the ADB requirements for project financing. Field visits were made to collect the requisite information. Primary data has been generated in respect of ambient air quality, water quality, soil quality, and noise levels at both the locations. This has been done to establish the baseline. For the preparation of IEE, data from various Government departments and from other secondary sources (including public consultations) has been collected. 1.3 Structure of IEE Report The IEE report has been divided in to ten chapters. The coverage of each chapter has been described below: Chapter-1 The current chapter describes the general background of the project and requirement of IEE. Chapter-2 describes Policy, Legal and administrative frame work of the project. This chapter describes acts and rules promulgated by Government of Bangladesh and their applicability to the project. Chapter-3 describes brief technical details of improvement proposals both art Benapole and Mongla, cost and implementing and executive agencies. Chapter-4 covers environmental baseline description of the project area. The coverage of baseline has been done under the sections on Biophysical Environment, Ecological Environment and Economic Development. Chapter-5 covers potential environmental impacts and mitigation measures due to project implementation during installation and operation phases. Chapter-6 covers analysis of alternatives. In this possible alternatives of project have been analyzed on cost, environment and socio-economic factors. Chapter-7 covers Public Consultations and Information Disclosures. The public view, suggestions and opinion and their addressal has been covered in this chapter. Chapter-8 describes grievance redress mechanism in the project. The complaints of public how, who and when will resolve have been covered in this chapter. Chapter-9 describes institutional arrangements of project implementation and environmental management plan. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 26 of 201

175 INITIAL ENVIRONMENTAL EXAMINATION Chapter-10 describes findings, conclusion and recommendations of IEE study. Acknowledgements The consultants thankfully acknowledge all cooperation received from Port Authorities at both locations and the public living in surroundings.. The consultants will also like to acknowledge and thank for cooperation and guidance received from ADB. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 27 of 201

176 INITIAL ENVIRONMENTAL EXAMINATION Chapter -2 Policy, Legal & Administrative Framework TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 28 of 201

177 INITIAL ENVIRONMENTAL EXAMINATION Chapter 2 Policy, Legal & Administrative Framework 2.1 Introduction The proposed port efficiency improvement proposals must comply with the relevant legislation and planning requirements of the Government of Bangladesh, as established and/or administered by the Ministry of Environment and Forest (MoEF) and Department of Environment (DoE) and other national and local jurisdictions. These requirements include various national policies, strategies, development and management plans, Acts of Parliament, and promulgated regulations relating to protection of the environment, human health and safety, control of pollution, conservation of wildlife and natural resources, land use, cultural and historical assets, and economic issues. The brief details of these are given below: 2.2 Legal and Regulatory Framework In recent years, environmental management has assumed a higher priority in the political arena of Bangladesh due to the recognition of environmental and natural resources pressure exerted by the nation s growing population. As a result, the government has developed a detailed policy framework that incorporates environmental considerations into all economic development planning. The key policy documents are listed below: National Environmental Policy, 1992 National Conservation Strategy, 1992 National Environmental Management Action Plan (NEMAP), National Environmental Policy, 1992 The Bangladesh National Environmental Policy, approved in May 1992, sets out the basic framework for environmental action together with a set of broad sectoral action guidelines. Key elements of the Policy are: Maintenance of the ecological balance and overall progress and, development of the country through protection and improvement of the environment; Protection of the country s assets/ properties and resources against natural disasters; Identification and regulation of all types of activities which pollute and degrade the environment; Ensuring sustainable utilization of all natural resources; Promoting active association with all environment-related international initiatives The Environmental Policy of 1992, which amongst other policies, seeks to ensure that transport systems, including roads and inland waterways, do not pollute the environment or degrade resources. The Policy states that Environmental Impact Assessments (EIA) should be conducted before projects are undertaken. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 29 of 201

178 INITIAL ENVIRONMENTAL EXAMINATION National Conservation Strategy (NCS), 1992 and National Environment Management Action Plan (NEMAP), 1995 Both these documents recommend that the Port related projects should be planned with public participation, and water way transport should be reviewed to improve floodwater drainage National Land Transport Policy The National Land Transport Policy of 2004 sets out the strategy policy framework for the activities of Roads and Highways Development (RHD). It identifies the need for Bangladesh to develop a sustainable environment and acknowledges the environmental disadvantages of road development. The Government has resolved to give environmental considerations a higher priority and in this regard the policy states that: all new roads and major improvements will be subjected to an Environmental Impact Assessment, funding will be provided for mitigation measures, the Government will publish environmental standards for new roads and new design standards addressing environmental issues. RHD is very conscious of the importance of environmental issues as they relate to its activities. In particular, it seeks to ensure that it maintains the highest possible environmental standards, in addition to its commitment to provide fair, effective and consistent resettlement and to minimize the adverse social impacts of all RHD works and projects. This policy in the current project is not triggered as no connecting road is planned to be constructed as a part of improvement proposals at either of the locations. 2.4 National Legal Requirements We have given an outline of the above National legal instruments that will have relevance to the probable improvements to improve the efficiencies of Benapole and Mongla ports with respect to the environment in Table Protected Areas of Bangladesh Protected Areas of Bangladesh cover an area of 2,43,435 ha which accounts for 16% of the total area managed by the Forest Department and almost 2% of total area of Bangladesh. It includes 8 National Parks, 7 Wildlife Sanctuaries, 1 Game Reserve and 5 other conservation sites. The 5 other conservation sites are National Botanical Garden, Dhaka, Baldha Garden, Dhaka, Madhabkunda Eco-Park, Moulavibazar, Sitakunda Botanical Garden and Eco-Park, Chittagong and Dulahazara Safari Parks, Cox s Bazar. Protected Areas include Wildlife Sanctuary, National Park TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 30 of 201

179 INITIAL ENVIRONMENTAL EXAMINATION and Game Reserve. Their definitions in the Bangladesh Wildlife (Preservation) Order, 1973 (henceforth Wildlife Order) is as follows: Wildlife Sanctuary means an area closed to hunting, shooting or trapping of wild animals and declared as such under Article 23 by the government as undisturbed breeding ground primarily for the protection of wildlife inclusive of all natural resources such as vegetation soil and water (paragraph) (p) of Article 2). Game Reserve means areas declared by the government as such for the protection of wildlife and increase in the population of important species wherein capturing of wild animals shall be unlawful (paragraph) C of Article 2). Article 23 of the Wildlife Order has provisions for declaration of Protected Areas and also has regulations prohibiting activities in the Protected Areas. The details of 16 notified Protected Areas of the Country as shown in Table -2.2 and In Figure -2.1respectively. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 31 of 201

180 CONFIDENTIAL INITIAL ENVIRONMENTAL EXAMINATION Table 2-1: National Legal Instruments Act/ Rule/ Law/ Ordinance The Environment Conservation Act, 1995 and subsequent Amendments amended in 2000 and 2002) Environment Conservation Rules, 1997 and subsequent Amendments (amended in 2002 and Responsible Agency- Ministry/ Authority Ministry of Environment & Forest, Department of Environment Ministry of Environment and Forest Department of Environment Key Features-Potential Applicability Whether triggered for the project/ Time Frame for Clearance and Responsibility Declaration of Ecologically Critical Areas; Obtaining Environmental Clearance Certificate; Regulation with respect to vehicles emitting smoke harmful for the environment; Regulation of development activities from environmental perspective; Promulgation of standards for quality of air, water, noise, and soils for different areas and for different purposes; Promulgation of acceptable limits for discharging and emitting waste; Formulation of environmental guidelines relating to control and mitigation of environmental pollution, conservation and improvement of environment. Declaration of Ecologically Critical Area; Yes/as above Requirement of Environmental Clearance Certificate for various categories of projects; Requirement for IEE/EIA according to the appropriate category of the project; Yes/ 2 months/ Port Authorities TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 32 of 201

181 CONFIDENTIAL INITIAL ENVIRONMENTAL EXAMINATION Act/ Rule/ Law/ Ordinance Responsible Agency- Ministry/ Authority Key Features-Potential Applicability Whether triggered for the project/ Time Frame for Clearance and Responsibility 2003) Renewal of the environmental clearance certificate within 30 days after the expiry; Provides standards for quality of air, water & sound and acceptable limits for emission/discharges from vehicles and other sources Environment Court Act,2000 and subsequent Amendments (amended in 2002) The Vehicle Act, 1927 The Motor Vehicles Ordinance, 1983 The Bengal Motor Vehicle Rules, 1940 The Brick Burning (Control) Act, 1989 Judiciary Ministry of Environment & Forest Bangladesh Road Transport Authority (BRTA) Ministry of Environment & Forest The Brick Burning wood (Control) Amendment GOB has given highest priority to environment pollution and No passed Environment Court Act, 2000 for completing environment related legal proceedings effectively Exhaust emission; Yes/ Regulatory only Vehicular air and noise; Road safety Licensing. Control of brick burning Require a license from the Restricts brick burning with fuel Yes/ Regulatory only, as brick usage is involved. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 33 of 201

182 CONFIDENTIAL INITIAL ENVIRONMENTAL EXAMINATION Act/ Rule/ Law/ Ordinance Act, 1992 Responsible Agency- Ministry/ Authority Key Features-Potential Applicability Whether triggered for the project/ Time Frame for Clearance and Responsibility The Removal of Wrecks and Obstructions in inland Navigable Water Ways Rules 1973 Water Supply and Sanitation Act, 1996 Bangladesh Water Transport Authority Ministry of Local Government, Rural Development and Cooperatives The Forest Act, 1927 Ministry of Environment and Forest The Private Forests Ordinance Act, 1959 Regional Forest Officer, Forest Department Removal of Wrecks and Obstructions in inland Navigable Yes/ Regulatory only Waterways Management and Control of water supply and sanitation in No/ Regulatory only urban areas. Reserve Forests; Protective Forests; Village Forests Conservation of private forests and for the afforestation on wastelands Bangladesh Wild Life Ministry of Environment Wildlife Sanctuaries, parks, reserves No No/ 3 months/ Port Authorities No TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 34 of 201

183 CONFIDENTIAL INITIAL ENVIRONMENTAL EXAMINATION Act/ Rule/ Law/ Ordinance (Preservation) Act, 1974 The Protection and Conservation of Fish Act 1950 Natural Water Bodies Protection Act 2000 Responsible Agency- Ministry/ Authority and Forest Key Features-Potential Applicability Whether triggered for the project/ Time Frame for Clearance and Responsibility Bangladesh Wild Life Advisory Board Ministry of Fishery Protection and Conservation of fish in Government owned Yes/ Regulatory only water bodies Rajdhani Unnayan Kartipakkha/ Town Development Authority/ Municipalities According to this Act, the character of water bodies, Yes/ Regulatory only meaning rivers, canals, tanks, or floodplains identified as water bodies in the master plans or in the master plans formulated under the laws establishing municipalities in division and district towns shall not be changed without approval of the government in the concerned ministry. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 35 of 201

184 INITIAL ENVIRONMENTAL EXAMINATION Figure 2-1: Protected Areas of Bangladesh, Source: Department of Forest Table 2-2: Notified & Protected Areas of Bangladesh SNo Notified & Location Area (ha) Established Protected Area A National Parks 1 Bhawal Gazipur 5, / Modhupur Tangail / 8, / 1982 Mymensingh TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 36 of 201

185 INITIAL ENVIRONMENTAL EXAMINATION SNo Notified & Location Area (ha) Established Protected Area 3 Ramsagar Dinajpur Himchari Cox s Bazar 1, Lawachara Moulavibazar 1, Kaptai Chittagong 5, Hill Tracts 7 Nijhum Dweep Noakhali Medha Kassapia Cox s Bazar B Wildlife Sanctuaries 9 Rema-Kelenga Hobiganj Char Kukri-Mukri Bhola Sundarban (East) Bagerhat / Sundarban (West) Satkhira Sundarban (South) Khulna Pablakhali Chittagong /1983 Hill Tracts 15 Chunati Chittagong C Game Reserve 16 Teknaf Cox s Bazar Khulna port areas may be near Sundarban South Wild Life Sanctuary. This Sannctuary is an area of ha. 2.6 Statutory Environmental Requirements for the Port Efficiency Improvement Proposals GoB Requirements Bangladesh is a signatory to a number of International Treaties and Conventions, which require safe protection of her environment from degradation and environmental concerns of global scale, protect workers against hazards arising from occupational exposure to harmful substances and agents in the working environment. Section 12 of the Environment Conservation Act (ECA) stipulates "No industrial unit or project shall be established or undertaken without obtaining environmental clearance from The Director General of the Department of Environment (DG, DoE) in the manner prescribed by the ECR 1997". The Department of Environment (DoE), which is a statutory body under the Environment Conservation Act, is responsible for reviewing and evaluating the IEE and EIA of various types of development projects in Bangladesh. None of the improvement proposals fall in red category list hence no TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 37 of 201

186 INITIAL ENVIRONMENTAL EXAMINATION environmental clearance is required to implement the improvement proposals. 2.7 ADB Requirements The ADB Safeguard Policy requires environmental assessment as per environmental assessment guidelines The safeguard policy is applicable to the current project also. 2.8 Conclusion Based on discussion above it is concluded that environmental clearance is not required for the implementation of any of the improvement proposals. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 38 of 201

187 INITIAL ENVIRONMENTAL EXAMINATION Chapter -3 Description of the Project TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 39 of 201

188 INITIAL ENVIRONMENTAL EXAMINATION Chapter 3 Description of the Project 3.1 Need for the Project There is huge potential of to and fro goods transfer from the country due to globalization of economic scenario. At present most of the products/commodities to and from Bangladesh to India are transferred through road and major portion is through Benapole land port. In order to increase cargo handling there is urgent need to upgrade the infrastructure at Benapole within and outside port area. At present there is acute shortage of truck parking at the port. The port suffers from acute water logging problem during the monsoon. Due to this there is problem in loading and unloading. The Mongla port is located on Bank of River Pussur. This river suffers from huge silt deposition, and bank erosion as port site is located near confluence of two rivers. This creates a navigability problem of vessel in the channel. The loading and unloading problems are faced due to limited number of cranes. These all limitations are a major bottleneck in the port efficiency. These limitations have been identified based on discussion with Port Authorities and visits of consultants time to time. The implementation of improvement proposals will go a long way in the improvement of port efficiency. 3.2 Basic Objective The objective of the project is to improve the efficiency of port and logistics at Mongla and Benapole. This will result in overall economic growth in the region, generation of employment potential. The overall objective of the project is to increase cargo handling at both the ports. 3.3 Location of Project The Benapole port is located at Benapole near the International Border of the country with India. This port is located in Jessore sub Division of Khulna Division. The port is located about 180 km from the capital city of Dhaka. This is the dry port. The Mongla port is located in Khulna Division. It is about 16 km from the Khulna city. 3.4 Details of Improvement Proposals Proposed Improvements at Benapole Port The following are the proposed projects for immediate Asian Development Bank (ADB) financing. i) Development of the Bangladesh truck terminal ii) Redevelopment of the old sheds iii) Repaving the road and drainage system in the yard iv) Construction of shelters in the transhipment terminal TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 40 of 201

189 INITIAL ENVIRONMENTAL EXAMINATION (i). Development of the Bangladesh truck terminal Est. cost: USD5,181,000 The truck terminal for Bangladesh trucks taking imported goods from the port was provided in the earlier years. However, due to the reluctance of the truckers to use the facility, the terminal was used instead for the receipt and storage of import vehicles from India. As the volume of goods and activity increased, the number of trucks arrivals grew. On the average, 400 Bangladesh trucks come to BLP daily to deliver imported goods. Without a holding area, the trucks park alongside the main Jessore-Kolkatta road before entering the port premises. The parked trucks not only obstruct the traffic flow in/out of the port but also cause congestion along the main road by their sure size and numbers. The road situation has become untenable to the other road users and feedback was provided to the BLP for a truck terminal to be provided. A site of about 10.8 acres was indentified for this purpose. The total number of truck lots is 774 as per Plan 1. However, for the acquisition and development to proceed, social and resettlement issues will have to be addressed as there are a number of residences within the site. Plan1: Proposed Bangladesh Truck Terminal Source: GMAPS (ii). Redevelopment of the old sheds Est. cost: USD19, 218, 000 The volume of traffic entering BLP per day (average of 350 Indian trucks) restricts the movement of trucks in the existing shed areas and impact on the productivity of the goods handled due to the congestion. In the absence of proper aligned roadways and systematic directional signage, trucks move haphazardly in the port premises. The sheds are also diversely located and further contribute to the already congested traffic. A study was carried out and the findings as follows: i) No proper traffic lanes to regulate the trucks entering and exiting the premise TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 41 of 201

190 INITIAL ENVIRONMENTAL EXAMINATION ii) Sheds are misaligned and create bottlenecks affecting the efficient handling of goods iii) Goods are manually handled in and out of the sheds, slowing down the turnaround time of the trucks which adds to the congestion (a) Shed design A shed is a facility designed for the storage of goods and materials. The shed design also caters for the movement of occupants, vehicles and machinery that are typically associated with the handling of the goods and materials. A typical shed design has the following features: i) Building Office space for the administration and processing of documents Main aisle access Passage ways Store room Toilet Roof ii) Storage Area Light fittings for operations during hours of darkness Louvers for ventilation Aisles sufficient for forklift manouvering Storage area for goods iii) Dock Area Wheel chocks to prevent truck slippage while parked at the docking bay Edge guards to protect the docking structure Markings to ensure that vehicles are appropriately parked Roller shutters for safety and security iv) Safety and Security Sprinkler systems Portable dry chemical fire extinguishers Fire alarm Hose reels Fire hydrants Emergency exits CCTV (b) Storage capacity The storage capacity is calculated taking into consideration the following factors: Safety space within the perimeters of the shed Number of sectional columns within the storage space Main aisle and access passage ways Office and toilet spaces TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 42 of 201

191 INITIAL ENVIRONMENTAL EXAMINATION Store Stack height of the goods Stacking factor per cubic meter Broken stowage The proposed sheds have a combined total floor area of 17,400 m 2 and estimated to be able to store about 18,100 ton of goods. Depending on the dwell time of the goods in the shed, the approximate annual storage capacity varies. The average dwell time of the goods in BLP range between 10 to 15 days. (c) Manpower deployment The expected manning level for each of the sheds for 2 shifts will be as follows: Manpower Shed 1 Shed 2 Shed 3 Supervisors Documentation Clerks Forklift Drivers Checkers Manual Labourers Others Total The grand total manpower required is 852, inclusive of manual labourers (764). (a) Design advantages i) The advantage of this shed design over the existing sheds at BLP is that the goods will not get damaged from the ingress of water during the wet seasons. ii) It allows for mechanization of the handling process for the goods as there is sufficient area for the movement of forklifts. iii) The design facilitates the movement and parking of goods vehicles within the premises for operations. iv) The design also allows for the gradual conversion of the current manual to mechanized process. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 43 of 201

192 INITIAL ENVIRONMENTAL EXAMINATION Table 3-1: Summary of Requirements of Proposed New Sheds Shed 1,2,3 (Phase 2) Phase 2-3 x units of sheds replacing the 17 x units of Proposal sheds 285 m x 138 m Site Area Total: 39,744 m 2 Shed No.1, 2 and 3 Office/shed building Drive-through for forklift Design Feature Loading dock area Storage area High ceiling Gross Area Sheds : 17,400 m 2 Sprinkler system Portable fire extinguishers Fire alarm system Security system Life Safety Hose reel system Fire Hydrants CCTV Emergency lightings at exit points Foundation Raft Foundation- concrete grade- 40 Frame UC, UB, SHS and UA section (steel Grade- S355) Exterior Finish Painting of brick walls internal and external Roof GI Sheets ( Galvanised Iron Sheet) Flooring Heavy duty concrete flooring- concrete grade- 40 Emergency entrances/exits Entrances Loading docks fitted with roller shutters Heavy duty concrete smooth flooring, concrete grade- 40. Dock area Edge guards, dock bumpers, wheel chocks Wheel chocks Source: GMAPS TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 44 of 201

193 INITIAL ENVIRONMENTAL EXAMINATION Plan 2: Overview of new sheds Source: GMAPS Image 1: Rendered image of the proposed new sheds Source: GMAPS (iii). Repaving the road and drainage system in the yard Est. cost: USD18, 220, 000 The roads are not paved with the appropriate material such as bitumen to ensure a smooth traffic flow in the shed areas. The condition of the road worsened during and after a heavy rainfall that affect the vision of drivers moving in and out of BLP. Due to the insufficient drainages in the port areas, the rain collected caused puddles of water and create an unsafe environment for port users. The repaving of the road and with the implementation of a suitable drainage system will eliminate the problem of uneven road surface and puddles of water. The traffic will be regulated with the proper markings on the roadway improving the flow of vehicles in TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 45 of 201

194 INITIAL ENVIRONMENTAL EXAMINATION (iv). and out of the area. The design of the drainage system will have to take into consideration the catchment area indentified. Construction of shelters in the transhipment terminal Est. cost USD21, 690, 000 The existing transhipment terminal is an open area with minimal shelters. There are currently shelters for 13 pairs of trucks with another 18 to be constructed. During rainy season, the transfer operations cannot be carried out in the open. Contentions for the use of the shelters frequently arise. The provision of shelters will not only enable transference of goods to take place during the wet months but also provide shade during the hot months. The increase in the number of shelters will hasten the turnaround of vehicles in the transhipment terminal. An additional number of 52 pairs of shelters can be provided as in Plan 3. This would bring the total number of shelters in the terminal to 83. Plan 3: Overview of new shelters at the transhipment terminal Source: GMAPS MonglaPort Improvement Proposals The proposed list of the proposals for immediate ADB financing in order of priority is as follows: 1. Slope protection with sheet piles 2. Installation of ship to shore cranes 3. River training 4. Re-surfacing of open stack yard behind J8 and J9 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 46 of 201

195 INITIAL ENVIRONMENTAL EXAMINATION 5. Construction of new berth 6. Yard address system a) Slope protection with sheet piles - Estimated Cost: USD 10,900,250 Engineering Solutions The problems associated with piled structures and their potential deterioration demands proper studies for repair and rehabilitation to ensure that it remains structurally sound. This section studies the various engineering measures that could be considered for a proper rehabilitation of the wharf structure and improved soil stability. (i) Measures for improving soil stability River and coastal engineering studies provide various solutions for addressing the problem using technologies such as soil improvement, provision of sheet pile wall or a revetment structure along the wharf front. Each of these measures is examined to determine the most appropriate methodology to overcome the problem at MP. The key factors to be considered while choosing the best measure are hydraulics, rate of sedimentation, maintenance, legal requirements, long term environmental effects and economics. (ii) Soil stabilisation Soil stabilisation is the process of improving the engineering properties of the soil and thus making it more stable. It is required when the soil at site is not suitable for the construction to be carried out. In its broadest sense, stabilisation includes compaction, preconsolidation, drainage and many other such processes. However, the most common procedure used in the industry is drainage. Figure 3-1: Construction view of sand drain Source: Internet Drainage is the process of removal of gravity water (free water) from a soil mass in order to keep it in a stable condition. Drainage technologies currently in practise include surface drainage or sub-surface drainage. Surface drainage is the method of collection and diversion of the surface run off. Subsurface drainage consists of collection and disposal of the ground water. Subsurface drainage is also known as dewatering. It is a process of removal of water from a foundation pit when it is situated below the ground TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 47 of 201

