Feseability Study Report

Feasibility Study Report for Consultancy Services for Feasibility Study & Project Preparation of
Proposed “Sustainable and Integrated Rural Transport Project” (SIRTP) (Reference no.: AF-S14)
TABLE OF CONTENTS
TABLE OF CONTENTS..........................................................................................................................i
LIST OF FIGURES..................................................................................................................................v
ABBREVIATIONS AND ACRONYMS................................................................................................vi
EXECUTIVE SUMMARY......................................................................................................................v
CHAPTER 1 BASIC INFORMATION..................................................................................................1
1.1 Name of the Project...........................................................................................................................1
1.2 Sponsoring Ministry/Division...........................................................................................................1
1.3 Implementating Agency.....................................................................................................................1
1.4 Project Objectives..............................................................................................................................1
1.5 Estimated Project Cost for the Proposed Loan from the World Bank (WB).....................................2
1.6 Sector & Sub-Sector..........................................................................................................................2
1.7 Project Category (Based on Environment Conservation Rules, 1997)..............................................2
1.8 Project Geographic Location.............................................................................................................2
1.9 Project Duration.................................................................................................................................3
CHAPTER 2 INTRODUCTION.............................................................................................................5
2.1 Background of the Project.................................................................................................................5
2.2 Objectives of the Proposed Project....................................................................................................6
2.3 Approach and Methodology of the Feasibility Study........................................................................8
2.3.1 Preparation of the Priority List of the Projects...............................................................................8
2.3.2 Environmental Study....................................................................................................................12
2.3.3 Economic Analysis.......................................................................................................................13
2.3.4 Structural Design and Cost Estimate............................................................................................14
2.3.5 Gender Aspect...............................................................................................................................14
2.3.6 Safety Aspect.................................................................................................................................15
2.4 Organization of the Feasibility Study..............................................................................................15
CHAPTER 3 DEMAND ANALYSIS...................................................................................................16
3.1 Problem Statement...........................................................................................................................16
3.2 Linkage with National Strategies, Policies and Development Goals..............................................19
3.2.1 First Perspective Plan of Bangladesh (2010-2021)......................................................................19
3.2.2 Second Perspective Plan of Bangladesh (2021-2041)..................................................................19
3.2.3 Eighth Five Year Plan of Bangladesh (2020-2025)......................................................................19
3.2.4 Sustainable Development Goals (SDGs)......................................................................................20
3.3 Proposed Project Interventions (Project Inputs and Outputs)..........................................................21
3.4 Stakeholders Analysis......................................................................................................................21
3.5 Demand Analysis.............................................................................................................................22
3.6 SWOT Analysis...............................................................................................................................24
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3.6.1 Strength of the Proposed Project..................................................................................................24

3.6.2 Weakness of the Proposed Project................................................................................................26
3.6.3 Opportunity of the Proposed Project............................................................................................26
3.6.4 Threat of the Proposed Project.....................................................................................................27
CHAPTER 4 TECHNICAL AND ENGINEERING ANALYSIS........................................................28
4.1 Introduction......................................................................................................................................28
4.2 Technical Design.............................................................................................................................28
4.2.1 Vehicle Classification...................................................................................................................28
4.2.2 Geometric Design.........................................................................................................................30
4.2.3 Structural Design of Road Pavement............................................................................................32
4.2.4 Design Criteria and Assumptions.................................................................................................32
4.2.5 Traffic...........................................................................................................................................32
4.2.6 Design Inputs................................................................................................................................33
