Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized INTEGRATED SAFEGUARDS DATA SHEET CONCEPT STAGE Date ISDS Prepared/Updated: 11-Jul-2014 Date ISDS Approved/Disclosed: 15-Jul-2014 I. BASIC INFORMATION A. Basic Project Data Country: Bangladesh Project ID: P149671 Project Name: Dhaka Bus Rapid Transit Project (P149671) Task Team Ke Fang Leader: Estimated 16-Jun-2015 Appraisal Date: Managing Unit: GTIDR Estimated Board Date: Lending Instrument: Report No.: ISDSC9689 15-Oct-2015 Investment Project Financing Sector(s): Urban Transport (100%) Theme(s): Climate change (20%), Other public sector governance (20%), City-wide Infrastructure and Service Delivery (60%) Financing (In USD Million) Total Project Cost: 300.00 Total Bank Financing: 250.00 Financing Gap: 0.00 Financing Source Amount BORROWER/RECIPIENT 50.00 International Development Association (IDA) 250.00 Total 300.00 Environmental A - Full Assessment Category: Is this a No Repeater project? B. Project Objectives 22. The proposed Development Objective is to improve urban passenger transport services for people who travel through or travel along the proposed BRT Line 3 South corridor (BRT L3-S). The BRT L3-S supported under the project and the BRT L3-N supported by the ADB will form a continuous BRT system on the BRT Line 3 corridor, which is a key element of a rapid mass transit system being developed in Dhaka, as envisioned in the Strategic Transport Plan (STP) which was developed with World Bank support in 2005.
C. Project Description To achieve the proposed objectives and create visible and substantial impact on Dhaka s urban transport improvement, the proposed project will include the following components: Construction and initial operation of BRT L3-S, including improvements in non-motorized transport, and traffic management and road safety along the corridor. Preparatory work of BRT Line 1 (all alternatives, e.g.brt, metro and Light Rail Transit will be studied during project preparation), including feasibility studies and preliminary designs. A Traffic Management component, taking advantage of the latest development in Internet and Communication Technology (ICT) and Intelligent Transport Systems (ITS) and utilizing low cost but highly effective technologies to significantly improve traffic management and road safety in Dhaka. The component can be piloted first by focusing on BRT Line 3, with capability to expand to the entire city in the future. An Institutional Development and Capacity Building component, to enhance/improve the capacity of DTCA, Traffic Police, and the BRT Company and BRT operators. The proposed BRT L3-S is on a main strategic transport corridor connecting the Old Dhaka where jobs and urban services concentrate, with the northern part of the city where many people live. The project is expected to bring in significant positive social benefits to the people in Dhaka city through improved transit infrastructure and transport operation. It is expected that the BRT service will contribute significantly towards improving the mass rapid transit network in the Dhaka Metropolitan Area which has an estimated population of 11 million (in 2012). D. Project location and salient physical characteristics relevant to the safeguard analysis (if known) The proposed project is located at Dhaka, the capital of Bangladesh. The proposed BRT route (L3-S) starts at the international airport in the north part of the city and travels down New Airport road, Shahed Tazuddin Road, crosses the old city Centre, passes over the 2nd Buriganga Bridge and terminates at Keraniganj in the south, a distance of about 20 km. ADB is considering financing for another 20-km of the Line 3 from the international airport towards Gazipur in the north (as L3-N). The entire BRT L3-S corridor road belongs to three government departments: the Roads and Highways Department (RHD) owns the section from Uttara to Banani (Banani Overpass), Dhaka City Corporations (North) owns from Banani to Moghbazar, Dhaka City Corporation (South) has the authority over the area from Moghbazar to Tati Bazar close to Sadar Ghat adjacent to Buriganga bridge and RHD has the control over the rest, from Buriganga bridge to Keraniganj along the Mawa link road.between the two points, BRT L3-S will serve the Hazrat Shah Jalal International Airport, Banani, Mohakhali, Tejgaon Industrial Area, Ramna, the Dhaka Central Business District, and Sadar Ghat (central river terminal in Dhaka connecting the southwestern coastal districts through waterways) all of which are most prominent transportation hubs. The bus will run in both directions from the Airport Terminal to Keraniganj, crossing the 2nd Buriganga Bridge. Some roads will feed the BRT system with standard buses and one important link will be near Sadar Ghatarea to reach Sadar Ghat. The BRT line will be implemented at grade in most of the corridor but, in some sections, flyovers will also be used to improve some of the at-grade BRT line conditions (Mohakhali and Moghbazar areas). BRT will always be operated separately from the mixed traffic lanes. BRT L3-S will use the multi-modal transport hubs to be developed with L3-N under ADB financing at the starting point near the international airport. It will pass by the side of the existing Mohakhali flyover, the Mohakhali ID bust terminal and is likely to potentially conflict with LGED flyovers from