196 INITIAL ENVIRONMENTAL EXAMINATION (iii) (iv) water table or when it is surrounded by a coffer darn. The purpose of dewatering is to keep the excavation dry so that concreting can be done. Dewatering may be temporary if it is done at the time of construction. It is followed by restoration to its original water table after the structure has been completed. Permanent dewatering is required for removing subsurface gravitational water throughout the life of structure. It may be necessary to keep the water away from the structure to check dampness or other effects. Subsurface drainage not only facilitates construction but also helps to improve the properties of the soil. This helps in the stabilisation of soils. In the case of fine-grained soils, although the quantity of water removed is not much, improvement in the properties of the soil is significant. Sheet pile Sheet piling is a form of driven piling using thin interlocking sheets of steel to obtain a continuous barrier in the ground. The main application of steel sheet piles is in retaining walls and cofferdams erected to retain the soil behind it. Normally, vibrating hammer, t-crane and crawler drilling are used to establish sheet piles. Sheet Figure 3-2: Sheet pile wall typical cross piling has been a proven technology within the construction industry for years. It is also commonly used in the marine environment to protect the slope and open piled structures. Steel sheet piling has traditionally been used for the support and protection of river banks, lock and sluice construction, and flood protection. Ease of use, length of life and the ability to be driven through water make piles the obvious choice. According to the geotechnical conditions and construction feasibility, the sheet piles can be either anchored sheet pile or cantilever sheet pile. Groynes or Dikes Groynes or dikes are constructed transverse to the river flow extending from the bank into the river. This form of river training works perform one or more functions such as training the river along the desired course to reduce the concentration of flow at the point of attack, creating a slack flow for silting up the area in the vicinity and protecting the bank by keeping the flow away from it. This rigid hydraulic structure built from the river bank TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 48 of 201

197 INITIAL ENVIRONMENTAL EXAMINATION Figure3-3Action of Groynes Source: Internet (v) interrupts water flow and limits the movement of sediment. It helps to prevent erosion which in turn aids navigation and improves soil stability at any structure on the bank. The use of groynes in form of timber piling or stone mounds projecting at intervals from the bank into the bed of a river or estuary is generally confined to the inner sheltered concave stretches of foreshore, where the groynes serve as a useful means of rectifying an erratic stream without undue repression. Revetment Revetments are generally constructed of durable stone or other materials that will provide sufficient armouring for protecting slopes. They consist of an armour layer, filter layer(s), and toe protection. The armour layer may be a random mass of stone or concrete rubble or a wellordered array of structural elements that interlock to form a geometric pattern. The filter assures drainage and retention of the underlying soil. Figure 3-4: Revetment structure Toe protection is needed to provide stability against undermining at the Source: Internet bottom of the structure. The primary purpose of a seawall or revetment is to protect the land and upland areas from erosion by waves and currents, with an incidental function as a retaining wall or bulkhead. The erosion protection layer and thickness depends upon the current velocity, the angle of the slope and the coarseness of the materials in front of the filling. The difference between rock and stone armour and rip-rap is that rock armour has a narrow range of sizes and must be placed TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 49 of 201

198 INITIAL ENVIRONMENTAL EXAMINATION individually, whereas the rip-rap contains a large or wide range of sizes and is placed by dumping. (vi) (vii) Filling loose stone with grouting Loose stone covers are also installed at slopes to prevent erosion and soil failure. This is mainly done when quarried rock is not readily available. In such a case, lighter rock is grouted with concrete such that the porosity of the protection is retained. The key factors to be noted during this type of construction are that the installation of the stone should be at least 2 layers. The stone cover should also be stable due to propeller action and a filter layer of grain or textile filter between the subsoil and stone layers would be ideal. It has been noted in the past that grouted stone filling can be stable up to very high bottom velocity of approximately 7m/s. As the grouting stone fill forms a stable but rigid unit, erosion can occur at the edges due to under washing because the grouting cannot react flexibly to these. Reinforced concrete slabs An ideal erosion protection could be an underwater in-situ reinforced concrete slab because the thicknesses can be constructed with greater accuracy than a stone-filling layer. The underwater concrete slab can be constructed in thickness from approximately 30 cm and up to 80 cm or more depending on the concreting technique. The advantage of this system is that compared to a stone filling, the stones cannot be dislodged by the propeller action or by an anchor. The disadvantages of the system are the installation of concrete underwater, which could be a complicated and very costly process. Figure 3-5: Slope protection using reinforced concrete slabs Source: Internet TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 50 of 201

199 INITIAL ENVIRONMENTAL EXAMINATION (viii) Flexible composite systems Erosion protection with flexible composite systems, for example mattresses filled with concrete, such as the FlexiTex system from Norway or equivalent, are typically placed on the prepared slopes and while the sea bottom is empty, joined together and pumped full of concrete. The mattresses are made from double-weave mattress, woven together at regular points that act as filters to even out water pressure. When using double-weave mattresses with concrete infill it is important to level the supporting bed. The quality of the concrete used must be designed for pumping into mattresses. When the concrete is pumped into the mattresses causes the water to evacuate through the fabric. The fabric acts like a sieve and is designed to prevent concrete particles from getting through it. As shown from the figure below the mattress can be used either for protecting the seabed after providing a sheet pile or it can be installed on the slope itself as an alternative for revetment structure. When the sea bottom needs to be repaired or protected against erosion, a concrete mattress covering the area can be an excellent choice. It is essential that the repair work be extended well outside the point where the erosion can start. As the weakest point where the erosion can start is at the edge of the mattress, it is therefore very important that the ending of the outer edge of the mattress assembly is secured down in a trench covered with concrete-filled bags or rocks or gravel. Where the propellers may act against a solid berth wall resulting in a strong downward current, the erosion protection layer should be extended a distance out from the berth wall. Figure 3-6: Geotextile filter mattress Source: Internet TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 51 of 201

200 INITIAL ENVIRONMENTAL EXAMINATION (ix) (x) Extension of wharf If larger vessels are considered to be used at the modernized port, then the existing waterfront structure must be modernized to meet the new design vessel requirements. These normally include evaluation of the present capacity of existing structures and their ability to resist new loads associated with new, potentially heavier cargo handling and hauling systems. Essentially, if required, the existing structure must be upgraded accordingly. However, dredging the seafloor in front of the existing wharf may create a serious stability problem for the solid-type construction waterfront structure and reclamations behind the quay apron. For example, in the case of a piled structure, over-dredging will reduce pile penetration, thus effectively reducing the piles capacity to support vertical loads and to resist horizontal loads, and in the case of a gravity-type structure, it may undermine the wall by reducing its effective bearing area. In the case of sheet-pile bulkheads, over-dredging will reduce sheet-pile penetration, thus effectively reducing passive pressure and increasing the effective active pressure on the wall. The latter will result in a greater reaction force in the bulkhead's anchor system. These examples indicate that in most cases just simple dredging of a seafloor front of the wharf may not be feasible. The solution is commonly found in modernizing the existing structure by the addition of structural elements that help to mitigate the effects of deepening of the seafloor. To facilitate larger vessel size and drafts, extension of the existing wharf facility outwards to reach the natural deeper water through construction of a new open piled platform can be undertaken. Summary and recommendation The best solution is generally the one that allows utilization of the existing structure as much as possible. Methods used for modernization of soilretaining structures, such as quay walls and sheet-pile bulkheads, are generally very similar; they basically include the use of a different pressure-relieving system, installation of additional anchor systems, and strengthening of some structural and foundation components. A common dilemma faced by port authorities and terminal operators is whether to reconstruct (modernize) existing structure or to replace the obsolete structure with a new one. The decision is usually made on the basis of evaluation of the technical and economic merits of both alternatives. If the decision is made in favour of a new facility, then the existing one can be demolished and replaced by a new structure. Alternatively, the obsolete structures may be buried behind or under the completely new marine structure. In general, modernization of the existing facility is aimed at increasing the depth of water in front of the existing wharf, increasing the load carrying capacity of the structure, or both. The techniques used to achieve these goals vary depending on foundation geotechnical parameters, type and physical condition of the existing structure, and environmental and operational conditions (e.g., water fluctuation, design vessel type, type of goods handling equipment, etc). TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 52 of 201

201 INITIAL ENVIRONMENTAL EXAMINATION Generally speaking, the physical condition of any structure before modernization must be evaluated, and if needed, adequate rehabilitation works must be performed. A detailed comparison chart of the various techniques is provided in the table below: TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 53 of 201

202 CONFIDENTIAL INITIAL ENVIRONMENTAL EXAMINATION Purpose Soil Stabilisation Enhance soil stability Table 3-2: Evaluation of engineering measures Sheet pile Erosion Protection and Stability Constructability Difficult Easy Groynes or Dikes Erosion Protection Medium to Easy Cost High High Low Effectiveness Low High Underwater work Low Maintenance Cost Programme Schedule Interference with other structures High Long High Low - cantilever/ High - anchored Medium to Low Medium to Long Medium to High Durability Low High Facilitates further dredging Material - Medium to High Revetment Erosion Protection and Stability Medium to Difficult Medium to Low High Filling loose stone with grouting Erosion Protection and Stability Reinforced Concrete Slabs Erosion Protection and Stability Flexible composite systems Erosion Protection and Stability Difficult Difficult Difficult Medium to Low Medium to High High High High High Extension of the wharf Deeper draft and Bigger Cranes Medium to Difficult Medium to High Medium to High High High High High High Low Medium to Low Medium to Low Medium to High Medium to Low Medium to Low Short Long Long Long Long Medium to Low Medium to Low Medium to High High Medium to High Medium to Low Medium to High Medium to High High High Medium to Low Medium to Long Medium to High Medium to High No Yes No Medium No Yes Yes Yes Sheet Pile Available Rock+ Geotextiles - Available Rock + Geotextiles - Available Stones + Cement - Available RCC - Available Concrete + Geotextiles - Available RCC + Steel Piles TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 54 of 201

203 INITIAL ENVIRONMENTAL EXAMINATION From the table we can see that provision of sheet piles proves to be the most effective solution though the cost of construction is relatively higher. Hence an optimised engineering study is recommended in the case of MP where the sheet pile is provided only at a required height and with less interference to the adjacent structures. Also, it has to be noted that since high underwater work is involved, Cantilever sheet piling is recommended. The estimated cost is USD10,900,250. The detailed structural analysis of the sheet piles was performed and the summary is provided below: Loads used Dredge Level assumed to be -8.0 m Earth Pressure Water Pressure at +3.0m HWL Summary of results The results show that a sheet pile of length of 12 m is required to protect the soil at the jetty front. The pile is driven from a height of -3.0 CD and a penetration depth of 7 m. The detailed elevation and section of the proposed sheet pile is provided in Drawing No. 11-P1031_D104 in Appendix 2. If the design height of the sheet pile wall is to be under the low water level of the river, then backfilling with rocks/stones is recommended to prevent further erosion due to the river flow. This may be a cheaper alternative but hydrodynamic model studies will be required to confirm the optimum height of the sheet pile walls. b) Installation of ship-to-shore crane Est. USD 800,000 (i) Structural design check for existing wharf The detailed STAAD analysis of the structural design is provided in Appendix 1. The drawings of the wharf structure were obtained from MPA. The berth at MP is currently installed with 7 units of 6 tons capacity rail mounted cranes for loading/unloading goods. These cranes are obsolete and difficult to maintain as parts are not readily available. They cannot be used to handle the container ships calling the port. To improve the handling efficiency at the port for the container ships, high capacity cranes are required. A detailed structural analysis of the existing berth for the operations of 40 tons capacity QC and up to 43 tons capacity MHC was made. The loads used for the design and the results of the analysis are summarised below: o Loads used Berthing Load - Assuming existing Shibata fender CS 800H, the horizontal load in the berthing direction is provided as inputs. Crane Wheel Load - 43 tons MHC ~ Total crane load of 220 tons TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 55 of 201

204 INITIAL ENVIRONMENTAL EXAMINATION - 40 tons QC ~ 431kN seaward, 215kN in landward row of piles Seismic Load - Seismic Analysis performed according to National Building Code of Bangladesh o Standard Codes, Guidelines and Practices BS 8110 BS 8004: 1996 BS 6349 Part IV: 2000 BS EN :2005 BNBC : 2006 British code of practice for structural use of concrete British Standard Code of Practice for Foundations Maritime structures, code of practice for design of fendering and mooring systems Eurocode 1. Actions on structures. General actions. Wind actions National Building Code of Bangladesh o Summary of results STAAD Pro v8i was used for the structural analysis and the results are provided in Appendix 1. It can be seen from the results that the existing platform is unable to carry the 40 ton capacity QC but can handle the 43 ton MHC. The structure (beam, slab and piles) could not accommodate the axial loads for the QC. o Recommendation As the existing wharf structure cannot support the installation of the QC, it is recommended that MHC be considered as an alternative to avoid costly refurbishment of the wharf. The cost of a MHC is estimated at USD 800,000. The existing MP jetty sections and elevation can be referred to in Drawing No. 11-P1031_D101, D102 and D103 in Appendix 2. For the operations of QC at the berth, the alternative solutions and estimated cost is as follows: c) Alternative solution for quay crane at berth New container berth Est. cost USD 34,954,310 An option for handling containers at MP is to provide an alternative container berth adjacent to existing Jetty No. 9 or along Jetty 1 to 4. There is sufficient berth and backup area for the installation of the QC. The new container berth can be constructed as either of the following: Jetty type construction Marginal type construction o With retaining wall and sheet pile o Caisson Structure It is proposed to follow the existing methodology of jetty type construction and provide rock revetments for slope protection. Following the structural analysis, it has been arrived at a berth of size 220 m length x 58 m width for the new TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 56 of 201

205 INITIAL ENVIRONMENTAL EXAMINATION container berth. For detailed elevation and section refer to Drawing No. 11- P1031_D105 and D106. d) Refurbishment of jetty No. 9 Est. cost USD 5,147,220 The second option is to refurbish jetty No. 9. The structural study shows that the front rows of piles needs to be removed and reinstated with larger/deeper piles and stronger beams. The key structural elements shall be having the following characteristics: 50 tons 60 ft spacing Fender C800H (cell fender of 15 ft spacing Concrete bored piles of 900 mm diameter Slab thickness 1 3 Beam size of 3 11 by 4 11 Length of the Wharf 600 ( m) For detailed elevation and section refer to Drawing No. 11-P1031_D108. e) Re-surfacing of open stack yard behind J8 and J9 Est. cost USD 3,563,100 The open stack yard behind jetty No. 8 and 9 is proposed to be modified for storage of containers. The primary improvement is to enhance the yard pavements for the operations of heavy yard equipment. Summary of cost estimates The above studies show various options for improvement and development of the berths and yards. However, the engineering options can be summarised as below into 2 options: Option 1: Est. cost USD 49,417,660 Providing sheet pile wall in existing berth front between the fender piles for slope protection. Upgrading the open stack yard by improving the pavement A new container berth of size 220 m x 58 m Option 2: Est. cost USD 43,664,630 Providing sheet pile wall in existing berth front between the fender piles for slope protection. Upgrading the open stack yard by improving the pavement Refurbishing Jetty No. 9 to handle container The cost estimates for the 2 options is as tabulated below: TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 57 of 201

206 INITIAL ENVIRONMENTAL EXAMINATION No Description Cost (USD) Slope protection with sheet piles (1000m Length, 12m Height) Sheet pile wall at jetty front 1,015 m $ 10,069, Replacement of timber fender 206 no $ 718, Earth filling and rock 2,062 m 3 $ 112, protection Subtotal of (1) $ 10,900, Refurbishment of Jetty No.9 ( m ) 2 Demolition of existing deck $ 1,287, Reconstruction of deck $ 3,860, Subtotal of (2) $ 5,147, Resurfacing of open stack yard behind J8 and J9 Pavement of open yard at J8/J9 27,320 m 2 $ 3,563, Subtotal of (3) $ 3,563, Proposed New Container Berth Piled deck 220 m $ 20,566, Rigid pavement 64,650 m 2 $ 8,817, Fencing and Gate 996 m $ 132, Buildings Workshop Building 375 Terminal Building 3,000 m 2 $ 385, m 2 $ 4,382, Substation $ 397, Custom Office 150 X-Ray Inspection Office 200 m 2 $ 116, m 2 $ 156, Subtotal of (4) $ 34,954, Total cost of ( 1-4 ) $ 54,564, Add preliminaries 7% $ 3,819, Total cost with preliminaries $ 58,384, Add Contingency 15% $ 8,184, Grand Total $ 66,569, Summarising the above we can see that the estimate for various options as: TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 58 of 201

207 INITIAL ENVIRONMENTAL EXAMINATION Item Description Total Cost (USD) Option 1 (New Berth) Item No ,417,660 Option 2 (Upgrading J9) Item No ,664,630 Conclusion From the assessment of the wharf and structures, it is concluded that it is possible to strengthen the existing jetty to accommodate the ship to shore cranes. In addition, an option for a new container berth was also evaluated. To meet the immediate requirement, the cost effective solution is to commence operations using MHC for the container ships. Consideration may be given for the refurbishment of jetty J9 and the installation of QCs. This will however be more costly and will have impact on the existing port operation during the refurbishment period. The duration is between 2 to 3 years. Finally, a new berth may be constructed. Though it is substantially more costly, it may be undertaken with minimal impact to the existing operations. Should J9 be refurbished or a new berth constructed, a detailed investigation covering the following before commencement of detailed engineering and construction activities is recommended. Topographic survey at Mongla Soil investigation study at the jetty location Met-ocean study covering wind, wave and current characteristics Chemical tests and lab tests for testing strength of concrete Localised sedimentation and siltation study f) Yard address system Est. hardware and software cost USD 1, For the containers and vehicles discharged and stored at the port, there is no yard planning system in place, manual or otherwise, for the storage of these goods. There is no impetus for this presently as the feedback is that the goods can be easily located by manual means, however long it may take. With increasing volume expectations in the future, the port should embark on gradually introducing process improvements in the operations to gear up for eventual computerisation. For a start, a yard address system for containers and vehicles should be established along with a basic stand alone system for planning, capturing and updating the storage location. A yard address provides the means for the planning, assignment and location of goods received and stored in the port. Having a system in place will also enable the management of the storage yard to better allocate the resource and, together with equipment deployment and operations planning, facilitate port efficiency. Sheds and open storage yard can be marked and numbered for the purpose of assigning location for the storage of goods. The manner of the marking and numbering differs, this depending on the type of goods TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 59 of 201

208 INITIAL ENVIRONMENTAL EXAMINATION handled in the port. MP primarily handles containers and vehicles. There is no yard marking and numbering in place for the storage of these goods. This is required to be put in place as a start for a rudimentary yard planning system which can be implemented using a standalone desk top computer. For a container yard, the markings and numberings consists of a series of alpha-numeric figures representing the block, slot, row and tier for each specific location. An example of a yard address numbering system for straddle carrier operations is as shown below: Figure 3-7: Straddle Carrier Operations Straddle carrier yard For a vehicle storage yard, the address format is block, slot and row. An TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 60 of 201

209 INITIAL ENVIRONMENTAL EXAMINATION example is as follows: Vehicle yard With the government s strong interest to revive the activity at the port, yard capacity constraints will likely be encountered and means of overcoming this will have to be found. A yard planning system is one such tool that can be used to manage the utilization of the yard resource. The proposed standalone yard planning system will also prepare the staff when computerization of the port processes is introduced. The requirement would be for a spreadsheet to be prepared for the input of the vessel, container and yard information. For vehicles, the yard information will be by range of slot and row as vehicles do not have an identifiable mark and number. The information in the system may be updated on a shift to shift basis depending on the man-power availability. Example of screen shots for containers to show the information to be captured and updated in the system is as reflected below: TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 61 of 201

210 INITIAL ENVIRONMENTAL EXAMINATION Screen shot of Import list Screen shot of export list Additional data fields may be added or removed subject to the requirement ofthe port. The requirement for this yard planning system is as follows: Desktop PC with Microsoft Office to capture and update the information 1 office staff, with PC skills, to input the information TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 62 of 201

211 INITIAL ENVIRONMENTAL EXAMINATION 3 ground staff to carry out yard census and provide the updates on a daily basis With sufficient IT knowledge and training, reports for management use and reporting may also be generated using the Excel based system. As the cost is low, the MPA may use its own financial resources to implement the system. (e) River engineering and morphology (i) Navigability of the Pussur River The navigability of the Pussur River to MP is vital to the economy of the country. After the construction of the port in 1964, the depths in and around the port area reduced significantly and maintenance dredging is required to keep the port accessible. Combination of several engineering interventions like dredging, constricting the channel and at places, entraining the flooding and ebbing channels in a single channel by guide bundhs and tidal basins at suitable locations, have been studied in improving the navigability of MP. The environmental and social impacts have also been evaluated for each engineering intervention. The study was carried out for a sustainable solution considering three options such as (i) dredging, (ii) dredging and canalisation through structural intervention and (iii) dredging plus canalisation through structural intervention with Tidal River Management (TRM) concept. The last option (option - iii) has been found as a technically feasible, environment friendly, economically viable and socially acceptable solution. A feasibility study to improve the navigability of MP in 2004 stated that the bed level lacked the required navigable depth. This requires constant dredging at various locations in the river. The study also mentioned that the maximum draft of vessels that can enter the port varies between 6.0 m and 8.0 m, depending on the tide and weather conditions. During the pre- Inception visit on 27 th November 2010 and 2 nd December 2010 together with visual observation and previous study reports, the rapid siltation in the Pussur River is a cause for concern. Even though the channel draft in MP was reported to be 8.5 m, the accumulated siltation had resulted in excessive creation of impediments that restrict the safe passage and berthing of vessels. Although there has been continuous effort by MP to dredge the passage, the dredged areas fill up again within a short period of time. This study examines the means of managing the navigability of the river by ways of dredging, dredging and canalisation through structural intervention and dredging plus canalisation through structural intervention with tidal river management. Costing for the various alternatives is in the Appendix 3. (ii) Provide deeper draft One of the major issues that shippers raised is the lack of regular calls at MP by shipping lines. Shipping lines prefer to use CP despite the higher utilization. This is due to the deeper draft available at CP which MP is unable to provide. This reason was stated by shipping lines, shippers and TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 63 of 201

212 INITIAL ENVIRONMENTAL EXAMINATION freight forwarders as the single most important reason for their reluctance to call at MP. Similarly, 90% of operations are done mid-stream in MP. The lack of a deeper draft is cited as one of the main reasons. Shippers are also reluctant to use the facilities at the jetties due to the additional charges for berthing alongside. This preference for mid-stream operation causes loss of income as MP is only able to charge for channel dues and anchorage. In CP, it is mandatory to use the jetties for loading/offloading of goods. There are 2 options that can be considered in order to provide the deeper draft. Approach channel and alongside depth to be dredged to 9 m, on par with Chittagong. Implement maintenance dredging programme. Move port location closer to sea with deeper draft and building supporting road access (iii) Dredging activities and soil erosion The site for the berths in MP, on the left bank of the Pussur River, was selected in At that time the depths of the Pussur River at that location were satisfactory for average 8.5 m draft ships. But, since 1970 the depths in this area started to deteriorate rapidly. When the construction of the berth was completed in 1978 the depths in the area had already been reduced significantly. Since then, regular maintenance dredging has been required to provide sufficient depth alongside the berths, in the approaches to the berths and in the Southern Anchorage areas. This deterioration is mainly due to significant reduction of tidal flow in the Pussur River. Thus dredging activities has become a common measure at the Pussur River to bring in the larger vessels. According to the IWM report the volume of soil dredged until 2004 is shown below. Table 3-3: Maintenance dredging in Mongla Port area Source: IWM Report (2004) Year Location Quantity (m 3 ) Jetty Front 325, Jetty Front 345, Confluence 127, Jetty Front 62, Jetty Front 52, Jetty Front 109, Sabur-Beacon+ Jetty Front Confluence 210, Jetty Front 313, Sabur Beacon, Jetty Front Confluence, Southern Anchorage 3,591,000 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 64 of 201