4.2.7 Design Period...............................................................................................................................33
4.2.8 Equivalent Standard Axle Load....................................................................................................33
4.2.9 Reliability.....................................................................................................................................33
4.2.10 Distribution Factors....................................................................................................................34
4.2.11 Serviceability Index....................................................................................................................34
4.2.12 Drainage Coefficient...................................................................................................................35
4.2.13 Empirical Design........................................................................................................................35
4.2.14 Sub-grade Properties...................................................................................................................36
4.2.15 Pavement Material Coefficients.................................................................................................36
4.2.16 Overlay Design...........................................................................................................................36
4.2.17 Flexible Pavement......................................................................................................................37
4.2.18 Rigid Pavement...........................................................................................................................37
4.3 Justification for Selection of the Proposed Scheme........................................................................37
4.4 Costs Estimates................................................................................................................................39
4.5 Implementation Timeline.................................................................................................................44
CHAPTER 5 ENVIRONMENTAL SUSTAINABILITY, CLIMATE RESILIENCE & DISASTER
RISK ANALYSIS.....................................................................................................................45
5.1 Policy, Legal and Administrative Framework.................................................................................45
5.2 Baseline Environment......................................................................................................................46
5.3 Potential Environmental and Social Impacts...................................................................................48
5.4 Stakeholder Engagement, GRM and Disclosure.............................................................................48
5.5 Institutional Framework and Capacity Building..............................................................................50
5.6 Identification of Potential Impact....................................................................................................58
5.6.1 Impact on Land Cover and Land Use Changes............................................................................58
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5.6.2 Loss of Natural Vegetation and Trees..........................................................................................58

5.6.3 Loss of Aquatic Habitat................................................................................................................58
5.6.4 Drainage Congestion and Water Logging....................................................................................58
5.6.5 Impacts on Vulnerable and Disadvantage Groups / Communities...............................................58
5.6.6 Air Pollution.................................................................................................................................59
5.6.7 Noise Pollution.............................................................................................................................59
5.6.8 Water Pollution.............................................................................................................................60
5.6.9 Soil Contamination.......................................................................................................................60
5.6.10 Generation of Solid Waste and Hazardous Waste......................................................................60
5.6.11 Impacts on Aquatic Habitat........................................................................................................61
5.6.12 Site Clearance and Restoration...................................................................................................61
5.6.12 Occupational Health...................................................................................................................61
5.6.13 Occupational Safety....................................................................................................................61
5.6.14 Impact on Labor, Working Conditions, Labor risks & Human Trafficking...............................62
5.6.15 Involuntary Resettlement Impacts..............................................................................................62
5.6.16 Impacts on Small Ethnic Communities......................................................................................62
5.6.17 Impacts on Cultural Heritage......................................................................................................63
5.7 Land Acquisition.............................................................................................................................67
5.8 Grievance Redress Mechanism (GRM)...........................................................................................68
CHAPTER 6 COST-BENEFIT ANALYSIS.........................................................................................70
6.1 Introduction......................................................................................................................................70
6.2 Economic and Financial Analysis Methodology.............................................................................70
6.3 Quantification of Economic Benefits..............................................................................................71
6.3.1 Vehicle Operating Cost (VOC)....................................................................................................71
6.3.2 Travel Time Cost (TTC)...............................................................................................................71
6.4 Quantification of Economic Costs...................................................................................................72
6.5 Assessment of Road User Cost........................................................................................................72
6.6 HDM-4 Results................................................................................................................................72