Hatirjheel Link Road 2 passing over the rail line and Moghbazar Junction of New Eskaton road to Old Elephant Road. In addition, Bridges Division under the Ministry of Communication has planned the Dhaka Elevated Expressway along the BRT L3-S alignment from the international airport to Kamalapur Railway Station, Jatrabari and Kutubkhali. RAJUK has plan for an overhead road from Shantinagar to Jheelmil residential area. Bangladesh Army has a proposed to close off all cross movements along the New Airport Road providing elevated U-turn ramps. E. Borrowers Institutional Capacity for Safeguard Policies Dhaka Transport Coordination Authority (DTCA) has been assigned to be the overall coordinator for preparing and implementing the proposed project, under guidance from the Ministry of Communications. An overall Project Management Unit (PMU) has been established at the DTCA, which is responsible for managing detailed designs, procurement and supervision of consultant and goods contracts, financial management, and overall supervision of the project including safeguards. Sub-PMUs or Project Implementation Units (PIUs) may be established at Roads and Buildings Department (RHD), and/or Dhaka City Corporation (DCC), to be responsible for procuring and supervising civil work packages located inside their jurisdiction boundaries, subject to detailed implementation capacity and fiduciary assessments being carried out by the Task Team. The Dhaka Transport Coordination Authority was established by an act of Parliament on April 16, 2001. DTCA is responsible to advise the concerned agencies on an integrated and safe traffic and transportation system for Dhaka and to make necessary arrangements with that purpose. It coordinates the traffic and transportation infrastructure development plan with the overall development strategy plan for Dhaka as envisaged in the structure plan. It also formulates strategic planning for traffic and transport sector of Dhaka and to coordinate inter agency cooperation. Under the CASE Project, DTCA has carried out initial environmental and social assessment under the feasibility study and understanding of the World Bank environmental and social safeguard policies and their requirements. The other implementing agencies, where sub-pmus or PIUs to be set-up, have also past experience in working on Bank financed projects and managing safeguards compliance issues as per Bank guidelines. However, these institutions do not have their internal capacity on environmental and social safeguards and will hire environmental and social specialists for assessment, review, implementation supervision and monitoring. An environment and social (E&S) unit will be set-up under the DTCA PMU for smooth design and implementation of the project. The E&S Unit will be staffed with one senior environmental specialist and one senior social specialist with a role to monitoring the safeguard activities. The requirement of environmental and social specialist in Sub-PMUs or PIUs will be assessed during the project preparation. F. Environmental and Social Safeguards Specialists on the Team Chaohua Zhang (GURDR) Shakil Ahmed Ferdausi (GENDR) Md. Akhtaruzzaman (GURDR) II. SAFEGUARD POLICIES THAT MIGHT APPLY Safeguard Policies Triggered? Explanation (Optional) Environmental Assessment OP/ BP 4.01 Yes The proposed project is expected to contribute in reduction of local air pollution and Green House Gas (GHG) emissions through improvement of the urban transport
infrastructure. It will involve construction and initial operation of the BRT L-3 mainly in the existing road network. However, the proposed project will have significant environmental impacts related to construction related localized impacts, traffic disturbance, occupational health and safety of workers, commuters, pedestrian, non-motorized transport especially during the construction phase of the elevated section for Bus Rapid Transit. The environmental impact assessment (EIA) of corridor 3 of BRT has been initiated under the Clean Air and Sustainable Environment (CASE) Project. The EIA (including Environment Management Plan) will ensure that any adverse environmental impacts that may be generated by the project are addressed. The EIA will lay-out detailed plan for mitigation, monitoring and reporting of all identified impacts and will address institutional responsibilities, policy, legal and administrative framework, costing and financing. The EIA report is expected to adequately cover: (i) description of all components of the proposed project and their individual and cumulative impacts; (ii) environmental baseline of the project influence areas; (iii) possible linked projects and their environmental impacts; (iv) alternative analysis from environmental consideration; (v) immediate future need for road widening (indirect impacts) due to BRT construction; (vi) loss of economic opportunity (permanent and temporary) of people due to construction work; (vii) disposal of very old public transport (if required); (viii) assessment of implementing agency s capacity for environmental management; (ix) inter-agency coordination and public/ngo participation; and (x) costing of activities proposed for environmental mitigation and monitoring. Since the EIA preparation is part of the design consultant work, it has been agreed with the implementing agency that the EIA will be reviewed and updated by an internationally reputed independent environmental specialist.