213 INITIAL ENVIRONMENTAL EXAMINATION Southern Anchorage 98, Jetty Front 232, Sabur Turning Bassin & Confluence 128, Jetty Front 197, Jetty Front 5, 6 and 7 180, Jetty Front 5,8 and 9 204, Southern Anchorage, Sabur Beacon, Jetty Front, Jetty Approach, Confluence 2,790, Jetty Front 8 and 9 69,000 Total 9,032,000 Source: IWM It can be seen that these dredging activities had primarily led to the loss of soil stability at the jetty front. Based on previous studies conducted by IWM, it was noted that there is soil slippage at the wharf front resulting in reduction of the draft alongside the jetty. The investigations at the MP site shows the loss of stability of soil arising due to the following reasons Dredging activities in front of the jetty Soil Erosion due to flow of the river Wave Action Propeller action of the ship GMAPS has conducted various studies and the options for improving the slope and are detailed in the next chapter. Both options require extensive capital expenditure and the additional revenue generated from the additional volumes and vessel call needs to be balanced against this cost. (iv) Bathymetry charts The consultants received 32 nos. of hydro graphic charts in hardcopy from MPA on 16 th January The charts cover information ( ) on the depth of Pussur River from its approaches in the Bay of Bengal to Digraj, which is located approximately 3 km upstream of MP. Table 23 summarizes the status of the collected charts. The table shows that the surveys in whole of the Pussur River were carried out during 2005 and However, from the year after that till 2010, surveys were accomplished in specific reaches of the river only. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 65 of 201

214 INITIAL ENVIRONMENTAL EXAMINATION Table 3-4: Summary of received bathymetry charts Bathymetry Chart Coverage Bathymetry Charts received from MPA Chart Numbers under different years Chart Latitude River reach Number limit covered to 21 Approaches to Chart-1 Chart- Chart-1 Chart-1 Chart-1 Chart- 50 Pussur River to 21 Hiron Point to Chart-2 Chart-2 Chart-2 56 Tinkona dwip to 22 Tinkona dwip to Chart-3 Chart-3 Chart-3 04 Kagaboga khal Chart to 22 Kagaboga Khal to Chart-4 Chart-4 Chart-4 08 Sundarikota Khal to 22 Sundarikota Khal to Chart-5 Chart-5 Chart-5 Chart- 12 Cheilabogi khal to 22 Mazar point to Chart-6 Chart-6 Chart-6 Chart-6 17 D douza point to 22 Harbaria to Chart-7 Chart-7 Chart-7 Chart-7 Chart-7 22 Joymonirmongal Chart to 22 Base creek to Chart-8 Chart-8 Chart-8 Chart-8 Chart-8 27 Mongla Chart to 22 Chart-9 Mongla to Digraj 32 Chart-9 Chart-9 Chart-9 Chart-9 Source: IWM The collected charts were digitized and utilized in updating the available model to establish the baseline condition. Depending on the available bathymetry charts, efforts were made to assess the change in bed topography in different reaches of Pussur River, as well as the rate of accretion/erosion. The results from hydrodynamic and morphological model together with analyzed sounding charts helped in identifying critically silted reach of the river and this has enabled finalizing the navigational route and the reaches of the river to be dredged. The basis of selecting the navigational route depends on the dominant flow direction and available deeper channel which are obtained from the model results. Upon finalizing the most effective and sustainable navigational route, the dredged volume for the required draft of the vessel was assessed. Bathymetry survey Together with the secondary bathymetry data, the consultants get the opportunity to obtain primary data to utilize in the present study. During March-April 2011, IWM has carried out a bathymetry survey in Pussur Channel under the financing from ADB. The survey reach covered about 91.3 km at 200 m intervals from Diraj (upstream of MP) to Hiron Point. After processing of the data and reducing to depths in meters below CD, status of present condition of Pussur channel and the present navigational problems were analyzed. Water Level Water levels ( ) for the stations Hiron Point and Mongla were obtained in hardcopy in the middle of December Digitisations have been completed, reviewed and updated the available model. Table 24 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 66 of 201

215 INITIAL ENVIRONMENTAL EXAMINATION summarizes the status of collected water level. Water level records of 2010 were obtained for both stations. The other water level data from 2005 to 2009 were available as daily high and low i.e. 4 records in a day and accordingly collected. Table 3-5: Status of collected water level data Tidal Station Available Water Level Data Name Year Period Data Type January to 31 Daily High & Low Water December Level January to 31 Daily High & Low Water December Level Hiron Point January to 31 Daily High & Low Water December Level January to 31 Daily High & Low Water December Level January to 31 Daily High & Low Water December Level January to 09 Water level at 30 minutes November Interval January to 31 Daily High & Low Water December Level January to 31 Daily High & Low Water December Level Mongla January to 31 Daily High & Low Water December Level January to 31 Daily High & Low Water December Level January to 31 Daily High & Low Water December Level January to 23 Water level at 30 minutes November Interval Source: IWM The collected water levels were utilized in establishing the baseline condition and updating of the hydrodynamic model. The hydrodynamic model results have been used to find the tidal characteristics and dominant flow direction which in turn helped in identifying the navigational route. Primary data A comprehensive data collection programme has been made to collect bathymetry, sediment concentration, and water level, and discharge data at and around the Project areas. This data has been utilized to establish the baseline hydrodynamic and morphological conditions, for updating the existing and also developing two dimensional morphological models. The summary of the data collection carried out in relation to the study is shown in Table 25. The data collection period is dry 2011 (March-April). TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 67 of 201

216 INITIAL ENVIRONMENTAL EXAMINATION Table 3-6:Summary of primary data collection No. Events Specification Location Quantity 1. Bathymetry 2. Water level Source: IWM Discharge measureme nt Suspended Sediment Sample 400 m interval in the Pussur River Hourly, total 24 hrs Full tide cycle covering spring and neap tide in monsoon Hourly, total 13 hrs From Digraj to Akram Point Hiron Point, Akram Point. Joymoni and Mongla Mongla and Akram Point Same locations of discharge and velocity measurements 413 nos, 1013 km transect 4 Stations 4 nos 410. Data analysis Water level Water level data is important to identify the variation of water depth and tidal characteristics over the years. The water level data analysis shows that the maximum tidal range at Mongla is about 4.39 m and seasonal variation is about 0.87 m. At Heron point, the maximum tidal range is about 3.13 m and seasonal variation is about 0.8 m. The variation of water level data at MP is presented in Figure 3-8. Figure 3-8: Water Level variation at Mongla Port Source: IWM Bathymetry data The quality of the primary bathymetry data (March-April 2011) from Digraj to Hiron Point were checked comparing the upstream and downstream data of TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 68 of 201

217 INITIAL ENVIRONMENTAL EXAMINATION the same location. IWM has utilized MPA Bench Marks and checked the consistencies and did necessary corrections while bathymetry survey was carried out. The bathymetry survey map based on the survey data is presented in Figure3-9. Mathematical models A mathematical model has been used for the present study to define the prevailing situation. A combination data and has been considered accordingly to represent the physics of nature. These models consist of upgraded existing models and newly developed models. The description of the available model is given below. Bay of Bengal model The modelling system used for the development of Bay of Bengal Model is the MIKE21 FM, which is based on an unstructured flexible mesh consisting of linear triangular elements. The mesh enables to increase the resolution of grid around Islands, along coastline and other area of interest. The coverage of the numerical model is shown in Figure The coverage of the model area starts from Chandpur on Lower Meghna River to 160 Latitude in the Bay of Bengal. The model applies PWD datum. The computational grid or mesh size decreases (or the resolution increases) towards coastlines and Islands. Inter-tidal areas are flooded and dried during a tidal cycle, both in nature and in the model. Figure 3-9: Depths of Pussur River (Hiron Point to Diraj) based on IWM survey 2011 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 69 of 201

218 INITIAL ENVIRONMENTAL EXAMINATION Swatch of no d Figure 3-10: Modelled Area Showing Bathymetry and Flexible Triangular Computational Mesh Source: IWM Two open boundaries are defined in the model, one in the north in the Lower Meghna River at Chandpur and another one in the south in the Southern Bay of Bengal from Vishakhapatnam in India to Gwa Bay in Myanmar. The available model has been further updated with recent bathymetry data which has been collected under the present project. The bathymetry and computational grid has been generated again based on surveyed bathymetry, Island and shoreline data and recent satellite images. North boundary at Chandpur has been obtained from recent half hourly water level data at Chandpur by BIWTA. South boundary has been generated from sea chart. Two-dimensional curvilinear grid of Pussur model For the prevailing morphological behaviours and impact due to any changes of the Pussur River, a curvilinear grid model was applied to simulate the flow, sediment transport and bed level changes where the grid line will follow the bank lines in the previous study. Another important feature of curvilinear grid model of MIKE21 is that, it includes the secondary flow which is very important for bed sediment transport especially near river bends. The curvilinear model has been set up for the 80 k length of the Pussur River from Chalna to Akram Point. Grid size is variable along and across the river, average grid size along the river flow is 150 m and across the river are 20 m. The coverage of the model area is shown in Figure TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 70 of 201

219 INITIAL ENVIRONMENTAL EXAMINATION Mongla Inner Above Figure 3-11: Model bathymetry based on March 2003 survey transects Source: IWM Updating and model calibration In order to know the morphological behaviour and effectiveness of the option, the curvilinear grid model has been updated with flexible mesh consisting of linear triangular elements with recent bathymetry data. The flexible mesh model is extended from Rupsha to the confluence of Pussur and Sibsa River. This model also includes Mongla Nulla, Kumar, Daudkhali, Bishnu, old Pussur and Kata Khali khal. The coverage of the model is shown in Figure Figure 3-12: Model bathymetry based on March 2011 survey TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 71 of 201

220 INITIAL ENVIRONMENTAL EXAMINATION Calibration result of the new model is presented in Figure 3-13 and Figure 3-14 Figure 3-13: Measured and simulated water level in the Pussur River Figure 3-14: Discharge calibration in the Pussur River and Rupsha River (v) Establishment of base line condition It is essential to establish baseline condition on the navigability of the channel and alongshore berths, tidal characteristics, current, flow pattern, wave characteristics, erosion-deposition pattern in order to know the present navigational facilities of the port, to identify present problem, to devise alternative scenarios for improvement, to determine different navigational channels and to select suitable channel for the improvement of navigability of MP. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 72 of 201

221 INITIAL ENVIRONMENTAL EXAMINATION Tide Water level data is important to know the variation of water depth over the year and tidal characteristics. Water level data analysis shows that maximum tidal range at MP is about 4.39 m and seasonal variation is about 0.87 m. At Heron Point maximum tidal range is about 3.13 m and seasonal variation is about 0.8 m. The variation of water level data at MP is presented in Figure Figure 3-15: Water level variation at Mongla Port Tidal prism Tidal Prism (the flood and ebb tide volume in one tidal cycle) is an indicator for stability of a tidal channel. The tidal prism in Mongla Nulla in dry period is about Mm 3 and in Pussur River, it is about Mm 3. Water flow/discharge From the discharge measurement, it is observed that maximum discharge during the measurement was 36,987 m 3 /sec at Akram Point, during spring flood (high) tide. The maximum discharge at these 4 locations during flood and ebb tide are presented in the Table 3-7. Table 3-7: Maximum Discharge during Flood and Ebb at Different Locations No Location Name of the Channel Measurement Period Type of tide Max flow during flood tide (m 3 /sec) Max flow during ebb tide (m3/sec) 1 Mongla Nulla( DS of Mongla Nulla) Pussur (half hourly) (half hourly) Neap` 4,952 4,386 Spring 6,597 8,545 2 Source: IWM Akram Point Pussur (half hourly) (half hourly) Neap 16,792 17,171 Spring 36,987 31,732 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 73 of 201

222 INITIAL ENVIRONMENTAL EXAMINATION ** For discharge measurement, considering the width of Sandwip channel and strong current, the measurements are averaged over 1-2 hrs (time needed to cross the channel). So at Gachua they cannot show the absolute peak. Current speed and sediment concentration Figure 14 shows the maximum depth average velocity field and speed contour at Pussur channel during dry and monsoon period. The maximum depth integrated velocity near Sabur Bacon is 1.7 m/s, near jetty is about 2.00 m and near Chilla Bazar it is about 1.6 m/s in dry season. In monsoon maximum depth average velocity near Sabur bacon is 1.8m/s, near MP 2.10 m/s and near Chilla Bazar it is about 1.6 m/s. In order to know the sediment characteristics, suspended sediment concentration have been measured at different locations both for spring and neap tide. From the measurement depth average suspended sediment concentration varies from 150 mg/l mg/l in the project area. Maximum depth average concentration has been found mg/l at Akram Point in spring tide. Re-siltation rate after proposed dredging In order to know the re-siltation rate in the dredged channel, 2 dimensional morphological model has been developed. The sedimentation and erosion at a river reach depends on the net sediment transport at that specific reach of the river. The erosion rate is a function of stream energy whereas sedimentation rate is a function of the suspended sediment concentration (SSC), settling velocity of particles, inundation time and local flow field. The higher the value of the first three factors the higher is the sedimentation rate and the lower the value of the local velocity below a certain level the higher is the sedimentation rate. The bed level changes have been assessed by simulating flows for one year. Dry Monsoon Figure 3-16: Maximum depth average velocity of Pussur channel during dry and monsoon Source: IWM TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 74 of 201

223 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-17, shows the predicted erosion/deposition pattern after 1 year in the Pussur River based on the morphological model simulations as described above. Based on morphological model simulation maintenance dredging in one year in dredged channel from Sabur Bacon to Base creek is about 2 Mm 3. Figure 3-17: Predicted Erosion and Deposition Pattern Source: IWM (vi) Navigability of Pussur River in the past Extensive study on the navigability of Pussur River in the recent past was carried out by IWM in The major finding on the navigability of the Pussur River was that, the river had navigation problem for the last two decades mainly from Maidara to Chilla Bazar. After Chilla Bazar, starting from Joymonirgoal, the river maintained a more stable navigable reach up to Akram Point and was more meandering compared to its upper reach. Figure 3-18 presents the bed level of channel from Maidara to Akram Point for 1995 and The figure reveals that significant accretion of more than 2 m has occurred near inner bar between 1995 and According to the findings the inner bar has been accreted more and outer bar has been raised by 2 m over the last decades. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 75 of 201

224 INITIAL ENVIRONMENTAL EXAMINATION Maidara Mongla Inner bar B d L CD Above 0 Joymonirgoal 2 0 Monkey Point 1995 Akram Point 2003 Figure 3-18: Bed level in the Pussur River from Maidara to Akram Point in 1995 and 2003 Maidara to port jetty During 1989 to 2003 the depth below CD from Maidara to Digraj varied from 6 to 8 m CD and became shallower near Sabur Beacon. At Sabur Beacon, the depth varied from 4-6 m CD. Mongla Port jetty to Joymonirgoal (Inner Bar) Near the inner bar, a region of neutral behaviour exists at this location where coarse sand gets deposited. Over the long period of the to-and-fro movements, a considerable net drift occurs and more stable inner bar is formed. The changes of bathymetry over a period of 14 years reveal that inner bar has raised by 2-3 m and formed in a stable bar. The situation has become worsen after the flood of 1998 and TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 76 of 201

225 INITIAL ENVIRONMENTAL EXAMINATION Joymonirgol to Harbaria The river along reach from Joymonirgoal to Harbaria over 14 years from 1989 to 2003 remained stable. There existed a shallow reach of 4-6 m below CD along the middle which was formed due to the divergence of flood and ebb channel. However, over the last 14 years from 1989 to 2003 the crosssectional area near Tatral point has been increased substantially. Monkey Point to Charaputia Over the last decade, the reach from Monkey Point to Charputia has found stable. It was found that the deeper navigable channel had been following the outer bank and had continued up to Charputia in the recent years. According to the cross-section surveyed in March 2003 and September 2003 near Monkey Point and Mazhar Point it was revealed that the navigable channel at Monkey Point was becoming wider easterly. A deposition of about 1 m at the navigable channel has also been observed near Monkey Point. This may have happened due to increase in bending curvature near Monkey Point. Zafar Khal (near Akram Point) to Hiron Point IWM 2004 study revealed that pussur river at the confluence (Akram point) possessed higher depth than the Sibsa river. Cross sections at Akram Point on Pussur and Sibsa rivers show depths of 24 m and 34 m respectively below CD. It was further concluded from bed profile analysis that Zafar Khal was getting deeper in the recent years. From cross sectional analysis it was revealed that simultaneously with deepening of the river, cross sectional area were also increased over the 14 years period from Outer Bar Outer Bar is situated some 45 km seaward of Hiron Point and exposed to the open sea. The layout of the coastline, channels and the bar area is shown in Figure According to IWM study 2004, the major physical process controlling the morphology of the outer bar is the decrease in ebb current speed seawards of Hiron Point, where the tidal prism is no longer confined to a distinct channel. Towards the mouth of the Pussur-Sibsa entrance, where the shores widen, there is a considerable divergence between flood and ebb channel and has been confirmed through model. In 1995, after a big event like the cyclone in 1988, the outer bar has been raised up to 0 to 2 m CD and widened in the east-west direction and the trend has continued until The approach channel near Hiron Point has been split after flood 1987 and According to the findings of IWM study on 2004, it can be concluded that during the years of 1987 and 1988 and even after 1998 flood huge volume of sediment carrying flow from upstream got deposited in a wider part of the Pussur River entrance. That is why the land level (-2 to -4 m CD) at outer bar and the shape as well remain almost same as it was before. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 77 of 201

226 INITIAL ENVIRONMENTAL EXAMINATION Jefford Point Sarwar Char Outer Bar Bed Level (mcd) Fairway Buoy Above Below -8 Figure 3-19: Bathymetry of the entrance of the Pussur River based on the March 2003 surveyed bathymetry Source: IWM (vii) Morphological changes in Pussur River Pussur River hydrographic charts of the available years from 2005 and onwards were obtained from MPA and the collected hardcopy charts were digitized and analyzed to study morphological changes. The navigable reach under study from MP to Fairway buoy at outer bar in the open sea as MPA has demonstrated are subdivided into 9 hydrographic charts. Efforts have been made to assess the changes in the river bed sequentially according to the reaches covered in the hydrographic charts from upstream to the downstream (i.e. from Chart 9 to Chart 1). Diraj to Mongla (Chart 9) Figure 3-20 shows the depth of Pussur River below CD from Diraj to Mongla for the years 2005 and 2008 and the changes during the period of 3 years. In 2005, the depth in Pussur River along the left bank from Mongla to few km upstream of the port maintained an overall minimum depth of 4 m below CD which increased to 6 m at fragmented locations at the port and at its upstream and downstream. The stretch of the depth in 2008 appears to have reduced TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 78 of 201

227 INITIAL ENVIRONMENTAL EXAMINATION and confined between Mongla Nullah and port; with concentration of maximum depth of about 6.5m at the port. Figure 3-20: Morphological changes from Digraj to Mongla over 3 years (Chart 9) Source: IWM The change in bathymetry map ( ) demonstrates that most of the areas in Diraj-Mongla reach have been accreted from 0.5 m to 1m. However, along the mid channel between Mongal Nullah and Diraj fragmented erosion of the range between 0.5 m-1.0 m has occurred. To study changes in channel morphology between 2005 and 2008, 3 cross sections (Section 1, section 2 and Section 3) in the reach have been analyzed. At section 1 and section 2, the channel shows average erosion of the bed by 0.02 m and 0.05 m respectively. However, the river below the confluence at section 3 shows significant accretion of 0.47 m over the 3 years period. Table 27 summarizes on cross section geometry and the channel sedimentation. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 79 of 201

228 INITIAL ENVIRONMENTAL EXAMINATION The table shows that there is little increase in the cross sectional area of about m 2 at Section 1. The Thalweg at the section is shifted 106 m towards the left and the corresponding depth is increased by 0.3 m. The average depth at the section remains almost same which ware 3.73 m in 2005 and 3.75 m in 2008 respectively. However, the assessment on channel changes at section 2 and section 3 summarized in Table 3-8. Table 3-8: Summary of Cross Sectional Geometry and Average Accretion/Erosion Section Year Section 1-1 Section 2-2 Section 3-3 Source: IWM Area below CD (m 2 ) Averag e depth below CD (m) Average Accretion / Erosion (m) Thalweg (m CD) Thalweg shifting (m) , , m to the Left bank , , No change , , m to the Right bank Mongla to base creek (Chart 8) Figure 3-21 shows the depth of Pussur River below CD from Mongla to Base creek for the years 2005 and 2010 and the changes in 5 years. Accretion of the ranges between 0.5 m to 1.5 m appears to be dominant in the reach during 2005 to Erosion of 0.5 m to 1.5 m is also observed in the mid channel which extends from Mongla and chilla Bazar. After Chilla Bazar, erosion of the same magnitude extends along the right bank and shifts to the mid channel at Base creek. In 2010, the river reach (Mongla-Base creek) maintains a depth of 4 m-5 m below CD TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 80 of 201

229 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-21: Morphological changes from Mongla to base creek over 5 years Source: IWM Representative cross sections have been selected to study changes in channel morphology between 2005 and Both the sections (Section 4-4 and Section 5-5 in Figure 3-21) show average rise in the bed level of 0.4 m and 0.42 m respectively. However, Table 3-9 summarizes cross section geometry and the channel sedimentation. Table 3-9: Summary Of Cross Sectional Geometry and Average Accretion/ Erosion Section Year Section 4-4 Section 5-5 Source: IWM Area below CD (m 2 ) Average depth below CD (m) Average Accretio n/ Erosion (m) Thalwe g (m CD) , , , , Thalweg shifting (m) 44 m towards right bank m towards right bank TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 81 of 201

230 INITIAL ENVIRONMENTAL EXAMINATION Joymonirgol to Harbaria (Chart 7) Figure 3-22 shows the depth of Pussur River below CD from Joymonirgol to Harbaria in 2005 and 2010 and Change in bed level during the period (Chart- 7 in Figure 20). This reach of the river sustains depth of more than 5 m below CD from 2005 to Erosion extending from Harbaria khal to above looks dominant (ranging from 0.5 m to 2.0 m) in the reach during this 5 years period. However, below Harbaria Khal accretion dominates. Ch b th Figure 3-22: Morphological changes from Joymonirgol to Harbaria over 5 years (Chart-7) Source: IWM Representative cross sections (section 6-6 and section 7-7 in Figure 3-22) have been selected to study the change in channel morphology between 2005 and Erosion of -0.5 m in the channel bed is observed at section 6. In section 7-7, average rise in the bed level of 0.39 m has taken place. Table 3-10 demonstrates cross section geometry and the channel sedimentation. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 82 of 201

231 INITIAL ENVIRONMENTAL EXAMINATION Table 3-10: Summary Of Cross Sectional Geometry and Average Accretion/ Erosion Section Year Section 6-6 Section 7-7 Source: IWM Area below 0 m CD (m 2 ) 7, , , , Averag e depth below CD (m) Average Accreti on/ Erosion (m) Thalwe g (m CD) Thalweg shifting (m) 349 m towards right bank m towards right bank D souza Point to Mazhar Point (Chart 6) Figure 3-23 shows the depth of Pussur River below CD from D souza Point to Mazhar Point for the years 2005 and 2007 and the changes over 2 years. Above Monkey Point, erosion looks dominant which ranges up to 6 m. Between Monkey Point to Mazhar Point, accretion of more than 3 m has occurred in the main navigation channel which is currently flowing closer to the left bank. However, shifting of the channel in the middle at Mazhar Point towards Monkey Point looks in progress and along the alignment erosion from 0.5 m to more than 2.5 m has taken place over 2 years from Further down to Monkey Point erosion looks dominant. Ch b th TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 83 of 201