CHAPTER 7 HUMAN RESOURCES AND ADMINISTRATIVE SUPPORT ANALYSIS...............92
7.1 Human Resources Development of LGED......................................................................................92
7.2 Organizational Set up at LGED Upazila Office..............................................................................93
7.6 Proposed Personnel for this Project.................................................................................................94
CHAPTER 8 INSTITUTIONAL AND LEGAL ANALYSIS...............................................................96
8.1 Bangladesh Gazette, 6 November, 2003..........................................................................................96
8.2 Roads Design Standards, LGED, 2005............................................................................................96
8.3 Maintenance of Rural Roads and Bridges, LGED, 2013.................................................................97
8.4 Road Design Standards of LGED, 2021..........................................................................................97
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8.5 Allocation in 8th Five Year Plan (FY2020-FY2025).......................................................................97

8.6 Performance Based Maintenance Contracts (PBMC).....................................................................98
CHAPTER 9 RISK AND SENSITIVITY ANALYSIS.......................................................................100
9.1 Investment Proposal.......................................................................................................................100
9.2 Project Cost....................................................................................................................................101
9.3 Environmental Problem.................................................................................................................101
9.4 Institutional Resources...................................................................................................................102
9.5 Natural Disaster.............................................................................................................................102
9.6 Government Order.........................................................................................................................102
9.7 Sensitivity Analysis.......................................................................................................................102
9.8 General Risk of the Project............................................................................................................103
9.9 Uncertanities and Scenarios...........................................................................................................103
CHAPTER 10 ALTERNATIVE ANALYSIS......................................................................................104
10.1 Introduction..................................................................................................................................104
10.2 Scenarios with the proposed Project............................................................................................104
10.3 Do nothing or Without Project Scenario.....................................................................................105
10.4 Widening or Cause Way in Market Areas...................................................................................105
10.5 Use of Alternative Materials and Construction Techniques........................................................105
CHAPTER 11 CONCLUSIONS AND RECOMMENDATIONS.......................................................107
11.1 Conclusions..................................................................................................................................107
11.2 Recommendations........................................................................................................................107
REFERENCES.....................................................................................................................................109
Appendix A: Guidelines of Discount Rate by Ministry of Planning...................................................110
Appendix B: Typical Drawing and Layout Plan..................................................................................111
Appendix C: Environmental and Social Screening..............................................................................115
Appendix D: Photograph Taken During the Study...............................................................................118
Appendix E: 5-Year Plan......................................................................................................................120
Appendix F: Sample of Economic Analysis.........................................................................................121
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LIST OF TABLES
Table 3.1: Road Types, Definitions and Ownerships/Responsibility in Bangladesh a............................21
Table 4.1: Vehicle Classification by LGED...........................................................................................29
Table 4.3: Suggested Level of Reliability for various Functional classifications..................................34
Table 4.4: Recommended ra1 Values for Modifying Structural Layer Coefficients of Untreated Base
and Subbase Materials in Flexible pavement............................................................................35
Table 4.5: Design Layer Coefficients.....................................................................................................36
Table 5.1: Summary of Potential Environmental and Social Impacts and Their Significance..............64
Table 5.2: Item-wise Compensation Rate...............................................................................................67
Table 5.3: Summery of the project impact for a total of 84.13 km Road...............................................68
Table 6.1: NPV, EIRR & BCR of Project Roads...................................................................................73
LIST OF FIGURES
Figure 1.1: Location of the Proposed Project...........................................................................................4
Figure 4.1: Relationship between Roadway Capacity and Carriage Width...........................................31
Figure 5.1: General Soil Types of Bangladesh and location of the proposed bridge.............................52
Figure 5.2: Earthquake Zones of Bangladesh.........................................................................................53
Figure 5.3: Bio-Ecological Zones of Bangladesh...................................................................................54
Figure 5.4: Ageoecological Zones of Bangladesh..................................................................................55
Figure 5.5: Reserve Forest and Environmental Hot Spots of Bangladesh.............................................56