Natural Habitats OP/BP 4.04 No The proposed project is not expected to have any impact on conversion or degradation of critical or other natural habitats. Accordingly, the policy has not been triggered. Forests OP/BP 4.36 No The proposed project will not have any impact on the health and quality of forests, the rights and welfare of people and their level of dependence upon or interaction with forests; and the management, protection, or utilization of natural forests or plantations. As such, the policy has not been triggered. Pest Management OP 4.09 No Not relevant for the proposed project. Physical Cultural Resources OP/ BP 4.11 TBD The EIA will screen and assess any possible cause of disturbance to architectural land marks and other cultural property. This will be considered in finalization of the design. During the construction, the landscape of the sites may also be affected and structural damage to old structures may result due to vibrations and excavation of adjacent areas. The EIA will provide the required mitigation measures needed to address such disturbances or describe the chance find procedure. If the EIA identifies the physical cultural resources, the policy will be triggered at the appraisal stage. Indigenous Peoples OP/BP 4.10 No The project is located in the capital city of Dhaka. Initial social impact assessment under the feasibility study indicates that there are no indigenous communitiesno tribal peoples residing in the project corridor and therefore no impacts on them are expected under the project. will anyway be affected by the projecthowever, this finding will be further confirmed under the project design assignment. Involuntary Resettlement OP/BP 4.12 Yes DTCA has conducted the feasibility level social impact assessment (SIA), The BRT L3-S corridor is mostly existing roads only with designated lanes for BRT and transit stops. Small quantum of private lands will be acquired for development of a bus depot. However, public lands can be resumed from private uses for improvement of the corridor accommodating BRT lanes and transit stations along the corridor. These will lead to involuntary displacement of peoples and temporary impact on livelihoods of some group of people working
along the proposed BRT corridor including shop operators, street vendors, rickshaw pullers, bus operators and others. DTCA has prepared a draft Resettlement action plan (RAP) in line with relevant Bangladesh laws and World Bank policies. The RAP contains the entitlement policies, mitigation measures and implementation arrangements. Under the the detail design, the consultant will review the feasibility level SIA,carry out additional surveys and, update the SIA and the draft RAP. Safety of Dams OP/BP 4.37 No Not applicable for the project. Projects on International Waterways OP/BP 7.50 Projects in Disputed Areas OP/BP 7.60 No No Not applicable for the project. Not applicable for the project. III. SAFEGUARD PREPARATION PLAN A. Tentative target date for preparing the PAD Stage ISDS: 15-Mar-2015 B. Time frame for launching and completing the safeguard-related studies that may be needed. The specific studies and their timing 1 should be specified in the PAD-stage ISDS: August 15, 2014 to March 31, 2015 IV. APPROVALS Task Team Leader: Name: Ke Fang Approved By: Regional Safeguards Name: Francis V. Fragano (RSA) Date: 15-Jul-2014 Coordinator: Practice Manager: Name: Elena Y. Chesheva (PMGR) Date: 15-Jul-2014 1 Reminder: The Bank's Disclosure Policy requires that safeguard-related documents be disclosed before appraisal (i) at the InfoShop and (ii) in country, at publicly accessible locations and in a form and language that are accessible to potentially affected persons.