232 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-23: Morphological changes from D souza Point to Mazhar Point over 2 years (Chart-6) Source: IWM representative cross sections have been selected to study changes in channel morphology between 2005 and Section 8-8, Figure 3-23, shows average erosion of the channel bed by 1.03 m in 2 years period, whereas in section 9-9, Figure 3-23, shows the channel bed rises to about 5.13 m during the same period. Table 3-11 summarizes cross section geometry and the channel sedimentation. Table 3-11: Summary Of Cross Sectional Geometry and Average Accretion/Erosion Section Year Section 8-8 Section 9-9 Area below 4.5 m CD (m 2 ) Average depth below 4.5 m CD (m) Averag e Accreti on/ Erosion (m) Thalw eg (m CD) Source: IWM Thalweg shifting (m) 170 m towards left bank 330 m towards right bank Cheilabogi khal to Sundarikota (Chart 5) Figure 22 shows the depth of Pussur River below CD from Sundarikota to Kagaboga khal for the years 2005 and 2007 and the changes over 2 years. The channel reach on both the years maintain depth of more than 7 m below CD. In 2007, the erosion at Charaputia khal makes the channel more deep to 8 m and above. The reach looks more or less dominant in erosion which ranges up to 1.5 m. However, a very short reach below Cheilabogi khal has experienced accretion simultaneously which ranges up to about 2.0 m. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 84 of 201

233 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-24: Morphological changes from Cheilabogi Khal to Sundarikota over 2 years (Chart-5) Source: IWM representative cross sections (Section and Section in Figure 3-24) have been selected to study changes in channel morphology between 2005 and Section shows average accretion of the channel bed by 0.12 m in 2 years period. During the same period the channel bed experiences degradation to about 0.26 m at section 11. Table 3-12 summarizes cross section geometry and the channel sedimentation. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 85 of 201

234 INITIAL ENVIRONMENTAL EXAMINATION Table 3-12: Summary of Cross Sectional Geometry and Average Accretion/Erosion Section Section Section Source: IWM Year Area below CD (m 2 ) Average depth below CD (m) Average Accretio n/ Erosion (m) Thalwe g (m CD) Thalweg shifting (m) m towards right bank 80.1 m towards left bank Sundarikota to Kagaboga khal (Chart 4) Figure 3-25 shows the depth of Pussur River below CD from Cheilabogi khal to Sundarikiota for the years 2005 and 2006 and the changes over the period as well. The channel on both the years within the reach maintains depth of more than 8 m below CD. Over the period the upper portion of the channel reach above Enam khal shows dominance in accretion of the ranges between 0.5 m to 1.0 m. However, below Enam khal domination in erosion is observed which appears to be more pronounced after Ghasaingaria khal. Below Ghasaingaria khal, erosion from 0.5 m to 1.5 m with concentration of higher degree (1 m to 1.5 m) along the middle of the channel has taken place. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 86 of 201

235 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-25: Morphological changes from Sundarikota to Kagaboga khal over 1 year (Chart-4) Source: IWM To study changes in channel morphology between 2005 and 2006, 2 cross sections (Section and Section in Figure 3-25) in the reach (Sundarikota to Kagaboga khal) have been analyzed. At section 12-12, the channel shows average erosion of the bed by 0.40 m and at section 13-13, slight erosion of 0.01 m has occurred. Table 3-13 summarizes on cross section geometry and the channel sedimentation. Table 3-13: Summary of Cross Sectional Geometry and Average Accretion/Erosion Section Year Area below CD (m 2 ) Section Section Source: IWM Average depth below CD (m) Average Accretio n/ Erosion (m) Thalwe g (m CD) Thalweg shifting (m) m towards left bank m towards left bank Kagaboga khal to Tinkona Dwip (Chart 3) Figure 24 shows the depth of Pussur River below CD from Kagaboga khal to Tinkona Dwip for the years 2005 and 2008 and the changes over the period. The channel on both the years within the reach sustains depth of more than 8 m below CD. Except on the sibsa river portion at Pussur-Sibsa confluence, erosion appears though not very significant is dominating over the reach. At the confluence on the Sibsa River significant accretion of the bed has occurred over the 3 years period from 2005 which ranges from 0.5m-3.0m. The erosion that has occurred in the Pussur River above Akram point ranges primarily between 0.5 m and 1.0 m. However, below the confluence the magnitude of erosion exceeds more than 2.5 m. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 87 of 201

236 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-26: Morphological changes from Jafar Khal to Tinkona Dwip over 3 years (Chart-3) Source: IWM To study changes in channel morphology between 2005 and 2008, 3 cross sections (Section 14-14, section and Section in Figure 3-26) in the reach have been analyzed. At section 13-13, Figure 25, and section 14-14, Figure 26, the channel shows average erosion of the bed by 0.09 m and 0.25 m respectively. However, the river below the confluence at section shows significant erosion of 0.62 m over the 3 years period. Table 3-14 summarizes on cross section geometry and the channel sedimentation. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 88 of 201

237 INITIAL ENVIRONMENTAL EXAMINATION Table 3-14: Summary of Cross Sectional Geometry and Average Accretion/Erosion Section Section Section Section Source: IWM Year Area below CD (m 2 ) Average depth below CD (m) Average Accretio n/ Erosion (m) Thalweg (m CD) Thalweg shifting (m) 102 m towards right bank 90 m towards right bank 22 m towards right bank Tinkona Dwip to Hiron Point (Chart 2) Figure 25 shows the depth of Pussur River below CD from Tinkona Dwip to Hiron Point for the years 2005 and 2006 and the changes over the period. The channel on both the years within the reach sustains depth of more than 8 m below CD. The change bathy map indicates that the reach (Tinkona Dwip-Hiron Point) is more or less dominant in accretion which looks little more pronounced above Boar Pont in the Pussur River. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 89 of 201

238 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-27: Morphological changes from Tinkona Dwip to Hiron Point over 3 years (Chart-2) Source: IWM cross sections (Section and Section in Figure 3-27) in the reach have been analyzed to study changes in channel morphology between 2005 and Average accretions of 0.16 m and 0.12 m are observed taken place in the channel at section and section respectively in just one year. Table 3-15 summarizes on cross section geometry and the channel sedimentation. Table 3-15: Summary of Cross Sectional Geometry and Average Accretion/Erosion Section Section Section Source: IWM Year Area below CD (m 2 ) Average depth below CD (m) Average Accretio n/ Erosion (m) Thalwe g (m CD) Thalweg shifting (m) 410 m towards right bank 12.5 m towards right bank TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 90 of 201

239 INITIAL ENVIRONMENTAL EXAMINATION Approach channel to Pussur River at Outer Bar (Chart 1) Outer bar is situated some 45 km seaward of Hiron Point and exposed to the open sea. Zulfiqar Channel runs in the north-south direction, crosses the bar and falls into Malancha channel. The approach channel where the navigation buoys are installed to ensure safe navigation route to the ocean going vessels from Fairway Buoy to Pussur River has gone through the Malancha channel and Zulfikar Channel. Available hydrographic charts over the past years have been studied to assess the changes in sedimentation that has occurred in the approach channel to Pussur River and other channels up to the fairway buoy. Figure 26 to Figure 30 shows the bathymetry charts of 2005, 2008 and 2009 together with contours and the change in bathymetry between years and Approach channel in 2005 shows (Figure 3-28) a minimum depth of 7.3 m below chart datum (CD) almost throughout its length from Jeforrd Point to Fairway Buoy with the exceptions of lower depths of 6 m-7 m at 2 locations one at the confluence of Zulfikar channel and Malancha channel and the other on the west of outer bar in Zulfikar channel. In 2009, the situation has been improved around the confluence (Figure 3-30) as the depth has been increased to 7.2 m -7.8 m. However, on the west of outer bar around 5 km to 7 km reach, the channel on the left appears to be aggrading/ accreting though the minimum depth below CD exists between 6.3 m to 6.6 m. Analysis for change in bathymetry between 2005 and 2009 reveals that accretion from 0.5 m to more than 3.0 m has occurred in the approach channel between Jefford Point and navigation buoys B5-B6 (Figure 29). Below B5-B6, down to Fairway Buoy, the channel has experienced erosion from 0.5 m to around 2.0 m (Figure 3-31). Nearly the same trend of accretion in the upper reach and erosion in the lower reach of magnitude +0.5 m / -0.5 m has been observed in the navigation approach channel during the period IWM in 2004 has carried out a study on improvement of navigability of MP. There they have proposed dredging in the approach channel at 3 locations namely channel 1, channel 3 and channel 3 for safe movement of vessels of 9 m draft. The alignments for dredging were proposed based on the March 2003 surveyed bathymetry. Figure 3-28 to Figure 3-30 shows the proposed dredging alignments. Along the dredging alignments the changes in the range of depths during 2005, 2008 and 2009 have been studied and summarized in Table It appears that highest aggradations/accretion has occurred along channel 1 during the period of 4 years. Along channel 2, little degradation is observed in the lower range of depth while the higher depths remain unchanged. Along channel 3, clear degradation/erosion is seen. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 91 of 201

240 INITIAL ENVIRONMENTAL EXAMINATION Table 3-16: Change in Range of Depth in the Proposed Navigation Channel for Capital Dredging Dredging alignment Range of depth (Min to Max), meters below CD proposed in Channel Channel Channel Source: IWM Figure 3-28: Bathymetry 2005 between Jefford Point and Fairway Buoy Source: IWM TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 92 of 201

241 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-29: Bathymetry 2008 between Jefford Point and Fairway Buoy Source: IWM TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 93 of 201

242 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-30: Bathymetry 2009 between Jefford Point and Fairway Buoy Source: IWM TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 94 of 201

243 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-31: Change in bathymetry, between Jefford Point and Fairway Buoy Source: IWM Figure 3-32: Change in bathymetry, between Jefford Point and Fairway Buoy Source: IWM TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 95 of 201

244 INITIAL ENVIRONMENTAL EXAMINATION (viii) Present navigational problem The Pussur River is the integral part of a complex river system in the southwest region of Bangladesh. Numerous tributaries and channels interconnect the Pussur River with other rivers as the Sibsa, Gorai and Ganges. Flow conditions all these rivers determines the current and morphological conditions in the Pussur river. Present condition in the Pussur River has been assessed based on the recent bathymetry survey results carried out by IWM on Mach-April 2011 under financing from ADB. The survey reach covered 91.3 km from Digraj (upstream of MP) to Hiron Point. Up to Hiron Point assessment on present navigation has been made on the basis of IWM survey However, the assessment on the present navigability downstream of Hiron Point to Fairway Buoy has been assessed based on the most recent hydrographic chart of MPA that was surveyed on The commercially important portion of the river begins at Chalna and extends about 80 km up to Akram Point and then up to Fairway Buoy which adds another 70 km length of navigation channel. The maximum draft of vessels that can enter the port varies between 6.0 m and 8.5 m, depending on the tide and weather conditions. This requires a minimum bed level of 6.5 mcd. The available bed level in Pussur River between Digraj and Hiron Point based on IWM bathymetry survey during March 2011 are shown in Figure 3-35 to Figure It is explicable from Figures 3-33 and 3-34 that the bed levels of navigation channel from Digraj to Joymonigol mostly vary between -4 m CD to -6 m CD. This indicates the current accessibility to MP through Pussur River exists for a 6.0 m draft vessel during high tide period only. From Joymonirgol to Hiron Point except for about a kilometre at Harbaria khal, the river possesses depth of more than 8 m below Chart Datum. So presently i.e. March 2011 the reach has sufficient depth for navigation of more than a 8 m draft vessel. From Hiron Point down to Fairway Buoy (Figure 3-36), the condition of the approach channel has been assessed based on the MPA Hydrographic Chart surveyed in as there has been no availability of survey data in the reach after Figure 34 shows that the navigation route in has a varying depth from 6 m to above 8 m below CD and is accessible for a 7.5 m draft vessel. However, the reach could be made accessible to 8.5 m or 9.0 m draft vessels if dredging of 2.41 Mm 3 or 1.37 Mm 3 is done at two locations for a total length of 8.7 km. Regarding dredging, section 18 describes in detail. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 96 of 201

245 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-33: Depth of Pussur River below chart datum from Diraj to base creek based on March 2011 survey Source: IWM TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 97 of 201

246 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-34: Depth of Pussur River below chart datum from Joymonirgol to Kagaboga khal based on March 2011survey Source: IWM TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 98 of 201

247 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-35: Depth of Pussur River below chart datum from Kagaboga Khal to Hiron Point based on March 2011 survey Source: IWM TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 99 of 201

248 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-36: Depth of approach channel to Pussur River below chart datum from Hiron Point to airway Buoy based on Mongla Port Authority survey Source: IWM (ix) Improvement in navigability Improvements of tidal and coastal waterways are consequences of requirements for navigation. It has to be emphasized that tidal and coastal waterways are extremely sensitive to imposed artificial disturbances through improvement measures like bank protection, groyne, training walls for guidance of flow. Dredging instances are galore where works have resulted in encouraging quick improvements in depth. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 100 of 201

249 INITIAL ENVIRONMENTAL EXAMINATION The principles to be followed in evolving measures of improvement can be summarized as follows: (Central Board of Irrigation and Power, New Delhi, 1994) The rivers and its estuary should be considered entirely and no work should be undertaken without due consideration of its effect on every portion of the system A suitable channel oriented perpendicular to the depth contours may be selected to allow the currents to follow the channel. The improvements should maintain one uniform, deep channel by concentrating the tidal energy. If there is divergence of ebb and flood axes, this should be minimised as far as possible to get the fullest benefit of ebb and flood tidal energies without reducing tidal flux The most influential agents in maintaining the depth of a navigable channel are velocity and tidal volume, which increase with the tidal range. The tidal range cannot, however, be increased; but the direction and form of outlet into the sea can be regulated and the breadth limited in due proportion to the volume, and thus the depth may be increased Dredging is only palliative since it modifies the effect; however, it is valuable as an adjacent to training in preventing the formation of shoals and breaking up indurate bed Based on the existing navigability problems, bathymetry charts and model results of the Pussur River, following engineering interventions together with capital dredging have been considered for medium to long term solution in terms of sustainability. Dredging of navigation channel in Pussur River Dredging at Outer Bar River bank sliding Protection (Sheet piling along jetty front) River Training (Guide bundhs and Bank revetment) Tidal basin development Dredging of access channel in Pussur River Ports and harbour require periodic deepening to maintain depths for safe operations including movement of the cargo vessels. Dredging is the shortterm solution to maintain design depth of the navigable channel. Feasible options for dredging are associated with adequate dredger capacity and adequate provisions for disposing of dredge spoil. IWM in 2004 and Mott Macdonald in 1998 in their studies find that the dredging for the access channel is feasible for vessels up to the draft of 7.5 m. The finding was obtained based on the considerations of the optimum use of trailing suction hopper dredger or equivalent foreign dredger and the availability of spoil disposal area. The vessel usually follows the high tide period, which allows average 2.5 m more water draft to attain the necessary design draft. In this study the dredging channel orientation and alignment for 7.5 m and 8.0 m draft vessels are analyzed based on the IWM 2011 survey with considerations TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 101 of 201

250 INITIAL ENVIRONMENTAL EXAMINATION to sustainability and channel geometry. For a 7.5 m draft vessel, minimum bed level required is -5.5 m CD considering under keel clearance of 0.5 m and available average tidal range of 2.5 m. Further considering high siltation the design level is set at -6.0 m CD. Due to high siltation and sliding of sediment from jetty underneath design bed level for dredging at the jetty front is set at -8m CD. The design dredging level and dimensions of the access channel for navigation of 7.5 m vessel from Sabur Beacon turning basin (TB) to base creek is presented in Table The dredging widths of the access channel at different locations are taken from IWM study 2004 that were fixed based on PINC specification. For 7.5 m draft vessel it requires 3.73 Mm 3 capital dredging over a total length of about 13 km. Figure 3-37 shows the dredging alignment as well as location for navigation of 7.5 m draft vessel. Table 3-17: Dredging Channel Dimension and Dredged Volume (7.5 M Draft Vessel) Location Sabur beacon (Turning basin), TB Length (m) Width (m) Dredge Level (m CD) Dredge volume (Mm 3 ) Jetty front Reach Reach Source: IWM The geo-reference line of the navigation route from Sabur Beacon TB to base creek in Pussur River is presented in Table 3-18 in BTM and WGS-84 coordinates. Table 3-18: Geo-Reference of Navigation Route in Pussur River from Sabur Beacon Turning Basin to Base Creek Navigational Channel Sabur beacon turning basin Jetty front Reach-1 BTM Coordinate Easting (m) Northing (m) WGS-84 (Deg & Min) Longitude Latitude TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 102 of 201

251 INITIAL ENVIRONMENTAL EXAMINATION Navigational Channel Reach-2 Source: IWM BTM Coordinate Easting (m) Northing (m) WGS-84 (Deg & Min) Longitude Latitude For the navigation of 8.0 m draft vessel, reach-2 would need 9.65 km for dredging and another reach (reach-3) for a length of 935 m would also be needed. The dredging lengths and orientation at the other locations at Sabur Beacon TB and Jetty front would remain same. Figure 36 shows the dredging reaches and alignments for the vessels of 8.0 m draft. The navigation of 8 m draft vessel would require total capital dredging of 5.48 Mm 3 over a total length of about 17 km. Table 3-19 summarizes the dredging level and dimensions for 8.0 m draft vessel. Table 3-19: Dredging Channel Dimension and Dredge Volume (8.0 M Draft Vessel). Location Sabur beacon (Turning basin), TB Length (m) Width (m) Dredge Level (m CD) Dredge volume (Mm 3 ) Jetty front Reach Reach Reach Source: IWM Considering the quantity of dredged spoil (3.73 Mm 3 ) and currently available dredged spoil disposal area within MP area, it would be recommendable to carry out the required dredging for the access channel in Pussur River form Base creek up to Shabur Beacon (Figure 3-37) to suit vessels with 7.5 m draft. According to IWM 2004 study, there exist 446 ha of low lying area available at Mongla where 2.31 Mm 3 of dredged spoil can be dumped to elevate the land level to approximately at ground level (GL) i.e m RL (Figure 3-38). However, there is provision of raising the level up to 1 m i.e. at 5.27 m RL as protection of the coastal area from flooding. This raise of 1 m land level will hopefully accommodate the total estimated dredged spoil of TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 103 of 201

252 INITIAL ENVIRONMENTAL EXAMINATION 3.73 Mm 3. However, part of the current estimated dredged spoil and for future disposal, MPA needs to acquire low lying area by mutual understanding with the people. Reach-1 Reach-1 Figure 3-37: Dredging locations and alignment in the navigation access channel for 7.5 m draft vessel based on IWM 2011 survey Source: IWM TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 104 of 201

253 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-38: Dredging locations and alignment in the navigation access channel for 8.0 m draft vessel based on IWM 2011 survey Source: IWM TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 105 of 201

254 INITIAL ENVIRONMENTAL EXAMINATION Figure 3-39: Layout of spoil disposal area Source: IWM study September 2004 Dredging at Outer bar Analysis for dredging requirement and identifying the navigation route in the approach channel to Pussur River have been made using the available MPA TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 106 of 201

255 INITIAL ENVIRONMENTAL EXAMINATION hydrographic chart MPA/AP/1/2009 surveyed in According to the bathymetry chart capital dredging needs to be required at 2 reaches in the approach channel/zulfikar channel for 8.5 m and 9 m draft vessels - one at the confluence with Malancha channel for a stretch of 4.33 km and the other one of 4.66 km at the north-west of outer bar. Figure 3-40 shows the dredging reaches (Dredging Area 1 and Dredging Area 2). At the identified stretches the maximum depth lies approximately between 6.2 m to 7 m below CD (Figure 3-41). The best alignment of dredging in terms of maintenance requirements has two prerogatives, firstly to avoid areas of high gross sediment transport and secondly the alignment should be such that the predominant sediment drift is parallel to the channel. The hydrographic chart (Figure 3-40) indicates that the orientation of the dredging area 1 is along the dominance of north south component of tidal current and the dredging Area 2 is along the dominant flow direction. So backfilling rate in these areas would be much lower. Figure 3-40: Proposed Navigation Route with required Dredging Locations in the Approach Channel at outer Bar Source: IWM TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 107 of 201

256 INITIAL ENVIRONMENTAL EXAMINATION Considering PIANC guideline, IWM in their Feasibility Study Report on September 2004, estimated the channel depth and width of dredging as 7.7 m below CD and 400 m respectively for a 9 m draft vessel. In estimating the depth they have considered average tidal allowance of 2.3 m, under keel clearance 0.5 m and other clearance 0.5 m. In estimating design width, summation of the following width requirements was considered: Ship manouvering Hydrodynamic interactions between meeting and passing vessels in two way traffic Counteracting crosswinds and cross currents Counteracting bank suction Navigational aids (including pilots) and Allowances to compensate for bank slumping and erosion, etc. Considering the above width, stretches (Dredging Area 1 and Dredging Area 2) of dredging alignment and dredging level below CD (Chart Datum), dredging volume has been estimated based on the MPA hydrographic chart MPA/AP/1/2009 surveyed in Table 3-20 and Table 3-21 summarize the capital dredging volumes for 9.0 m and 8.5 m draft vessels. Table 3-20: Summary of Identified Capital Dredging for 9.0 M Draft Vessel in the Approach Channel Dredging Location Dredging Area 1 Dredging Area 2 Source: IWM Length (km) Width of dredgin g (m) Average Cutting depth (m) Level of dredging below CD (m) Dredging Volume (Mm 3 ) Total volume of capital dredging 2.41 Table 3-21: Summary of Identified Capital Dredging for 8.5 M Draft Vessel in the Approach Channel Dredging Location Dredging Area 1 Dredging Area 2 Source: IWM Length (km) Width of dredgin g (m) Avg Cutting depth (m) Level of dredging below CD (m) Dredging Volume (Mm 3 ) Total volume of capital dredging 1.37 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 108 of 201

257 INITIAL ENVIRONMENTAL EXAMINATION Navigation route has been aligned along the deepest part of the approach channel and is shown in Figure However, the geo-reference line of the navigation route from around fairway buoy towards Jefford Point through the approach channel (Malancha channel and Zulfikar channel) is presented in Table 3-22 in BTM and WGS-84 coordinates. Table 3-22: Geo-Reference of Navigation Route in Approach Channel to Pussur River BTM Coordinate WGS-84 (Deg & Min) Navigational Channel Northing Easting (m) Longitude Latitude (m) Malancha Cannel ' ' Malancha Channel ' ' Zulfikar channel near buoy B ' ' Zulfikar Channel near buoy B ' ' Zulfikar Channel ' ' Zulfikar Channel near buoy B ' ' Source: IWM Figure 3-41 shows the depth profile along the proposed navigation route. It also shows the minimum dredging depth (7.7 m below CD) in dotted line at the two stretches for 9 m draft vessel. Areas below the dotted line require capital dredging. Figure 3-41: Depth profile along proposed navigation route starting from 6.7 km north-west of fairway buoy Source: IWM TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 109 of 201

258 INITIAL ENVIRONMENTAL EXAMINATION River bank sliding protection (Sheet piling along jetty front) Since the construction of the port at Mongla, the naturally-maintained depths on the Pussur tidal river have been reduced to unacceptably small magnitude, necessitating dredging to maintain navigable depths. For the same reason, to suit comfortable berthing and anchoring of the vessels, MPA is maintaining an access channel and berthing pocket with vertical side along the jetty front through dredging. Due to instability of slope the sediment at the vertical portion of the pocket slides down and accumulates in the dredged channel under the jetty immediately after dredging. As a short-term solution of the problem, port authority has already constructed a bamboo palisading to arrest the accumulated sediment from sliding under the jetty. To estimate the erosion due to sliding from the jetty underneath, IWM during 2001 to 2003 carried out pre and post dredging survey cross-section in front of the jetty and did the analysis for several alternatives. Considering the present scenarios of bank sliding it was recommended for a 1015 m long sheet piling starting from Jetty 5 to Jetty 9. It was further concluded using Mathematical modelling that the sheet piling will have a favourable effect on the navigable channel near the jetty front. According to the design the required embedment length of sheet pile is 7 m with a total length of 18 m. The top level of sheet pile wall should be kept at least up to +3m CD. (d) River training (Guide bundhs and Bank revetment) Guide bundhs With a view to keep the navigation of the access channel in Pussur River sustainable, IWM in their study, suggested for 2 guide bundhs at opposite to Jetty area and near the inner bar having a length of 3000 m each. The design was done on the basis of the prevailing tidal phenomenon. One of the guide bundh has been found effective at the place along the right bank opposite to the jetty area, extending from LPG Jetty to Momtaz Beacon. Also for the improvement near the inner bar, another guide bundh has been selected to be placed at the inner bar starting at 1200 m upstream of Chilla Bazar and ending opposite to southern anchorage. The top of the dykes during the feasibility level design were set at 1 m above the high spring tide. Specification of the both the guide bundhs are given in Table 3-23 and Table Table 3-23: Specification of the Guide Bundh Opposite to Jetty Area Location Start: Opposite to LPG Jetty End: Near Momtaz Beacon Grid No J Source: IWM Study, September 2004 Latitude Longitude Length Protrusion length Top Elevation, mcd 3000 m 400 m 3.3 m TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 110 of 201

259 INITIAL ENVIRONMENTAL EXAMINATION Table 3-24: Specification of the Guide Bundh near Inner Bar Location Start: 1200m u/s of Chilla Bazar End: Opposite to Southern Anchorage Grid No. J Source: IWM Study, September 2004 Latitude Longitude Length Protrusion Length Top Elevation, mcd 3000 m 450 m 3.3 m Bank revetment According to the IWM study 2004 as obtained from model simulation, the deflected flow in the access channel due to the construction of guide bunds will cause bank erosion at the upstream of the jetty, along the western bank opposite to inner bar and also western bank opposite to the confluence. In order to protect the places from bank erosion bank revetment works for 600 m at u/s of Jetty, 650 m at western bank opposite to confluence and 3000 m at opposite to inner bar, guide bundhs need to be placed. Tidal basin development The main theme behind the formulation of this intervention was to increase the sustainability in navigability of the access channel in Pussur River by increasing the tidal volume through construction of tidal basins. In the study TRM concept was adopted to increase the tidal volume. TRM involves taking full advantage of the natural tide movements in rivers. During flood tide, tide is allowed to enter into an embanked low-lying area (tidal basin) where sediment that brings by flood tide is deposited. During ebb tide, water flows out of the tidal basin with a greatly reduced sediment load and eventually erodes the downstream riverbed. The natural movement of flood and ebb tide into the tidal basin and along the downstream river maintains a satisfactory water depth in that river. 2 tidal basins of 600 hector at the right bank of Mongla Nullah, 7 km upstream of the confluence and 600 hector at the left bank of the Pussur River 10 km upstream of the port jetty has been studied for implementation so as to increase the tidal volume both in Mongla Nullah and Pussur River. According to hydraulic model study tidal basin generates 9% increase of tidal volume in an average tidal cycle in the Pussur River just downstream of tidal baisns. The model study revealed that the increased tidal volume was 14 million m 3 over the existing volume of 164 Mm 3. During the operation of tidal basin sedimentation would take place into the tidal basin that need to be dredged about every 4 to 5 years to keep the tidal basin alive to flush the incoming sediment into the river during high tide. This option has considerable merit as it would contribute to increase tidal flow in the Pussur River and it is also important to restore part of the tidal volume lost TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 111 of 201

260 INITIAL ENVIRONMENTAL EXAMINATION in former years in these rivers. The adaptation of 2 tidal basins will provide increase of flow velocity due to increase of tidal volume. However, maintenance dredging will also be required to maintain proper navigation depth and to guide the increased flow through the navigation channel. According to the morphological model simulation, maintenance dredging of about 2 Mm 3 would be required in the dredged channel in one year from Sabur Bacon to Base creek. Identified projects of priority for Mongla Port In order to attain a sustainable navigation route in Pussur River the interventions as shown in Table 3-25 has been identified in the present study. Dredging together with the engineering interventions will reduce the frequency of maintenance dredging and would help maintaining a sustainable navigable approach channel in the Pussur River at and around Mongla Port. Table 3-25: Priority Projects for Improvement of Mongla Port No Project Description A Navigability Improvement A1 Dredging Capital dredging in Pussur River from Sabur Beacon to Base creek; Capital dredging in the navigation approach channel to Pussur river near outer bar; Maintenance dredging in the approach channel and Pussur River A2 River Bank Sliding Sheet Piling at Jetty front Protection A3 River Training Inner Bar Guide Bundh; Guide Bundh opposite to Mongla Port Jetty; Bank revetment at opposite of inner bar Guide bundh; Bank revetment at upstream of jetty; Revetment at Right bank of Pussur River below the confluence of Pussur River and Mongla Nullah A4 Tidal Basin Tidal basin at Left bank of Pussur River; Tidal basin at right bank of Mongla Nullah Source: GMAPS Consortium Project component The project component can be divided into 3 categories as follows: Capital and maintenance dredging Construction of engineering interventions and Implementation of tidal basin Implementation monitoring will be one of the important project activities. Close supervision of works during implementation is essential. The purpose of TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 112 of 201

261 INITIAL ENVIRONMENTAL EXAMINATION implementation monitoring is to ensure that the works are implemented as per design. Detail land survey is to be carried out for selecting the alignment of peripheral embankment before implementation of the tidal basins. The evaluation of project performance with respect to improvement of the navigability of channel, reduction of maintenance dredging, rate of siltation and stability of interventions shall have to be done after project completion Project investment cost The capital investment of the project consists of following components: Survey and investigation Capital dredging Physical construction Operation and maintenance during construction The capital project cost is estimated at Tk lakh. Summary of project investment cost is furnished in Table 3-26 below. Table 3-26: Summary of Project Investment Cost No 1 Project Component Capital dredging (Pussur channel =3.73 Mm 3 and Outer bar=2.41 Mm 3 ) Quantit y Cost (Lakh Tk) 6.14 Mm 3 * Sheet Piling at Jetty front 1,015m Inner Bar Guide Bundh 3,000m Guide Bundh opposite to Mongla Port Jetty 3,000m Bank revetment at opposite of inner bar Guide bundh 3,000m Bank revetment at upstream of jetty 600m Bank revetment at Right bank of Pussur River 7 below the confluence of Pussur River and 650m Mongla Nullah 8 Tidal basin at Left bank of Pussur River including land acquisition 600ha Tidal basin at right bank of Mongla Nullah including land acquisition 600ha Project Capital cost excluding Capital Total Dredging = Source: IWM Note: * dredging cost is not considered in the capital project cost as this would be executed under current MPA dredging plan under GOB finance According to the dredging plan of MPA, total Mm 3 (1.882 Mm 3 in , Mm3 in and 0.05 Mm3 in ) of dredging at Jetty and harbour area will be executed in 3 years period starting in Simultaneously, dredging in the outer bar of Mm 3 (1.632 Mm 3 each in the financial years and ) has been planned to be executed in 2 years period from Since the dredging volumes are pretty close to the TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 113 of 201

262 INITIAL ENVIRONMENTAL EXAMINATION assessed volumes of the present study (3.73 Mm 3 at harbour area and jetty and 2.41 Mm 3 at outer bar) the expenditures for dredging have not been considered in economic and financial analysis. It would be prudent for MPA to adjust their present dredging plan and execute dredging complying with the present study and according to the locations as indicated (Figure 3-37 and Figure 3-40). 3.5 Cost of Project The component wise cost estimates for Mongla and Benapole are given below: Table 3-27 Component Wise Cost Estimate of Benapole and Mongla Port SNo Component Cost (US $) Benapole Port 1 Development of Bangladesh Truck Terminal 5, 181,000 2 Redevelopment of Old Sheds 19,218,000 3 Redevelopment of Old Drainage 18,220,000 System in Yard 4 Construction of Shelters in the Transshipment Terminal 21, 690,000 Sub Total Benapole Port Mongla Port 1 Slope Protection with sheet piles 10,900, Installation of Ship to shore Cranes 800,000 3 New Container Berth 34, 954,310 4 Refurbshipment of Jetty No. 9 5, 147,000 5 Resurfacing of Open Stack Yard 3,563,100 Behind J8 and J9 6 Yard Address System Software Cost 1,500 Sub Total Mongla Port 55,366,160 Grand Total Benapole and Mongla Port 119,675,160 Total cost of project has been estimated about 120 million US $. 3.6 Implementing and Executive Agencies The Ministry of Shipping, Government of Bangladesh will be the Executing Agency (EA), and Benapole Land Port Authority will be the implementing agency for implementation of improvement proposals at Benapole and Mongla Port Authrity will be implanting Agency for the implementation of Improvement Proposals at Mongla. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 114 of 201

263 INITIAL ENVIRONMENTAL EXAMINATION Chapter -4 Description of the Environment TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 115 of 201

264 INITIAL ENVIRONMENTAL EXAMINATION Chapter 4 Description of the Environment 4.1 Preamble The baseline data on environment is has importance as helps to assess the current environmental conditions in the project area and surroundings. These conditions once compared with National and International Standards give a fair assessment of existing assimilative capacity of the environment in project area and surroundings. These conditions are also needed to predict the post project environmental quality after implementation of the project. This is because the project impact can be superimposed on the existing baseline environmental conditions to predict the post project environmental scenario. In this chapter baseline environmental conditions have been described for Benapole land port and Mongla port. This baseline will be utilized for the preparation of Environmental Assessment reports of proposals to be recommended as part of this assignment for the improvement port efficiency at both the locations. Baseline data for the respective port areas and surroundings was collected using the following methods Review of Master Plan Documents of both the Ports; Review of Mathematical Modeling report of Mongla Port; Site Reconnaissance and Field Visits to both Port locations; On site environmental monitoring at respective port area and surroundings Discussion with the Port Officials at both the Port locations; Desk Top Research; Informal Consultations with the stakeholders; and Past experience of the Consultants in the country. The project area and surroundings have been shown in the previous chapters. 4.2 Physical Environment (a) Climate and Meteorology Like other parts of the country both the project areas experience a tropical monsoon climate. Four main seasons namely Winter (December-February), Summer (March-May), Monsoon (June-September) and the post monsoon or autumn season(october-november) are experienced. The Consultants have procured meteorological data from Bangladesh Meteorological Department (BMD). This data is enclosed in Annexure-4.1. The nearest IMD observatory to Benapole is Jessore and for Mongla port it is Mongla. In the hot season from March to May the average temperature at Benapole varies from 25 0 C to 30 0 C and in winter form December to February it varies from 10 0 C to 20 0 C. Maximum and minimum temperatures recorded at Benapole are C and C respectively. In general temperature at Mongla varies between C to C, with an average of C. The TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 116 of 201

265 INITIAL ENVIRONMENTAL EXAMINATION maximum and minimum temperatures recorded at Mongla are C and C respectively. The average annual rainfall at Benapole varies from 1668 to 2444 mm whereas average annual rain fall at Mongla varies from 1690 to 2406 mm. The monthly and annual rain fall for Benapole and Mongla are given in Annexure-4.1. Evaporation rates range from mm per month in the winter to mm per month in the pre-monsoon season. Mean annual excess potential evapotranspiration over rainfall is mm in the north-west. The humidity at Benapole varies from 21% to 100%. The humidity range recorded at Mongla is 13-99%. Minimum humidity occurs in winter months and maximum humidity occurs in monsoon months. Monthly minimum and maximum humidity for Benapole and Monla are given in Annexure-4.1. The range of wind speed at Mongla is knots and at Benapole knots. The dominant wind direction is N-NW to S- SE at Mongla and south to North at Benapole. The table showing monthly dominant direction and wind speed both at Mongla and Benapole are shown in Annexure-4.1. (b)air Quality The Department of Environmental (Divisional Office at Khulna) does not have any record ambient air quality data for Benapole port site. Considering this the consultants carried out the environmental monitoring during summer months of the year The environmental monitoring results are shown below in Table-4.1. Table 4-1: Ambient Air Quality at Benapole Port and Surroundings Ambient air pollution concentration Sampling Location RSPM / SO 2 NOx CO (PM 10 ) Inside the Benapole Port Area (roof of the Administrative Building) Amrakhali Village area ( 5 km away from Benapole Port Area) TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 117 of 201

266 INITIAL ENVIRONMENTAL EXAMINATION Sampling Location Environmental Quality Standard according to ECR 97(And subsequent amendment in 2005) Ambient air pollution concentration RSPM / (PM 10 ) SO 2 NOx CO 150 micro gram/cubic meter 365 micro gram/cub ic meter 100 micro gram/cubic meter 10,000 micro gram/cubi c meter Environmental Quality Standard according to ECR 97 (Commercial and Mixed area) NYS 100 micro gram/cub ic meter 100 micro gram/cubic meter 5000 micro gram/ cubic meter Environmental Quality Standard according to ECR 97 (Residential and rural area) Sampling Duration (hours) NYS 80 micro gram/cub ic meter 24hrs 24hrs 8hrs 80 micro gram/cubic meter 2000 micro gram/ cubic meter Method of analysis Source: Consultants Field Monitoring Gravimetri c Gravim etric West- Geake TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 118 of 201

267 INITIAL ENVIRONMENTAL EXAMINATION Air Quality measurement from roof of Benapole Land Port Administrative Building Air Quality measurement from Amrakhali Village area, 5 km away from Benapole Land Port Administrative Building There is no regular environmental monitoring at Mongla project site also. The Consultants have carried out environmental monitoring at Mongla port also. The results of ambient air quality at Mongla port are summarized in Table-4.2 below. Table 4-2: Ambient Air Quality at Mongla Port and Surroundings Sampling Location Inside the Mongla Sea Port Area (beside the Guard Room) Dighraj Village area (4.7 km away from Mongla Sea Environmental Quality Standard according to ECR 97(And subsequent amendment in 2005) Ambient air pollution concentration RSPM / SO (PM 10 ) 2 NOx CO micro gram/cubic meter 365 micro gram/cubic meter 100 micro gram/cub ic meter 10,000 micro gram/cubi c meter TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 119 of 201

268 INITIAL ENVIRONMENTAL EXAMINATION Sampling Location Environmental Quality Standard according to ECR 97 (Commercial and Mixed area) Environmental Quality Standard according to ECR 97 (Residential and rural area) SamplingDuratio n (hours) Ambient air pollution concentration RSPM / SO (PM 10 ) 2 NOx CO NYS NYS 100 micro gram/cubic meter 80 micro gram/cubic meter 100 micro gram/cub ic meter 80 micro gram/cub ic meter 24hrs 24hrs 8hrs 5000 micro gram/ cubic meter 2000 micro gram/ cubic meter Method of analysis Gravimetric Source: Consultants Field Monitoring Gravimetri c West- Geake It is clear from the above table that ambient air quality at Mongla and Benapole is well within the stipulated limits of ambient air quality. Air Quality measurement infront of Air Quality measurement from Guard room of Mongla Sea Port Dighraj Village area, 4.7 km away from Mongla Sea Port (c) Geology, Topography and Soil The project area at Benapole is situated in the southwest part of the Bengal Basin. The area is actively subsiding and impacted by tectonic movements. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 120 of 201

269 INITIAL ENVIRONMENTAL EXAMINATION The project area has a flat topography with some ditches and marshy land around. The average land contours lie between 20-25m PWD. The topographic data of the site shows that the natural slope of the port area is towards the south. The level difference between the port office area and the Indian terminal area on the south is about 5 ft to 8 ft therefore storm water flow is towards south i.e. international border with India. General soil types predominantly include calcareous Dark Grey Floodplain soils and Calcareous Brown Floodplain soils. Organic matter content in the brown ridge soils is low but higher in the dark grey soils. The soils of the project area are relatively heavy and with low permeability. In order to characterize soil quality in the area samples have been drawn from agriculture fields close to the port. The results are given below in Table-4.3. Table 4-3: Soil Quality at Benapole Port and Surroundings SNo Parameter Unit Concentration present Agricultural Agricultural Bangladesh Standard land land in adjacent to Amrakhali Benapole Village area Land Port area Method of analysis 1 Lead (Pb) mg/kg 0 0 NYS USEPA Zinc (Zn) mg/kg NYS USEPA Arsenic (As) mg/kg 0 0 NYS USEPA Mercury (Hg) mg/kg 0 0 NYS USEPA Source: Consultants Field Monitoring It is clear from these results that none of the heavy metals are present in the soils. The Zinc being is in abundant quantity. It is a secondary neutrient to the soil. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 121 of 201

270 INITIAL ENVIRONMENTAL EXAMINATION Soil Sample collection from agricultural land beside Benapole Land Port area Soil Sample collection from an agricultural land in Amrakhali Village area, 5 km away from Benapole Land Port Administrative Building The topography at Mongla port site is also flat. The general slope is towards the Pussur Sibsa River. Geology of the Project area is underlain by deltaic and alluvial deposits of the River systems. The Geology of the area comprises recent, Holocene alluvial floodplain and primarily predominant fine sandy, silt and clay-materials. The site lies on deep Cenozic deposits overlying Precambrian basement rock. The Precambrian rocks form the basement of all the geological formations of the Bengal Basin and shield areas. Geology of the Project area can be classified into four geological units, alluvial sand, alluvial silt, alluvial silt and clay and deltaic sand. Geological formation along the banks is deltaic sand and alluvial silt. Deltaic sand is the deposits formed where stream losses velocity and drops part of its sediment. Alluvial silt is a loose material brought down by River and deposited in its bed and flood plain. The soils in Mongla port area are mostly alluvium with the presence of noncalcareous minerals (calcite and dolomite) from the River system deposits. The subsoil normally consists of an intercalation of sands, medium fine sands to silt, and sometimes clay. The predominant soil groups of the project area and surroundings include non-calcareous alluvium soils, grey floodplain soils, and brown-mottled deep grey terrace soils, and non- calcareous brown soils. The soil quality supports good vegetation growth. The soil samples were drawn from Mongla port area and surroundings. The results of the soil samples are given below in Table-4.4. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 122 of 201

271 INITIAL ENVIRONMENTAL EXAMINATION Table 4-4: Soil Quality at Mongla Port and Surroundings Sl No Parameter Unit Concentration present Agricultural land adjacent to Mongla Sea Port area agricultural land in Dighraj Village area Banglades h Standard Method of analysis 1 Lead (Pb) mg/kg 0 0 NYS USEPA Zinc (Zn) mg/kg NYS USEPA Arsenic (As) 4 Mercury (Hg) Source: Consultants Field Monitoring mg/kg 0 0 NYS USEPA mg/kg 0 0 NYS USEPA It is clear from the results that at Mongla port site also there is contamination of soil with heavy metal. The Zinc concentration at Mongla is lower than Benapole. There is no evidence of any earthquake in either of the project areas. Soil Sample collection from agricultural land beside Mongla Sea Port area (10/5/2011) Soil Sample collection from an agricultural land in Dighraj Village area, 4.7 km away from Mongla Sea Port (11/5/2011) (d)surface Water Hydrology, Water Quality, Ground Water Resources (i) Benapole Port The old river Kaportaksho is on the east side of the Benapole port area and at a distance of 20 km. There is existence of a small river named Hakar on the north of the Jessore-Kolkata road in the port area. This river comes from India and is almost dead in Bangladesh because of no flow. It has become TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 123 of 201

272 INITIAL ENVIRONMENTAL EXAMINATION seasonal. It was reported that the average depth of water in the river was 6 ft in the month of October. The river water quality is reported to be good by the villagers; villagers use river water, Khal (Drain), canal and water from small ponds for washing clothes and bathing. The contamination in surface water sources are not expected as there are no pollution generation sources. Ground water resources actively play a vital role in the social and economic development of any place. Depth of extracting available ground water differs due to available and suitable aquifer and other hydro-geological condition. Ground water in the project area is available in plenty from shallow depth and the quality is good. Most of the villagers in the project area use ground water for drinking and others purposes which is mostly extracted from the shallow depth aquifer however few deep tube wells have been sunk for accessing the deeper aquifers. The ground water has negligible salinity and it is not an arsenic affected area. In order to establish the baseline the consultants have carried out environmental monitoring by drawing ground water samples from port area and from the rural area in the vicinity. The results of ground water quality are given below in Table-4.5. Table 4-5: Ground Water Quality in Benapole area and Surroundings S. No. Parameter Unit Benapole Land Port Area Hand Tube-well Result Amrakhali, 5 Km away from Benapole Land Port, Hand Tubewell Standards for drinking water 1 ph Arsenic mg/l Chloride mg/l Iron mg/l Fecal n/100ml Coliforms Chloride mg/l as Cl-/ Residual Chlorine Source: Consultants Field Monitoring It is clear from these results that all parameters analysed are well within the drinking water standards. 1 Environmental Conservation Rules 1997, Ministry of Environment and Forest, Peoples Republic of Bangladesh TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 124 of 201

273 INITIAL ENVIRONMENTAL EXAMINATION Ground water collection in front of the Benapole Land Port Administrative Building Ground water collection from Amrakhali Village area, 5 km away from Benapole Land Port Administrative Building In Mongla port area and surroundings ground water quality is saline. No ground or surface water quality monitoring has been undertaken by the Mongla Port Authority. The consultants have collected ground water quality data from the Environmental Audit Report of Lafarge Cement Plant which is at Transit No.5 of Mongla Port. The ground water quality outside the cement is given below in Table-4.6: Table 4-6: Ground Water Quality in Mongla Project Area Period Temperature ph EC Chloride TS SS BOD DO Bench Mark November Measured By Plant Note: All values in mg/l except EC. The EC is micro mohs Source: Environmental Audit Report of Lafarge Surma Cement Plant at Mongla Port The above water quality shows that ground water is turbid and has a high concentration of Total Solids (TS) and Suspended Solids (SS). The Consultants have established baseline by collecting ground water samples from Mongla Port area and surroundings. The results of ground water quality are given in Table-4.7 below: TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 125 of 201

274 INITIAL ENVIRONMENTAL EXAMINATION Table 4-7Ground Water Quality in Mongla Port Area and Surroundings Result Mongla Sea Dighraj S.No. Parameter Unit Port Area, 1 Village, 4.7 Standards km away from Km away for drinking Port area, in from Mongla water 2 front of Sea Port, mosque, Hand Hand Tube-well Tubewell 1 ph Arsenic mg/l Chloride mg/l Iron mg/l Fecal Coliforms 6 Chloride as Cl-/ Residual Chlorine n/100ml mg/l Source: Consultants Field Monitoring It is clear from these results that all parameters of ground water quality analysed have been found well within the limits. There is no perennial surface water source at Benapole except small village ponds. The environmental monitoring of these ponds has no significance as the water is stagnant. In order to characterize the baseline water quality of Pussur River at Mongla water sample was drawn from mid stream in port area. The results of water quality are presented below: Ground water collection from Dighraj Village area, 4.7 km away from Mongla 2 Environmental Conservation Rules 1997, Ministry of Environment and Forest, Peoples Republic of Bangladesh TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 126 of 201

275 INITIAL ENVIRONMENTAL EXAMINATION Port (10/5/2011) Table 4-8: Surface Water Quality of Pussur River at Mongla Port S. No. Parameter Unit Result Standards for inland surface water/ 3 water usable by fisheries Water useable for irrigation Water uses for various process and cooling 1 ph Temperature O C 38 NYS NYS NYS 3 Dissolved mg/l or more 5 or more 5 or more Oxygen 4 Biological mg/l or less 10 or less 10 or less Oxygen Demand 5 Chemical Oxygen Demand mg/l 7.0 NYS NYS NYS 6 Total Dissolved mg/l 1100 NYS NYS NYS Solids 7 Total mg/l 800 NYS NYS NYS Suspended Solids 8 Oil & Grease mg/l 0.5 NYS NYS NYS Source: Consultants Field Monitoring It is clear from these results that river water has high suspended solids and DO levels are also high. Oil and grease has also been found in small concentrations because of movement of boats and barges. Surface water sample collection from Passur river at Mongla Port Complex 3 Environmental Conservation Rules 1997, Ministry of Environment and Forest, Peoples Republic of Bangladesh TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 127 of 201

276 INITIAL ENVIRONMENTAL EXAMINATION (e) Noise Levels (i) Benapole Port The Benpole Port Authorities have undertaken an Environmental Impact Assessment Study of the Port in the year 2006 as part of Master Plan preparation. The noise level data from this report has been referred. There are no major noises generating activities except vehicular traffic on the Dhaka- Kolkata road and within the port area. The prevailing noise level in the port area varies from decibles (dba) during the Day time which is typical of a rural village environmental. The night time s levels are between 35 and 45 dba. The noise levels are well within the stipulated limits of Department of Environment (DoE). Since the master plan data was old therefore Consultants generated primary baseline data by conducting noise monitoring. Three locations have been selected covering land use of sensitive receptor, rural area and port area. The measures results have been given below in Table 4-9. Table 4-9 Noise Levels in Benapole Port Area and Surroundings S. Sampling Zone Noise Level in db (A) No. Location (according to Environmental Result (average) Bangladesh Standard 4 Quality Standard 1997 and subsequent amendment in 2006 ) Day (6am- 9pm) Night (9pm-6 am) Day (6am- 9pm) Night (9pm-6 am) 1 Benapole Port Area Commercial School Silent Amrakhali Village Mixed Source: Consultants Field Monitoring It is clear from these results that noise levels are well within the limits in port area. But these levels exceed at School which is close to the border. The level is high due to traffic. In rural area noise noise level is well within the limits. 4 According to Environmental Conservation Rules-1997and subsequent amendment in 2006 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 128 of 201

277 INITIAL ENVIRONMENTAL EXAMINATION Noise level measurement from roof of Benapole Land Port Administrative Building Noise level measurement from Boro Achra Government Primary School premises, adjacent to Benapole Land Port Area Noise level measurement from Amrakhali Village area, 5 km away from Benapole Land Port Administrative Building (ii) Mongla Port The port activities at Mongla Port such as traffic, loading and unloading are a source of noise generation. There have been no measurements of noise levels within the Mongla port complex. In order to establish baseline environment in the project area the Consultants have carried out noise measurements within port complex and outside port complex. Table 4-10Ambient Noise Levels in Mongla Port Area and Surroundings Sl No. Sampling Location Zone (according to Environmental Quality Standard 1997 and subsequent amendment in 2006 ) Day (6am- 9pm) Noise Level in db (A) Result (average) Bangladesh Standard 5 Night Day (9pm-6 (6amam) 9pm) Night (9pm-6 am) 1 Benapole Port Area Commercial According to Environmental Conservation Rules-1997 and subsequent amendment in 2006 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 129 of 201

278 INITIAL ENVIRONMENTAL EXAMINATION Sl No. Sampling Location Zone (according to Environmental Quality Standard 1997 and subsequent amendment in 2006 ) Day (6am- 9pm) Noise Level in db (A) Result (average) Bangladesh Standard 5 Night Day (9pm-6 (6amam) 9pm) Night (9pm-6 am) 2 School area near to Mongla Sea Port Area (Mongla Bandar School and College) Silent Dighraj village Mixed Source: Consultants Field Monitoring It is clear that noise levels are well within the limits of respective land uses at Mongla port. Noise level measurement inside the Mongla Sea Port Noise level measurement from Mongla Bandar School and College premises, adjacent to Mongla Sea Port Area Noise level measurement from Dighraj Village area, 4.7 km away from Mongla Sea Port 4.3 Natural Biological Environmental State of Biodiversity in Bangladesh Bangladesh is a transitional zone of flora and fauna, because of its geographical settings and climatic characteristics. As mentioned in the overview section of the report that there are many rivers and streams existing in the country covering a length of 22,155 km. In addition to the regular inland waters, seasonally a large part of the country remains submerged for 3-4 TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 130 of 201

279 INITIAL ENVIRONMENTAL EXAMINATION months during monsoon. This country is rich in fish and aquatic resources, and other biodiversity. Bangladesh s inland water bodies are known to be the habitat of 266 species of indigenous fish, 13 exotic fish, 56 prawns, about 26 freshwater molluscs, and 150 birds. The marine water bodies (200 nautical miles along the coast) are also remarkable for being habitat of 442 species of fish. There are at least 36 species of marine shrimps. About 336 species of molluscs, covering 151 genera have been identified from the Bay of Bengal. In addition, several species of crabs, and 31 species of turtles and tortoises, of which 24 live in freshwater, are found in Bangladesh (Sarker and Sarker, 1988; and Ali, 1997). Ahmed and Ali (1996) published a species list of 168 seaweeds, 3 sponges, 15 crabs, 3 lobsters, 10 frogs, 3 crocodiles, 24 snakes, 3 otters, 1 porcupine, 9 dolphins, and 3 species of whale found in Bangladesh. There are numerous invertebrates in the country that are yet to be identified. Various authors have recorded about 70 species of bees, and many species of wasps (Alam, 1967). In Bangladesh only about 8-10 per cent of the land area is under good canopy cover. It supports approximately 5000 species of angiosperms, out of which about 300 species are being cultivated. The list of medicinal plants is currently being revised at the Bangladesh National Herbarium (BNH), and is expected to exceed 5000 species. Mia and Haque (1986) showed there are 224 species of timber yielding plants found in Bangladesh. Khan and Mia (1984) described 130 species of indigenous fiber plants. The IUCN Bangladesh Red Data Book (2000) has described 266 species of inland fishes, 442 marine fishes, 22 amphibians, 109 inland reptiles, 17 marine reptiles, 388 resident birds, 240 migratory birds, 110 inland mammals, as well as 3 species of marine mammals in Bangladesh. According to the Red List of IUCN, there are 54 species of inland fishes, 8 amphibians, 58 reptiles, 41 resident birds, and 40 mammals, which are threatened throughout the country. Among the marine and migratory species of animals, 4 fishes, 5 reptiles, 6 birds, and 3 mammals are threatened. So far, the Red Data Book on plants, which is under preparation at BNH, lists 96 seed-bearing plant species that are threatened. (a) Ecosystem diversity: At a national level, twenty five bio-ecological zones are described by Nishat, et al. (2002), which reflects high ecosystem diversity within a relatively small geographic boundary. (Figure 1, next page) (b) Species Diversity i. Flora According to IUCN Red List of Threatened Plants (IUCN, 1998), a total of 24 plant species are faced with threats of extinction in Bangladesh. Among them, TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 131 of 201

280 INITIAL ENVIRONMENTAL EXAMINATION 1 species is extinct/ endangered, 21 are vulnerable, 1 is rare and 1 is indeterminate. A larger number (106) of vascular plants species face various levels of extinction-risk (Bangladesh National Herbarium, 2001). ii. Fauna IUCN-Bangladesh has identified 58 species of fish, 8 species of amphibians, 63 species of reptiles, 47species of birds, and 43 species of mammals in the country which are threatened with risk of extinction. Altogether 333 species of vertebrates are currently categorized as data deficient. The status of threatened higher vertebrates is shown in the Table Table 4-11: Status of Higher Vertebrates of Bangladesh Figure 4-1: Bio-Ecological Zones of Bangladesh TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 132 of 201

281 INITIAL ENVIRONMENTAL EXAMINATION Methodology for Biodiversity Assessment The consultants have carried out biodiversity assessment by doing actual survey in project area and surroundings. The biodiversity assessment is the project carries an importance as Mongla port is located along major and important water body i.e Pussur River. In addition to Pussur river there are a number of ponds and streams in the region. In Benapole area the assessment was done through visual observation. This area is rich in agriculture and there no major water bodies. (a)approach The ecological baseline conditions were identified through collection and review of secondary information related to the study areas and collection of primary data. A preliminary review of secondary data and a two-day field reconnaissance visit in May 2011 followed by field data were analysed to TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 133 of 201

282 INITIAL ENVIRONMENTAL EXAMINATION identify ecosystem and species diversity in the study areas, with particular attention paid to known or likely presence of vulnerable and endangered species. As part of the analysis lists of plant, wildlife and fish species observed or reported/expected within the study area were prepared and are presented in this section. During the field visit the study team held discussions with members of the local community to gather information on the status of flora and fauna. (b)desk Analysis Review of Literature Initial Baseline Preparation Preparation and Validation of Checklists (c) Field Data Collection Field surveys were undertaken to collect information on the status of flora and fauna, in particular vulnerable and endangered species and their habitat, in the area. Reconnaissance Field Visit During the reconnaissance field visit team members made observations on the status of ecological resources and held discussions with local community representatives to collect information on different resources. Team members collected data and information on the status of resources. Field Ecological Surveys During all field surveys (including reconnaissance) the team recorded data on species and numbers of birds (identification through direct observation and vocal characteristics), reptiles, amphibians and mammals and other available information. Flora Initial assessment of various vegetation types / ecosystems present within the project areas was made by the reconnaissance field visit. Once the main ecosystems were established each was visited and vegetation species were identified. In the most important ecosystems transects were used to identify species composition and vegetation structure. Vegetation observations were made during several surveys, to facilitate identification of the maximum number of species. Data on flora (terrestrial and aquatic) were collected through direct observations and discussion with the local community; data were used to create a checklist of species recorded within the study area. Birds Birds were assessed during walk-over surveys. Identification of birds was by both visual and vocal characteristics. The bird inventory was coordinated with the vegetation / ecosystem types identified during the floristic survey. During the counting of birds, sometimes the larger sites were subdivided into smaller count units to facilitate the coverage by individual or small groups both in terrestrial and aquatic areas. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 134 of 201

283 INITIAL ENVIRONMENTAL EXAMINATION Amphibians and Reptiles Amphibians proved difficult to assess within the given timeframe. Typically, amphibians (and more specifically frogs and toads) are monitored at breeding locations during times of mating activity that usually takes place in the months of April through August. The main method used to sample amphibians and reptiles was opportunistic searching. Specimens were observed in diverse locations in the study site (including cleared homestead forested areas, around human habitation, edges of village groves, roadsides, drainage systems, under logs, human debris or refuse, holes on the ground, tree holes, burrows, leaf litters, under low lying vegetation, rain water puddles, polluted water, temporary stagnant water). Mammals Mammals were assessed on an opportunistic basis during all surveys. The area does not support large mammals due to the types of vegetation and human influence found in much of the study area and general lack of forested areas. Thus special trapping methods were not used. Small mammals (such as Small Indian Mongoose, and Short-nosed Fruit Bat) were observed during walkover surveys. Interviews were held to known the common mammal species. Fish An initial desk analysis was carried out to assess the status of fisheries resources in the area surrounding the Mongla Port site. There are no significant fisheries resources around Benapole project area. Field studies included direct field data collection from field surveys together with secondary data analysis and an extensive literature review conducted to make the fish list in the project area Status of Flora Following Table-4.12 gives list of flora species found in study areas. The list contains floral species found at both the locations. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 135 of 201

284 CONFIDENTIAL INITIAL ENVIRONMENTAL EXAMINATION Table 4-12: List of Plant species in the Project areas SNo Scientific Name Local Name Local Name Habit Habitat Status Abelmoschus esculentus Dheras Malvaceae Shrub Cultivated Common Amischocephalus Chota kanshira Herb Fallow land Common axillaris Blyxa echinosperma Shyala Fallow land Less common Brachiaria subquadripara Fallow land Less common Eleocharis chaetaria Fallow land Less common Hymenachne Herb Fallow land Common pseudointerrupta Leptochloa chinensis Fallow land Less common Leptochloa panicea Fallow land Less common Pouzolzia zeylanica Shrub Fallow land Less common Tilanthera philoxeroides Common Higrophila polysperma Makhna Acanthaceae Herb Wetland Common Justicia gendarusa Jogatmodan Acanthaceae Shrub Roadside Less common Alangim salvifolium Aikha Alangiaceae Tree Homestead Less common Sagittaria guyanensis Muamia Alismataceae Herb Fallow land Less common Sagittaria sagittifolia Chotokut Alismataceae Herb Wetland Uncommon Sagittaria trifolia Chotokut Alismataceae Herb Wetland Less common Achyranthes aspera Apang Amaranthaceae Herb Fallow land Common Alternanthera Helencha Amaranthaceae Herb Homestead Common philoxeroides Amaranthus spinosus Kantanotey Amaranthaceae Herb Fallow Land Common Celosia cristata Moragphul Amaranthaceae Herb Homestead Less common Psilotrichum ferrugineum Ractasirinchi Amaranthaceae Herb Fallow land Common Alternanthera sessilis Chanchi Amarathaceae Herb Fallow land Common TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 136 of 201

285 CONFIDENTIAL INITIAL ENVIRONMENTAL EXAMINATION SNo Scientific Name Local Name Local Name Habit Habitat Status Amaranthus viridis Notey Amarathaceae Herb Fallow Land Common Centella asiatica Thankuni Ammiaceae Herb Fallow land Common Lannea coromandelica Kaphila, bhadi Anacardiaceae Tree Homestead Common Mangifera indica Aam Anacardiaceae Tree Homestead Common Spondias pinnata Amra Anacardiaceae Tree Homestead Less common Anona reticulate Noona Annonaceae Tree Homestead Common Anona squamosa Ata Annonaceae Tree Homestead Common Polyalthia longifolia Debdaru Annonaceae Tree Homestead Common Allamanda cathartica Kolkephul Apocynaceae Shrub Homestead Common Nerium odoratum Korobi Apocynaceae Shrub Homestead Laee common Tabernaemontana Tagarphul Apocynaceae Shrub Homestead Common divaricata Tabernaemontana Choto kotowadat Apocynaceae Shrub Roadside Less common recurva Aponogeton crispus Ghetu Aponogetonaceae Herb Wetland Less common Alocasia indica Mankachu Araceae Herb Homestead Less common Common Colocasia esculenta Kachu Araceae Herb Fallow land & Homestead Lasia spinosa Kantakachu Araceae Herb Fallow land Less common Pistia stratiotes Topapana Araceae Herb Wetland Common Areca catechu Shupari Arecaceae Tree Homestead Common Borassus flabellifer Tal Arecaceae Tree Roadside Less common Cocos nucifera Narikal Arecaceae Tree Homestead Common Phoenix sylvestris Khejur Arecaceae Tree Homestead Less common Calotropis gigantea Akanda Asclepiadaceae Shrub Fallow land Common Ageratum conyzoides Phulkuri Asteraceae Shrub Fallow land Common Blumea lacera Kukursinga Asteraceae Herb Fallow land Common TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 137 of 201

286 CONFIDENTIAL INITIAL ENVIRONMENTAL EXAMINATION SNo Scientific Name Local Name Local Name Habit Habitat Status Eclipta prostrata Kalokeshi Asteraceae Herb Road side Less common Enhydra fluctuans Helencha Asteraceae Herb Wetland Common Mikania cordata Assamlata Asteraceae Herb Homestead Common Mikania scandens Assamlata Asteraceae Herb Fallow land Common Sonchus sp Asteraceae Herb Fallow land Common Spilanthes acmella Marhatitiga Asteraceae Herb Fallow land Common Synedrella nudiflora Asteraceae Herb Fallow land Less common Tagetes patula Ganda Asteraceae Herb Homestead Common Vernonia patula Shialmutra Asteraceae Herb Fallow land Common Vernonia patula Shialmutra Asteraceae Herb Fallow land Common Xanthium indicum Ghagra Asteraceae Herb Fallow land Common Chrysanthemum Chandramollica Asterceae Herb Homestead Less common coronarium Averrhoa carambola Kamranga Averrhoaceae Tree Homestead Common Basella alba Puishak Basellaceae Herb Homestead cultivated Bombax ceiba Shimul Bombacaceae Herb Homestead Less common Heliotropium indicum Hatishur Boraginaceae Herb Road side Less common Canna indica Kolabati Cannabinaceae Herb Roadside Common Cleome rutidosperma Begunehurhurey Capparidaceae Herb Fallow land Common Cleome viscosa Holde hurhurey Capparidaceae Herb Fallow land Common Crataeva nurvala Barun Capparidaceae Tree Roadside Common Carica papaya Papey Caricaceae Tree Cultivated Common Polycarpon prostratum Gimasak Caryophyllaceae Herb Fallow land Less common Ceratophyllum Jhajhi Ceratophyllaceae Herb Wetland Common demersum Terminalia arjuna Arjun Combretaceae Tree Homestead Less common Terminalia catappa Katbadam Combretaceae Tree Homestead Common TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 138 of 201

287 CONFIDENTIAL INITIAL ENVIRONMENTAL EXAMINATION SNo Scientific Name Local Name Local Name Habit Habitat Status Commelina auriculata Kanchira Commelinaceae Herb Fallow land Common Commelina Kanchira Commelinaceae Herb Fallow land Common benghalensis Commelina errecta Jatkanshira Commelinaceae Herb Fallow land Common Cuscuta reflexa Shornalata Convolvulaceae Herb Epophytic Less common Ipomoea aquatica Kalmi Convolvulaceae Herb Wetland Common Ipomoea fistulosa Dhokalmi Convolvulaceae Shrub Roadside Common Bryophyllum calycinum Pathorkuchi Crassulaceae Shrub Homestead Less common Brassica oleracea var. Phulkopi Cruciferae Herb Cultivated Common botrytis Rorippa indica Bonsharisha Cruciferae Herb Fallow land Common Benincasa hispida Chalkumra Cucurbitaceae Herb Cultivated Common Coccinea cordifolia Telakucha Cucurbitaceae Herb Fallow land Common Cucumis sativus Shosha Cucurbitaceae Herb Cultivated Common Cucurbita maxima Mishti kumra Cucurbitaceae Herb Cultivated Common Lagenaria vulgaris Lao Cucurbitaceae Herb Cultivated Common Luffa cylindrica Dhundul Cucurbitaceae Herb Cultivated Common Momordica charantia Korolla Cucurbitaceae Herb Cultivated Common Cyperus difformis Behua Cyperaceae Herb Fallow land Less common Cyperus distans Panima langa Cyperaceae Herb Fallow land Common Cyperus iria Bara chancha Cyperaceae Herb Fallow land Common Cyperus nemorallis Muthaghash Cyperaceae Herb Fallow land Common Cyperus rotundus Mutha Cyperaceae Herb Fallow land Common Cyperus tenuiculmis Cyperaceae Herb Fallow land Common Cyperus tenuispica Cyperaceae Herb Fallow land Common Fimbristylis dichotoma Baaranirbishi Cyperaceae Herb Road side Less common Fimbristylis diphylla Cyperaceae Herb Fallow land Common TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 139 of 201

288 CONFIDENTIAL INITIAL ENVIRONMENTAL EXAMINATION SNo Scientific Name Local Name Local Name Habit Habitat Status Fimbristylis meliacea Barajavani Cyperaceae Herb Fallow land Common Fimbristylis scoarosa Bara javani Cyperaceae Herb Fallow land Common Fuierena ciliaris Mutha Cyperaceae Herb Fallow land Less common Scirpus articulatus Cheechra Cyperaceae Herb Fallow land Common Scirpus juncoides Cyperaceae Herb Fallow land Common Cyperus pygmaeus Cyperceae Herb Fallow land Common Dillenia indica Chalta Dilleniaceae Tree Roadside Common Dioscorea alata Chupri alu Dioscoreaceae Herb Epiphytic Less common Diospyros peregrina Gab Ebenaceae Tree Homestead Un common Elaeocarpus robustus Jolpai Elaeocarpaceae Tree Homestead Less common Bischofia javanica Kanjol Euphorbiaceae Tree Fallow land Common Chrozophora plicata Khudiokra Euphorbiaceae Herb Fallow land Common Chrozophora rottleri Khudiokra Euphorbiaceae Shrub Fallow land Common Croton bonplandianum Boncroton Euphorbiaceae Herb Road side Common Euphorbia hirta Dudhia Euphorbiaceae Herb Fallow land Less common Phylanthus ebelica Amloki Euphorbiaceae Tree Homestead Less common Phylanthus niruri Bhui amla Euphorbiaceae Herb Fallow land Less common Phylanthus reticulatus Sitki Euphorbiaceae Shrub Homestead Common Phylanthus urinaria Hazarmoni Euphorbiaceae Herb Fallow land Less common Ricinus communis Verenda Euphorbiaceae Shrub Roadside Less common Trewia polycarpa Latim Euphorbiaceae Tree Wetland Less common Limanthemum indicum Panchuli Gentniaceae Fallow land Less common Mesua ferra Nageswar Guttiferae Tree Roadside Less common Ottelia alismoides Panikola Hydrocharitaceae Herb Wetland Less common Hydrolea zeylanica Kashchera Hydrophyllaceae Herb Wetland Common Anisomeles indica Gobura Labiatae Herb Fallow land Less common Hyptis suaveolens Tokma Labiatae Herb Fallow land Less common TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 140 of 201

289 CONFIDENTIAL INITIAL ENVIRONMENTAL EXAMINATION SNo Scientific Name Local Name Local Name Habit Habitat Status Leucas lavendulifolia Doulos Labiatae Herb Road side Less common Ocimum sanctum Tulshi Labiatae Herb Fallow land Less common Barringtonia acutangula Hizol Lecythidaceae Tree Wetland Common Acacia aurculiformios Akasia Leguminosae Tree Roadeside Common Albizia procera Shilkoroi Leguminosae Tree Homestead Less common Albizia richardiana Gagan shirish Leguminosae Tree Homestead Common Bauhinia acuminata Kanchon Leguminosae Tree Homestead Common Cajanus cajan Arhar Leguminosae Shrub Cultivated Less common Cassia fistula Badar lathi Leguminosae Tree Roadside Less common Cassia sophera Kolkashunda Leguminosae Shrub Homestead Less common Cassia tora Chakunda Leguminosae Herb Fallow land Common Crotalaria retusa Atashi Leguminosae Shrub Fallow land Common Dalbergia sisoo Sisso Leguminosae Tree Road side uncommon Delonix regia Krishnachura Leguminosae Tree Homestead Common Lablab purpureus Sim Leguminosae Herb Cultivated Common Leucaena leucocephala Ipil ipil Leguminosae Tree Roadside Common Neptunia natans Leguminosae Herb Samanea saman Rain tree Leguminosae Tree Homestead Less common Sesbania canabina Dhanchi Leguminosae Tree Wetland Common Tamarindus indica Tetula Leguminosae Tree Homestead Less common Vigna mungo Mashkolai Leguminosae Herb Cultivated Common Ascynomene aspera Shola Legumonosae Shrub Wetland Common Lemna minor Khudipana Lemnaceae Herb Wetland Common Lawsonia inermis Mendi Lythraceae Shrub Homestead Less common Abutilon indicum Potari Malvaceae Shrub Fallow land Common Hibiscus mutabilis Sthalapadya Malvaceae Shrub Homestead Less common Sida acuta Berela Malvaceae Herb Fallow land Common TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 141 of 201

290 CONFIDENTIAL INITIAL ENVIRONMENTAL EXAMINATION SNo Scientific Name Local Name Local Name Habit Habitat Status Sida cordifolia Berela Malvaceae Herb Fallow land Common Urena lobata Bonokra Malvaceae Herb Fallow land Common Azadirachta indica Nim Meliaceae Tree Homestead Less common Mellia sempervirens Goranim Meliaceae Tree Roadside Common Swietenia mahagoni Mehagoni Meliaceae Tree Road side Less common Stephania japonica Nimukha Menispermaceae Herb Homestead Less common Tinospora cordifolia Golancha Menispermaceae Herb Fallow land Common Glinus oppositifolius Gima sak Molluginaceae Herb Wetland Common Mollugo oppostifolia Khetpapra Molluginaceae Herb Fallow land Common Artocarpus heterophyllus Kathal Moraceae Tree Homestead Less common Ficus heterophylla Baladumur Moraceae Shrub Roadside Less common Ficus benghalensis Bot Moraceae Tree Roadside Less common Ficus hispida Dumur Moraceae Tree Roadside Common Ficus religiosa Assawath Moraceae Tree Roadside Less common Moringa oleifera Shajna Moringaceae Tree Homestead Less common Musa pradisiaca Kachakola Musaceae Herb Cultivated Common Musa sapientum Kola Musaceae Herb Cultivated Common Psidium guajava Peyara Myrtaceae Tree Homestead Less common Syzygium cumini Jam Myrtaceae Tree Homestead Common Bougainvillea spectabilis Baganbilash Nyctaginaceae Shrub Homestead Less common Nymphaea nouchali Shapla Nymphaeaceae Herb Wetland Common Nymphaea stellata Nilshapla Nymphaeaceae Herb Wetland Less common Jussiaea repens Kesardam Onagraceae Herb Wetland Common Ludwigia adscendens Keshordam Onagraceae Herb Wetland Common Ludwigia parviflora Onagraceae Herb Fallow land Common Oxalis corniculata Amrul Oxalidaceae Herb Fallow land Common Peperomia pellucida Peperomia Piperaceae Herb Fallow land Common TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 142 of 201

291 CONFIDENTIAL INITIAL ENVIRONMENTAL EXAMINATION SNo Scientific Name Local Name Local Name Habit Habitat Status Piper betel Pan Piperaceae Herb Homestead Less common Piper longum Pepul Piperaceae Herb Homestead Less common Axonopus compressus Ghash Poaceae Herb Road side Common Bambusa aruninacea Kanta bansh Poaceae Tree Homestead Common Bambusa longispiculata Mohal bansh Poaceae Tree Homestead Common Crysopogon acicultus Premkata Poaceae Herb Fallow land Common Cynodon dactylon Durba Poaceae Herb Road side Common Dactyloctinium Makra Poaceae Herb Road side Common aegepticum Digitaria longifolia Poaceae Tree Fallow land Common Digitaria sanguinalis Mokunjali Poaceae Herb Fallow land Common Echinochloa colonum Shymghash Poaceae Herb Fallow land Less common Echinochloa crussgali Barashymaghas poaceae Herb Fallow land Less common Eleusine corocana Marna Poaceae Herb Fallow land Common Eleusine indica Malankuri Poaceae Herb Fallow land Common Eragrostis amabilis Poaceae Herb Fallow land Less common Eragrostis tenella Koni Poaceae Herb Fallow land Common Eragrostis unioloides Poaceae Herb Fallow land Less common Hygrorhyza aristata Janglidhan Poaceae Herb Wetland Less common Ischaemum rugosum Moraro Poaceae Herb Fallow land Less common Leersia hexandra Aroli Poaceae Herb Fallow land Less common Oplismenus burmanii Poaceae Herb Fallow land Common Oplismenus compositus Poaceae Herb Fallow land Common Oryza stiva Dhan Poaceae Herb Cultivated Common Panicum paludosum Baranda Poaceae Herb Fallow land Common Paspalum conjugatum Goicha Poaceae Herb Fallow land Common Paspalum pallidum Goicha Poaceae Herb Fallow land Common TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 143 of 201

292 CONFIDENTIAL INITIAL ENVIRONMENTAL EXAMINATION SNo Scientific Name Local Name Local Name Habit Habitat Status Paspalum scrobicultum Goicha Poaceae Herb Fallow land Common Rottboellia protensa Barajati Poaceae Herb Fallow land Common Saccharum spontaneum Kash Poaceae Herb Fallow land Common Saccharum bengalense Manjaghas Poaceae Herb Fallow land Common Saccharum spontaneum Kash Poaceae Herb Fallow land Common Setaria glauca Kauni ` Poaceae Herb Wetland Common Sporobolus diander Benajoni Poaceae Herb Fallow land Common Vetiveria zizanoides Bena Poaceae Herb Fallow land Common Vetiveria zizanoides Bena Poaceae Herb Wetland Common Polygonum flaccidum Polygonaceae Herb Wetland Common Polygonum hydropiper Bishkatali Polygonaceae Herb Fallow land Less common Polygonum lapathifolium Polygonaceae Herb Wetland Common Polygonum orientale Bishkatali Polygonaceae Herb Fallow land Less common Polygonum plebejum Anjaban Polygonaceae Herb Wetland Less common Eichhornia crassipes Kachuripana Pontederiaceae Herb Wetland Common Eichhornia crassipes Kachuripana Pontederiaceae Herb Wetland Common Monochoria hastata Baranukha Pontederiaceae Herb Wetland Common Monochoria vaginalis Nukha Pontederiaceae Herb Wetland Less common Portulaca pilosa Punia Portulacaceae Herb Fallow land Less common Punica granatum Dalim Punicaceae Shrub Homestead Less common Zizyphus mauritiana Boroi Rhamnaceae Tree Homestead Less common Rosa centifolia Golap Rosaceae Shrub Homestead Common Anthocephalus chinensis Kodam Rubiaceae Tree Roadside Less common Gardenia jasminoides Gondharaj Rubiaceae Shrub Homestead Common Hedyotis corymbosa Khetpapra Rubiaceae Herb Fallow land Common Ixora coccinea Rongan Rubiaceae Shrub Homestead Common Aegle marmelos Bel Rutaceae Tree Homestead Common TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 144 of 201

293 CONFIDENTIAL INITIAL ENVIRONMENTAL EXAMINATION SNo Scientific Name Local Name Local Name Habit Habitat Status Citrus aurantifolia Lebu Rutaceae Shrub Homestead common Citrus grandis Jambura Rutaceae Tree Homestead Common Feronia limonia Kotbel Rutaceae Herb Homestead Less common Glycosmis arborea Motkila Rutaceae Shrub Roadside Less common Murraya exotica Kamini Rutaceae Shrub Homestead Less common Litchi chinensis Litchu Sapindaceae Tree Homestead Less common Manilkara hexandra Khir khejur Sapotaceae Tree Roadside Rare Mimosops elengi Bokul Sapotaceae Tree Homestead Common Scoparia dulcis Bandhuni Scrophulariaceae Herb Fallow land Common Capsicum annum Kachmorich Solanaceae Herb Cultivated Common Capsicum frutescens Lankamarich Solanaceae Herb Cultivated Common Cestrum nocturnum Hasnahena Solanaceae Shrub Homestead Common Nicotiana limnophila Solanaceae Herb Fallow land Less common Physalis minima Phuika Solanaceae Herb Fallow land Common Solanum melongena Begun Solanaceae Herb Homestead Less common Solanum nigrum Phutibebegun Solanaceae Herb Fallow land Common Triumfetta rhomoides Bonokra Sterculiaceae Shrub Fallow land Common Corchorus olitorius Patshak Tiliaceae Shrub Cultivated Common Grewia microcos Assar Tiliaceae Tree Roadside Less common Typha angustata Hogla Typhaceae Shrub Wetland Less common Trema orientalis Naricha Ulmaceae Tree Homestead Common Streblus asper Sheora Urticaceae Tree Homestead Common Utricularia stellaris Jhajhi Utriculariaceae Herb Wetland Common Clerodendrum viscosum Vant Verbenaceae Shrub Fallow land Common Lippia alba Bhuiokra Verbenaceae Shrub Road side Common Phylla nodiflora Karoghas Verbenaceae Herb Wetland Common Tectona grandis Shegun Verbenaceae Tree Homestead Less common TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 145 of 201

294 CONFIDENTIAL INITIAL ENVIRONMENTAL EXAMINATION SNo Scientific Name Local Name Local Name Habit Habitat Status Vitex negundo Nishinda Verbenaceae Shrub Homestead Less common Zingiber officinale Ada Zingiberaceae Herb Cultivated Less common Source: Consultants Field Survey TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 146 of 201

295 INITIAL ENVIRONMENTAL EXAMINATION Status of Fauna The faunal species found in the project area and surroundings have beeb detailed in Tables i. Birds: Table 4-13: Locally available bird species in the project area SNo Local Name 1 Lalchey Kaththokra 2 Dushar Matha Baman Kaththokra Scientific name Celeus Brachyurus Dendrocopos 3 Kaththokra Dinopium Benghalense 4 Choto Machranga Alcedo Athis 5 Machranga Alcedo Hercules 6 Bou-Katha Kao Pakhi Cuculus Micropterus 7 Tia Psittacula Krameri 8 Hutum Pencha Bubo Bengalensis 9 Paira Columba Livia 10 Jongla Ghughu Streptopelia Tranquebarica 11 Dahuk Amaurornis Phoenicurus 12 Lal Chil Haliastur Indus 13 Shapkheko Baj 14 Dushor Bok Spilornis Cheela Ardea Cinera 15 Kani Bok Ardeola Grayii 16 Sada Bok Casmerodius Albus TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 147 of 201

296 INITIAL ENVIRONMENTAL EXAMINATION SNo Local Name 17 Pata Bulbuli Scientific name Chloropsis Aurifrons 18 Pati kak Corvus Splendens 19 Holdey Pakhi Oriolus Xanthornees 20 Kalo Doyel Sanicoloides Fulicafa 21 Bhat Shalik Acridotheres Tristis 22 Bulbuli Pycnonotus Cafer 23 Charai Passer Donesticus 24 Rashans Anser Indicus 25 Tuntuni Orthotomus Sutorious 26 Bhubon Cheel Milvus Migrans 27 Babui Ploceus Philippinus 28 Bhadi Hans Cairina Scutulata 29 Panga Garralen Galbanus 30 Shatbhaila Pellorneum Albiventre Source: Consultants Field Survey ii. Wild Animals: The wild fauna in project area and surroundings is given below in Table TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 148 of 201

297 INITIAL ENVIRONMENTAL EXAMINATION Table 4-14: Locally available wild animal species SNo Common name Local name Scientific name 1 Fox Shial Canis Aureus Linnaeus 2 Dog Ram Kutta Cuon Alpinus 3 Dog Khek Shial Vulpes Bengalensis 4 Small Indian Bara Benji Harpestis Mongoose Edwardsi 5 Smooth Otter Ud Aonyx Cinerea 6 Common Otter Ud Biral Lutra Lutra 10 Bat Badur Pteropus Giganteus 11 Squirrel Kathbiral Ratufa Bicolor 12 Rat Bara Indur Bandicota Indica 13 Rat Nengti Indur Mus Musculus 14 Rat Metho Indur Mus Booduga 15 Cat Biral Filis Domesticus Source: Consultants Field Survey iii. Fish The fishes available in Pussur River and other bodies around Mongla port are as given in Table Table 4-15: List of Fish Species Locally Available in the Study Area Local Name Scientific Name Past Present SNo Status Status Native Species 1 Bagda pona Penaeus monodon Wide Less NO 2 Golda pona Macrobrachium Wide Less NO rosenberii 3 Paisha Liza persia Wide Wide NO 4 Taposhi Polynemus paradisous Wide Wide NO 5 Vatki Lates calcarifer Wide Wide NO 6 Datina Sparus datina Wide Wide NO 7 Vhola Barilius Bole Wide Wide NO 8 Illish Hilsa ilisha Wide Wide NO Invasive Species 1 Tilapia Tilapia mossambica Wide Wide NO 2 Nilotica Oreochromis niloticus Wide Wide NO 3 Pangus Pangasius sutchi Wide Wide NO 4 African Magur Clarias gariepinus Wide Wide NO Source: Consultants Field Survey IUCN Status TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 149 of 201

298 INITIAL ENVIRONMENTAL EXAMINATION iv. Molluscs The prevalence mollucs in Mongla and Benapole area is as given in Table Table 4-16: The Molluscan fauna found in the project area Phylum Local Name Scientific Name Shamuk Narita lineate Turbo (Lunella) Mollusca cinereus Luteria elongate Zebra shamuk Zebra mussel/ (Invasive) Dreissena polymorpha Source: Consultants Field Survey Migratory/Winter Birds Winter/guest birds from Himalayas and far away places like Siberia move to relatively warm swampy lands in Bangladesh including the Project area at Mongla to escape the freezing cold, and feed on snails and tiny fishes, which are abundant in the rice crops in wetland ecosystem and the swamps in the Project areas. Birds start arriving from early November and stay till March- April. An estimated 500,000 birds, about 150 species mainly ducks travel to Bangladesh each winter. The wetland environment, some of the famous species that visit the Mongla area include the Grey Headed Lapwing, Black Headed Ibis, Common Tern, Indian River Tern, Long Legged-Buzzard, Shorteared Owl, and Comb Duck. Bangladesh has its own 400 species of birds; the numbers are falling rapidly as their habitat comes under attack from urban and industrial encroachment. The number of birds is also decreasing as hatcheries, duck farms and other commercial activities thrive in the wetland. 4.4 Socio-Economic Environment Benapole Land Port Site The socio-economic environment consists of Demography, urban and rural facilities and economic status and activities in the project region. The description of these has been given for both the project regions. The data for this description has been collected from the Government published sources. Informal discussions have also been held with locals, port officials and other Government Departments in the vicinity of Project site such as General Manager of Mongla EPZ. In addition to the above, data obtained from secondary sources were finally reviewed/compared with the primary data/information. Data for focus villages on population, age/sex composition household patterns, sources of drinking water, sanitation facility ownership of agricultural land were enumerated from the latest community series census published by the Bangladesh Bureau of Statistics. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 150 of 201

299 INITIAL ENVIRONMENTAL EXAMINATION Geographically the Benapole Land Port area lies under the southwest region of Bangladesh within Bara Achra, Beapole, Choto Achra and Bhabarber Mouzas of Benapole union under the Sharsha Upazilla of Jessore District. (a) Demography Table shows the different demographic variables of the Benapole land Port site and surroundings. Information has also been given for the nearby villages. Table 4-17: List of Surrounding Villages, Area, Households and Population Project Area (District) Region al (Upazil la) Second ary (Union) Surroundi ng Villages* (Mouza) Total Househ olds Total Populat ion Area (sq.km) Jessore Sharsh a Benapol e Boro Achra Benapole Choto Achra Bhabarbae r Sources: Bangladesh Population Census, Community Series Zilla: Jessore Some selective demographic variables of the respective District, Upazilla, Union Mouze etc. of the project area is shown in Table Table 4-18: Demographic Profile of Surrounding Villages and Jessore District Parameters District Upazilla Union Surrounding Villages* (Jessore) (Sharahsa) (Benapole) Boro Benap Choto Bhabarber Achra ole Achra Area (sq.km) No. of Household Avg Household size Population 2,106, , Density (per sq km) TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 151 of 201

300 INITIAL ENVIRONMENTAL EXAMINATION Parameters District Upazilla Union Surrounding Villages* (Jessore) (Sharahsa) (Benapole) Boro Benap Choto Bhabarber Achra ole Achra Sex Ratio (Number of Female per 100 male) Literacy % (7 years*) Sources: Bangladesh Population Census, Community Series Zilla: Jessore, February 1996 (b) Water Supply and Sanitation Major sources of drinking water in the project area are tube wells and dug wells followed by ponds and local rivers. Most of the households of the surrounding villages (97.5%for Boro Achra, 89% for Benapole, 97% for Choto Achra and 98% for Bhabarber) use tube-wells for drinking purpose. Sanitation problems are more acute in the port areas than drinking water. Only 20.5% of the total households of port sites use sanitary latrine facility. About 37.7 % use non-sanitary latrines while 41.8% use open places for defecation. The details are given in Table (c) Health and Nutrition The public health condition in all the areas is more or less same. Whooping cough, viral hepatitis, diarrhoea diseases, hookworm infections, influenza (seasonal) are the main communicable disease in Benapole Port area and surrounding sites. Of the non-communicable diseases heart disease, hypertension, diabetes etc. are the main. Disease occurring due to malnutrition among the Children is severe. The population of surrounding villages does not have any health care facility. They have to go to Jessore and Dhaka for the advanced diseases. For treatment at primary level they depend on local village doctor and for the secondary level treatment they consult with the private doctor practicing at the nearest market and for the tertiary level problems they consult with the doctor practicing at Upazila Health Complex. However herbal and other types of medicine are also used by the patients. In case of child birth the people like to get the medical assistance from the traditional birth attendants in the villages due to religious factors. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 152 of 201

301 INITIAL ENVIRONMENTAL EXAMINATION Table 4-19: Sources of Drinking Water Supply and Type of Sanitation Facilities in Benapole and Surrounding Villages Location Facilities Upazilla Union Focus Villages* Sharsha Benapole Boro Archa Benapole Choto Achra Bhabarber A. source of Drinking Water 1. Tap Tube well Well Pond River Total HH B. Toilet Facility Sanitary 2. Others No (use open space) Total HH Sources: Bangladesh Population Census, Community Series Zilla: Jessore (d) Archaeological and Cultural Sites There are some archeological/historical places in the south-west region but all of them are far away from the port area. Besides few mosques, Dorga, etc exists there are no other cultural or potential sites around the port area. The main essence of cultural outlook of Bangladesh is the predominance of Islam in the society but people in the port sites maintain good understanding amongst the various cultural groups. The villages are homogenous and most of the population is Muslim with few other belonging to Hindu religion. People live here with amity amid variance in their financial capabilities symmetrical to other rural areas of Bangladesh. (e)economic Environment (i) Occupational Pattern The most predominant occupation in the local area is farming, mainly for subsistence. To supplement incomes, people often engage in daily wage labour (agricultural worker, carpenter rickshaw pullers, etc,). Some people also engaged in Clearing and Forwarding (C&F) goods and earning TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 153 of 201

302 INITIAL ENVIRONMENTAL EXAMINATION handsome money. Women do not work outside the household compound due to religious and cultural reasons. However women do engaged in small income earning activities such as selling eggs, chicken or vegetables. Consultation with local inhabitants revealed that there are three income groups in the locality viz. wealthy income group, middle- income group and the poor. The population of the wealthy income group typically owns large amounts of lands as well as has engaged themselves with other commercial activities. Generally they lease lands to local farmers. A landowner possessing approximately 3 acres of land belongs to the middle income group. They may lease land to the farmers or in some case they themselves hire land on lease and produce enough rice to sustain a family of 5-6 members. Some of this group own small enterprises. The low income group owns less than 2 acres of land which is not sufficient to produce sustainable food grains for their family members. So they engage themselves in wage labour to earn cash money for their livelihood. These families are often share-croppers of the land of large scale landowners. The extreme poor group usually does not have agricultural land. (ii) Educational and Infrastructural Facilities There is a bypass road on the south side of the port, which connects the Jessore-Kolkata road just at the west end of the existing hazardous godowns. There is also a paved road (20ft wide) at the eastern end of port connecting the bypass road Jessore-Kolkata road. This road goes down to the south and enters into the village area. The existing port is mostly on the south side of Jessore-Kolkata road. On the north side of the road, private buildings, shops, some govt offices and banks are situated. There is bazzar/market on both sides of the port area. There is one primary school at Boro Achra near the port area. There is also one school located outside the staff quarter which is about 0.75 km away from the port on the eastern side Mongla Port Site (a) Demography The Mongla Port area and surroundings fall under Mongla Upzila in Khulna District. The Khulna District is in Khulna Sub Division. The neighboring district is Bagerhat. The population density in Khulna and Bagerhat districts is comparatively much lower than the national average of Bangladesh (1127 per square km). Population density varies from a low of 383 per km 2 in Bagehat district to 536 in Khulna District. The population density in Mongla port Municipality is 3166 per km 2 and that of Mongla Upazila 810 per km 2 which is much higher compared to both the concerned districts. Household size of the Khulna district is more or less closer to the national average of Bangladesh. While in consideration of the concerned Upazilas, it is found higher in Dacope Upazilla with 5.3 persons per household compared to 4.5 persons per household in Mongla Upazilla. The demographic characteristics in details stated in Table below. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 154 of 201

303 INITIAL ENVIRONMENTAL EXAMINATION Table 4-20: Major Demographic Characteristics of the Project Area (2001) Variables Name of concerned Districts/Upazila/Municipality Bagerhat Mongla Upazila Khulna Dacop e Mongla Port Municipalit y No of H/H Total population Male Female Household size Sex ratio Area in Km N.A Density per Km N.A Sources: BBS 1999, Population census 2001 National Report (Provisional) July With regards to the age structure of the population of the area is concerned about 55% of the total population of Bagerhat is in the working age group between 14 to 60 years and it is 59% in Khulna. Age structure in details of the concerned two districts has been stated in Table 4.21 below. Table 4-21: Age Structures of Population in Board Age Group Age Structure of Bagerhat Khulna Population Age<14 yrs Male Female Age<14-60 yrs Male Female Age>60 yrs Male Female All Ages Sources: Population Census 2001 National Report (Provisional) July 2003 (b) Water Supply and Sanitation The shallow tube wells are the primary source of water supply in the surroundings of Mongla port area. Sanitation facilities are very poor. Similar to Benapole less than 20 % households use sanitary latrines and balances are dependent on non sanitary latrines and open defecation. (c) Health and Nutrition The prevailing diseases in Mongla Port area and surroundings are coomon cold and coughs, acute viral hepatitis, diarrhea diseases, hookworm infections, TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 155 of 201

304 INITIAL ENVIRONMENTAL EXAMINATION influenza etc. The chronic diseases prevailing are hyper tension, Diabetes, and heart related ailments. In urban areas nutrition level is better in comparison to rural areas. In rural areas health facilities are almost nonexistent. The people have to travel to Upzila health facilities at Mongla or to Khulna. In Khulna there are good health facilities. (d) Archaeological Sites There are no archaeological sites in the vicinity of Mongla Port. Hiron point is a tourist place about 10 km from port site. The archaeological sites are at Khulna which is about 16 km from Mongla Port site. (e) Economic Environment (i) Occupational Pattern The dominant occupation in the project area is Agriculture. Those who do not indulge in agriculture either work in urban areas or as daily wage workers in the farms. Some of the people are also working in the industries close to Port, EPZ units and in Port. (ii) Education and Infrastructure Facilities A considerable progress has taken place in the country in recent years towards expansion of basic education. First the overall adult literacy rate increased from 29% in 1981 to 39% in 1991 then to over 60% in Second the gender gap in basic education is gradually disappearing with time in the region. In 1994, 35 % more men than women were literate, but in 1999 that difference had declined to 26 percent. Third underlying this progress in basic education is the rapid expansion of school enrollment at the primary level. The enrollment in primary school has increase from 59% of all school age children in 1982 to 96% in The gender difference in gross enrollment at the primary level has also been significantly narrowed (Bangladesh Human Development Report 200). In Khulna Division the school enrolment percentage for 6-10 year old range children is 83% for boys and 87% for girls (UNICEF 1999). The overall literacy rate of Khulna Division is 33%. Out of total literates in Khulna Division 40% are male and 26% are females. The Mongla port area and surroundings have good roads and other social facilities such as communication, electricity, banks and Post offices. (iii) Housing and Settlement The Sundarbans has been the traditional sources of housing materials in the area. People commonly use the goal leaf for roofing and goran (or other hardwoods) to make poles and house walls. Despite the increasingly high prices and availability of goal leaf in this region it is very popular because it keeps the house cooler in hot days. Even though it is more expensive people also use zinc sheets for roofing since it lasts longer. With the increase of industrial employment and the expansion of prawn production, the quality of household shelter has increased dramatically and the number of household has increased in both towns and villages. The dwelling house structures in Khulna Division considering roof materials shows that more than half of the house (55.61%) are made of thatched/ bamboo, about 38.04% tiles/ci sheet and only 6.35 is brick built (sources statistical year book, 2000). TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 156 of 201

305 INITIAL ENVIRONMENTAL EXAMINATION Chapter -5 Anticipated Environmental Impacts and Mitigating Measures TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 157 of 201

306 INITIAL ENVIRONMENTAL EXAMINATION Chapter 5 Anticipated Environmental Impacts and Mitigating Measures This chapter, based on the baseline environmental features of Benapole and Mongla Port areas described in Chapter-4, presents anticipated environmental impacts and mitigation measures during implementation and operation phases of the improvement proposals. All improvement proposals will fall Category- B project as these are not likely to cause significant impacts. Based on experience of consultants on similar projects it is also concluded that all improvement proposals will fall in category B project. 5.1 Environmentally Insignificant Issues Environmentally insignificant issues for the proposed project are identified as under: All improvement proposals are within the port limits and away from protected forest,reserved forest, wildlife park, Sancturay,etc. hence no impact is anticipated on environmentally sensitive targets. Based on checklist following impacts have been regarded as insignificant and reasons are given hereunder: Physical Resources- Geology, climate, Ground water sources and quality and rural services/utilities (water supply, electricity, and telephone lines, etc.) Ecological Resources- Protected areas, Biodiversity, rare and endangered species, wild life, and biodiversity. Economic Development Resources- agriculture, tourism, electricity and communication, and administrative infrastructure Social and Cultural Resources- Demography, History and culture, 5.2 Environmentally Significant Issues /Valued Environmental Component (VEC) Based on the REA checklist, field visit and discussions with various government officials, following issues have been identified as valued environmental components and discussed below Ambient air quality, surface water quality (at Mongla port), Topography and soil quality, aquatic ecology, noise levels, flora and fauna Since, the impacts are associated with different phases of the project, these have been discussed under each identified VEC phase-wise and the mitigation measures have been proposed for each of the potential adverse impacts. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 158 of 201

307 INITIAL ENVIRONMENTAL EXAMINATION 5.3 Topography Environmental Impacts and Mitigations Impacts (a)construction Phase During construction phase impacts on topography will be felt at relocated site of rail line, Bangladesh Truck Terminal, storage sheds etc. These will be the changes felt at Benapole site. These changes will be permanent and will not be pinching to the eyes. At Mongla port changes in topography will be felt due to installation of new cranes, new jetty and locations of river training at Mongla. The changes due to these will also be permanent. (b) Operation Phase Phase In the operation phase there will not be any change in topography. However, some changes may be seen due stacking of goods Mitigation Measures (a) Construction Phase Since all the structures mentioned above are requirements of improvement proposals, therefore, no mitigation measures are warranted. The contractors will be instructed to store the construction material properly so that there is no obstruction and untideness at construction sites. (b) Operation Phase No mitigation measures are warranted as no negative impacts have been identified. The changes in topography will be limited in port premises only. 5.4 Impacts and Mitigations on Soil Impacts Construction Phase The impacts during construction phase will be on account of contamination of soil due to spillage of construction material while transporting, handling and storage at construction sites. The soil contamination may also take place to due to operation of construction camp of workers if proper sanitation facilities are not planned. The impact on soil will also be there due to operation of borrow areas for for raising the embankment for rail line at Benapole. The impacts on soils have also been identified due to disposal of debris during the construction phase. The soils may be contaminated with oil and grease at construction camp locations if there is maintenance of construction vehicles at the camp site. Since there is proposal for river training and construction of some structures near the water front in Port area at Mongla. The waste soil generated during construction, dredging and river training will also need attention for proper TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 159 of 201

308 INITIAL ENVIRONMENTAL EXAMINATION disposal as this can not be disposed off in the agriculture area. Operation Phase During operation phase impacts on soil quality have been identified due to waste generation from the respective port areas if these are not disposed off properly. The soil impacts will also be due to maintenance dredging at Pussur River as there will be generation of silt Mitigation Measures (a) Construction Phase During construction phase oil and grease separator pit will be constructed at construction camp of the contractor(s). The debris and other construction waste disposal will be done t identified approved location by the contractor. The vehicle maintenance and refuelling will not be done construction camp. The soii/silt generated on account of river training and dredging works will be disposedoff at low lying areas within the property boundary of port. All borrow areas will be properly rehabilitated. Operation Phase During operation phase the waste disposal from port area will be done at identified and approved location. The silt generated on account of maintenance dredging will also be disposed off at identified and approved location at Mongla port area. 5.5 Ambient Air Quality Impacts (a) Construction Phase There will be rise in dust levels during the construction activities within construction area, which shall be limited during the construction phase. The dust generation is likely due to handling and storage of construction materials. The generation of dust is likely more at Benapole site as there is proposal of laying of rail line at new location. The impact on ambient air quality has been identified on account of construction vehicular emissions and emissions from construction machinery. These emissions will be intermittent in nature and will last till construction phase. (b) Operation Phase In operation phase there will be air emissions on account of increased vehicular traffic. But in operation phase improvement in air quality is anticipated at Benapole as there will be reduction in congestion after implementation of improvement proposals. At Mongla site on account of increased cargo handling there will be increased air emissions on account of increased ship calling rates, and movement of vehicles within the port area Mitigation Measures (a) Construction Phase TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 160 of 201

309 INITIAL ENVIRONMENTAL EXAMINATION During construction phase all construction and equipment and machinery will be maintained properly. The contractors will be asked to submit pollution under control certificates for all construction vehicle and machinery before start of construction works. There will be regular water spray on haul roads, at construction sites, and borrow areas to suppress the dust. At the end of construction tree plantation will be taken up along the rail line side slope, shrubs will be planted in open space in port area. As part of contract document it will be ensured that contractor provides either kerosene or LPG for cooking at construction camps so that workers do not depend on wood. (b) Operation Phase During operation phase necessary plantation and monitoring activity will be taken up. 5.6 Noise Levels Impacts (a) Construction Phase The impacts on noise environment during the construction phase will be due to movement movement of construction vehicles and machinery, and construction activities. The noise generation will also take place at river banks during execution of river training works. The extreme noise levels may be felt at locations where Diesel Generator sets are in use for power generation. The construction phase noise will be intermittent and will last till construction activity is continuing. The noise generation levels will also vary with time. (b) Operation Phase The noise levels in operation phase will be on account of increased vehicular movement, increase in number of vessels calling at Mongla Port, increased number of trucks and trailers at Benapole Mitigation Measures (a) Construction Phase During construction phase no construction activity will be taken up during night time near the habitations. The workers working in high noise zones such as close to DG sets will be provided earl plugs. The constractor will ensure that no worker is exposed more than noise levels specified for industrial enterprise by the Government of Bangladesh. (b) Operation Phase During the operation phase regular noise level measurements will be taken up to see the trend in noise levels with passage of time. All the generators to be procured will be silent type. The roads within the port premises will be maintained properly. To the extent possible shrubs plantation will be takn along the roads. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 161 of 201

310 INITIAL ENVIRONMENTAL EXAMINATION 5.7 Water Quality Impacts (a) Construction Phase The impacts during construction phase will be due to extraction of ground water for construction, spillage of construction material in surface water sources (especially Pussur River). The ground water may get contaminated near construction camp if waste water from construction camp is left in open land. There will be impact on Pussur River water quality during the construction of guidebunds for river training. The construction activities will increase turbidity in the Pussur River water. The water table at both locations is very high therefore extraction of ground water is not likely to cause any significant impact. (b) Operation Phase In the operation phase there will be impact on Pussur River water quality during the maintenance dredging. In addition to this there will be increased requirement of potable water due to increased port activities and manpower. This water supply has to be augmented Mitigation Measures (a) Construction Phase The contractors will arrange the water for construction. In case they decide to use ground water then they will obtain necessary permission from port authorities or the municipal authorities as the case may be.. During construction it will be ensured that construction camp is located at least 500 m from Pussur river bank and there is no storage of construction material near the river bank. As far as possible guidebund construction will be taken up during lean season flow. All the construction waste, silt etc. will be disposed off at the low lying areas in the port. It will be ensured that there is discharge of waste oil from the construction camp or construction vehicle/machinery into the Pussur river. (b) Operation Phase The port authorities will arrage additional potable water at both locations. Proper sanitation facilities will be maintained at both locations so that ground water is not contaminated with pollutants. During the operation phase it will be ensured that boats and vessels calling at Mongla port do not discharge any oily water or waste water in the river channel. 5.8 Aquatic Ecology Impacts (a) Construction Phase The aquatic ecology has importance at Mongla port because Mongla port is located on Banks of Pussur River. The consultants as a part of Biodiversity study have collected data of aquatic fauna in the river. During construction TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 162 of 201

311 INITIAL ENVIRONMENTAL EXAMINATION there will be disturbance to fauna as there is proposal to construct guide bund for the purpose of river training. Although there is movement of boats and vessel in the channel the impact is not expected significant as local aquatic fauna is used to the movement of boats and vessel. The existence of auatic flora is not significant except near the banks of river. The impact on this bank side flora is not anticipated as there will not be much disturbance. At locations of guide bunds some bank side flora is likely to be disturbed. There will be increase in turbidity of Pussur River during the construction. This turbidity will also have adverse impacts on auatic fauna of Pussur River. The construction of guide bunds will lead to the increased velocity. This increased velocity will also have impact on aquatic fauna if there is an increase of velocity more than 20 % of the existing velocity. (b) Operation Phase During the operation phase impact on aquatic ecology of the river will be due to increased velocity of river channel due to construction of guide bunds. The other impacts will be due to increased movement of boats and vessel after implementation of proposals Mitigation Measures (a) Construction Phase In the river training design it has been ensured that there will not be increase in velocity more than 20 % of current velocity. The construction of guide bunds will be planned during lean season flow. The significant impacts on aquatic fauna are not likely as water of Pussur river remains turbid all through the year due to close proximity to confluence point. There is always movement of vessels and boats so impacts due to construction activity of guidebunds will not be significant. (b) Operation Phase During operation phase no significant impacts are anticipated as increase in river velocity on account of guide bund construction is not more than 20%. The Mongla Port Authorities will keep a strict vigil so that there is no oily water and waste water discharge from vessels within the port limits. 5.9 Positive Environmental and Economic Benefits At present there is huge congestion at Mongla Port. The implementation of improvement proposals will reduce congestion and improvement is air quality. There will be increased trade with India which results in Foreign Exchange earnings. This will have positive impact on economy. Similarly there will be generation of employment also. At Mongla port there is huge restriction of drought due to heavy siltation. This causes restriction of bigger vessels. The river training will provide uniform draft throughout the year. Environmentally no significant impacts are anticipated. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 163 of 201

312 INITIAL ENVIRONMENTAL EXAMINATION 5.10 Conclusion Based on the above discussion it is concluded that most of the impacts are temporary and short term. These can be brought within the acceptable limits through implementation of mitigation measures. The implementation of improvement proposals will bring a positive impact on the economy of the country. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 164 of 201

313 INITIAL ENVIRONMENTAL EXAMINATION Chapter -6 Analysis of Alternatives TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 165 of 201

314 INITIAL ENVIRONMENTAL EXAMINATION Chapter 6 Analysis of Alternatives A number of alternatives were considered for the current project. These included a) No Project Scenario (No improvement in efficiency of ports), b) Project Scenario and c) Installation of New Port and improvement of other port efficiency. Each alternative is discussed below. 6.1 No Project Scenario The no project scenario will result in heavy congestion at Benapole port site. The cargo handling capacity will reduce further and this will result in low exports. The traffic congestion near International Border will further increase. This will cause honking of horns and increased noise levels and vehicular pollution. This will have negative impacts on health of residents. Inside Benapole port drainage is a major problem there is problem in normal port operations during monsoon months. At Mongla Port improvement in efficiency is necessary as the port is suffering from draft problem due to heavy siltation. The channel training is necessary to reduce the silt deposition. Further there is need to increase the number of cranes to increase the throughput. Without doing river training silt deposition can be reduced with maintenance dredging. But the maintenance dredging is cost exhorbitant. For the success of Mongla EPZ increase in efficiency of Mongla port is necessary. It is clear from the above that improvement in the efficiency of Port and Logistics at both the locations is very necessary. No project scenario will futher deteriorate the infrastructure and efficiency of both the ports. Hence this scenario will be detrimental to the economy of the country. 6.2 Project Scenario The project scenario at Benapole will reduce traffic congestion, air and noise pollution. There will be improvement in drainage within the port premises. This will also increase port efficiency. Additional area will be available due to relocation of rail line. Bangladesh truck terminal will reduce truck parking problem. The improvement in infrastructure and logistics will increase trade volumes with India. Due to increased trade there will be generation of employment. Hence project scenario is beneficial from environmental consideration also. The increase in the efficiency of port and logistics at Mongla will give a boost to the growth of Mongla EPZ. Further, the increased trade will generate employment potential. The port will handle more exports to foreign countries. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 166 of 201

315 INITIAL ENVIRONMENTAL EXAMINATION 6.3 To Improve Efficiency of Other Ports of the Country The other wet port located is at Chittagong. This port is saturated. The Mongla port has strategic location. The enhancement of efficiency of this port will increase trade with Bhutan and Nepal. This is because goods can be transferred to these through road through the existing Padma Bridge at Pakse. The improvement in efficiency is necessary as there is handling of grains at Mongla Port. The grains are necessary item for the country as the Bangladesh is not self sufficient in the grains and food items. If there is no increase in handling of grains in future years the country will fall short of grain items. Benapole land port also has strategic location. This port handles maximum equipment and items specially related to industry and power project coming from abroad to the country. The improvement in efficiency will reduce import time of industrial equipment and items. Hence improvement or creation of new port will not help significantly at other location. From the above discussion it is concluded that improvement in port and logistics efficiency is the need of the hour. 6.4 Comparison of Alternatives Based on the discussion above all three options have been compared in the Table-6-1 below: Table 6-1: Comparison of Alternatives Parameters No Project Project Scenario Improvement of Scenario Efficiency of Other Ports Environme No project will At Benapole Environmental ntal cause adverse implementation conditions at both Considerati impacts on of improvement the Ports will on environment at proposals is deteriorate with Benapole. At beneficial to the time. Mongla there will environment. At be adverse Mongla there will impacts on be little adverse environment due impacts due to to overstay of river training vessels at port due to lack of cranes. Developme ntal impacts & people s perception There will be no development in the surroundings. There will be generation of direct and indirect generation of No development in the surroundings of the project area. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 167 of 201

316 INITIAL ENVIRONMENTAL EXAMINATION Parameters No Scenario Social benefit No benefits Project social Project Scenario Improvement of Efficiency of Other Ports employment and there will be overall economic development in the region. There will be The social benefits overall economic will be at other development in locations. the region. Health Negative impact on health due to congestion at Benapole. Negative impacts on aquatic environment due to maintenance dredging Positive impact on health due to reduction in congestion at Benapole Negative impacts on health due to increase in congestion. 6.5 Conclusion Based on discussion it is concluded that project scenario is beneficial from environmental, social and economic considerations. The Mongla and Benapole ports are strategic ports. The Mongla Port carries an importance due to handling of imported food grains. This makes vailability of food grains in the country as Bangladesh is not self sufficient in food grains. The Benapole port handles mostly industrial items. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 168 of 201

317 INITIAL ENVIRONMENTAL EXAMINATION Chapter 7 Information Disclosure and Consultations TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 169 of 201

318 INITIAL ENVIRONMENTAL EXAMINATION Chapter 7 Information Disclosure and Consultations 7.1 Introduction The successful implementation of the project requires co-ordinated efforts of all stakeholders at different levels. Hence, consultation at different levels was used as a tool to inform and educate stakeholders about the proposed action both before and after the project implementation decisions were made. Public consultation was useful for gathering environmental data, understanding likely impacts and community s needs and preferences. Various alternatives could be evolved and sustainable mitigation measures could be formulated through consultations. It assisted in identification of the problems associated with the project as well as the needs of the population likely to be impacted (benefited in present case). This participatory process helped in convincing the people s perception and enabled the participation of the local people in the decision making process. The involvement of the various stakeholders ensured that the targeted population and other stakeholders are informed consulted and are allowed to participate at various stages of project advancements. 7.2 Objectives The main objective of the consultation process was to to inform the stake holders, seek their inputs and to maximize the benefits of the project. Other objectives of the consultation process were the following: To promote public awareness about the proposed project in the in the surroundings of project area at both the locations. To solicit the views of communities/individuals residing in the surroundings of both the project areas; To gather inputs from the targeted population/individuals for improvement in project configuration and implementation procedure; To stimulate community self evaluation and analysis; and To ensure lessening of public resistance to change by providing them a platform in the decision making process TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 170 of 201

319 INITIAL ENVIRONMENTAL EXAMINATION 7.3 Methodology Adopted for Public Consultations Stages and Levels of Consultation The consultations were taken up right from start of PPTA project to finalise the scope of project at both the locations. For this project inception workshop was organised by the PPTA Consultants. Public consultations have been held at three levels as follows: Local level - village/ Town area at both the locations District level consultations involving Municipal authorities, other line departments; and Institutional level consultations with Department of Environment, Ministry of Shipping, etc. Tools for Consultation (i) Formal/Informal discussion During visits to both project site locations and surroundings discussions have been held with Port officials and locals. A checklist of questions was kept ready and responses were elicited from people.. (ii) Institutional Level / Stake Holders Consultative Workshop (Inception Workshop) The institutional level consultations were held with representatives of institutions having stakes in implementation of the project. The institutions contacted included Ministry of Shipping, Mongla Port Authority, Benapole land Port Authority, Bangladesh Inland Water Transport Authority, Mongla EPZ, etc. An inception workshop was organised on February 24, 2011 by the PPTA consultants and all institutional stakeholders were invited with a view to invite comments and suggestions on the project. The instiutions which participated in the stakeholders workshop included Ministry of Shipping, Mongla Port Authority, Benapole land Port Authority, Bangladesh Inland Water Transport Authority, Bangladesh Shipping Corporation, and Institution of Water Modelling Contents The consultation with institutional officials focused on the following issues. Project description: - Need for improvement in efficiency of Port and Logistics at Benapole land Port and Mongla port TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 171 of 201

320 INITIAL ENVIRONMENTAL EXAMINATION Foreseen advantages and problems likely to be faced The extent and nature of social and environmental impacts People s participation in planning, implementation and monitoring & evaluation stage. 7.4 Location Wise Summary of Consultations The consultations with locals and stakeholders were carried out by the Environmental Expert of PPTA Consultants at Benapole on and at Mongla on The list of participants is available on request Public Consultation at Benapole at Market Close to International Border on About 30 locals participated in the consultations. The participants included shopkeepers of local market, custom officials, Benapole Port officials and People residing in close vicinity. The participants raised the concern that huge traffic congestion is felt near the border due to trucks waiting for custom clearance this causes noise, dust and pollution emission, problem of plying of smaller vehicles. The other problem raised by the locals was about none availability of hospital, doctors, and none availability of electricity for long hours. The participants demanded that Benapole land Port Authority should manage health facilities, and other civic amenities in Benapole city for improved facilities. The locals suggested that tree cutting should me minimized during the implementation of improvement proposals. The compensatory plantation should be taken in the ratio of 1:5. The local shopkeepers told that their market is being area is being acquired by the Government for the port therefore they should be provided jobs in the Government or in Benapole land port Public Consultation at Benapole near Custom office close to International Border on At this location there were about 15 participants who were mostly port users such as truck drivers, custom officials, and C&F Agents. The participants demanded that the office of Port and Customs should be at one place to save time. The participants demanded for the port should provide schools, stadium and water supply in Benapole area. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 172 of 201

321 INITIAL ENVIRONMENTAL EXAMINATION Public Consultation at Mongla Port on 3rd May 2011 About twenty stakeholders participated in consultations at Mongla Port. The participants included Mongla Port officials, Daily wage workers working in the port, local fishermen, farmers having agriculture land close to Port, and local villagers. The participants welcomed port and logistics efficiency improvement project. They had the view that port expansion should take place so that there is availability of more jobs for the locals. They had a complaint of fish smell from Mongla EPZ, there severe problem for the avialbility of drinking water in the area. The Mongla Port Authority should provide drking water supply as responsible corporate citizen. The villagers had the complaint that inspite of their land acquisition by the Mongla Port Authrity they have not provided any civic facilities to them. The participants said that they do not feel any noise problems due to Mongla Port operations. The local participants suggested that any improvement to be taken up Mongla port should not disturb fishing production and activity in Pussur River. 7.5 Addressal of Public Concerns in the Project Design The project has tried its best to address the issues raised during the Public Consultations. Summary of issues raised and addressal has been given below in Table 0-1: Addressal of Public Issues and Concerns under the Project Issue/Concern Addressal under the Project Heavy traffic congestion The proposed Bangladesh Truck Terminal will near international reduce congestion, air and noise pollution border, issue of air and noise pollution Minimization of tree The improvement proposals do not require cutting during significant cutting of trees. However any number construction. of trees to be cut will be compensated through compensatory plantation of trees. The compensatory plantation will be taken up in the ratio of 1:5. Jobs in lieu of The Port Authorities will pay compensation as acquisition of land and per Rules and regulations of Government of property in market area. Bangladesh. The current regulations of land and property do not provide assurance for jobs. Hence Management of Health and Other Civic facilities in Benapole Town Expansion of Mongla Port should take place so that there is availability of more jobs. Complaint of smell of fish from Mongla EPZ this suggestion can not be incorporated. The consultants conveyed this demand of locals to the port authorities. The current project will improve the efficiency of port and logistics. This will result in handling of increased cargo. Hence there will be generation of additional direct and indirect jobs. The Port Authorities at Mongla have no control on EPZ operations hence nothing could be done on this issue. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 173 of 201

322 INITIAL ENVIRONMENTAL EXAMINATION Issue/Concern Addressal under the Project Making availabity of The demand has been conveyed to Port drinking water for local Authorities. The consultants also recommend to villages in Port vicinity consider this demand in future. 7.6 Conclusion Based on the above discussion it is concluded that all concerns of the stakeholders have been taken into account in the project preparation. The suggestions of institutional stake holders have also been taken into account through inception workshop and through circulation of deliverables of consultants to all concerned departments of Government of Bangladesh. TA 7389-BAN: PORT AND LOGISTICS EFFICIENCY IMPROVEMENT Page 174 of 201