Figure 5.6: Protected Areas of Bangladesh............................................................................................57
Figure 7.1: Organizational Framework of LGED...................................................................................93
Figure 7.2: Organizational Framework of UE Office, LGED................................................................94
Figure 9.1: Risk Diagram.....................................................................................................................100
Figure 9.2: Risk Analysis Technique....................................................................................................101
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ABBREVIATIONS AND ACRONYMS

AASHTO American Association of State Highway and Transportation
Officials
ADB Asian Development Bank
ADP Annual Development Program
BAE Bangladesh Agricultural Extension
BBS Bangladesh Bureau of Statistics
BCR Benefit Cost Ratio
BNBC Bangladesh National Building Code
BRRL Bangladesh Road Research Laboratory
BRTA Bangladesh Road Transport Authority
BUET Bangladesh University of Engineering and Technology
CBP Capacity Building Plan
CVD Commercial Vehicle per Day
DOE Department of Environment
DSM Design Supervision Management
EASL Equivalent Standard Axle Load
ECA Environmental Conservation Act
ECR Environment Conservation Rules
ESS Environmental and Social Standards
EIA Environmental Impact Assessment
EMMP Environmental Management and Monitoring Plan
FGD Focus Group Discussion
GOB Government of Bangladesh
GCM Growth Center Market
GRM Grievance Redress Mechanism
HFL Highest Flood Level
HRD Human Resources Development
HQ Head Quarters
IEE Initial Environmental Examination
IRR Internal Rate of Return
LARP Land Acquisition and Resettlement Plan
LGED Local Government Engineering Department
LGRD&C Local Government, Rural Development & Cooperatives
LGI Local Government Institute
LMP Labor Management Procedure
NGO Non Government Organization
NPV Net Present Value
PBMC Performance Based Maintenance Contracts
PCU Passanger Car Unit
RRBMP Rural Roads and Bridge Maintenance Policy
RTIP Rural Transport Improvement Project
RHD Roads and Highways Department
RUC Road User Cost
RWT Rural Waterway Transport
SCF Standard Conversion Factor
SDGs Sustainable Development Goals
SEP Stakeholder Engagement Plan
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SIRTP Sustainable and Integrated Rural Transport Project

SWOT Strengths, Weaknesses, Opportunities, and Threats
TTC Travel Time Cost
UE Upazila Engineer
UZR Upazila Road
WB World Bank
VOC Vehicle Operating Cost
VOT Value of Time
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EXECUTIVE SUMMARY
Through successful implementation of Rural Transport Improvement Project (RTIP-I & II),
and subsequent additional funding, also other projects, Bangladesh has achieved substantial
progress in improving communication networks in the country. Rural transport infrastructure
(rural roads, rural water transport, and rural market networks) of Bangladesh is vital for the
growth of the rural and national economy. In order to fulfill rapid increase in demand for
transportation services (e.g., heavy trucks) from agriculture and manufacturing industries and
for passenger services (e.g., buses) between employment generation centers, there is urgent
need to strengthen the pavement capacity (both structural and lane width) of existing core
upazila road sand union roads through the introduction of the revised and improved design
standards, which will enable to address the issues of increased motorization and axle loads.
The goal of the project is to support LGED in the preparation of a new rural transport project
for sustainable and integrated rural transport infrastructure. The project outcome will be more
sustainable (resilient, safe and adequately maintained) and integrated transport and trading
infrastructure across the project area, which will: a) reduce poverty, b) reduce road users‘
costs, c) generate employment, including for women, d) promote overall and inclusive
economic growth; e) increase climate resilience of rural communities and infrastructure, and
f) improve safety and security of vulnerable population (e.g., women, children, elderly,
differently abled people, etc.) using rural transport services.
The project is located in 45 districts in 6 divisions of Bangladesh (Figure 1.1) consisting (i)
The Northern eight districts of Rangpur division, ii) The Western eight districts of Rajsjahi
division, iii) Central Parts encompassing thirteen districts of Dhaka division, iv) The North
Eastern Parts covering four districts of Mymensingh division and four districts of Sylhet
division, and v) The Southeastern parts enclosing three districts of Greater Cumilla, three
districts of Greater Noakhali and two districts of Greater Chattogram.
The Chapter 1 of the FS report deals with the basic information of the project. The project
will be started on July 2023 and will be completed by June 2028. The project will be
implemented by Local Government Engineering Department (LGED) for 45 distrits of
Bangladesh.
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The Chapter 2 of the FS report deals with the background and objective of the project,
approach and methodology as well as outline of the report.
The Chapter 3 of the FS report describes that Road Design Standards of LGED, July 2021
opined that Bangladesh's economy has made remarkable progress and economic activities
have increased manifold in the last decade. Both the number and axle load of the traffic on
roads have increased significantly. In some areas, Union and/or Village roads experience
more axle load than Upazila roads because of rapid industrialization. In view of strategies for
rural transport, the 8FYP pointed out to upgrade Upazila roads. The Plan describe that the
lagging districts are constrained by inadequate connectivity between Zila and Upazila roads.
So, the upgrading of all Upazila roads to facilitate easy transport connectivity between
production and consumption centers is an important priority in PP2041 and for the 8FYP.
This will also motivate and influence location decisions for manufacturing enterprises and
facilitate labor mobility. These roads would be at a minimum 2 lanes, but in some areas where
traffic pressure is intense, they would require 4-lanes ensuring enough load bearing strengths.
The Chapter 4 of the FS report deals with technical and engineering aspects. The proposed
project will cover mainly rural roads and bridges. For design of roads, LGED Road Design
Standards, 2005 and 2021 has been followed.
As the proposed project will cover the construction, re-construction and extension of roads
(rural roads) and construction, re-construction and extension of bridge (length below 100m),
the project has been considered as Orange B category of Environmental Conservation Rules
(ECR), 1997 of Department of Environment (DOE). Details environmental aspects are
presented in Chapter 5.
The Chapter 6 of the FS report reveals the economic analysis of the projects. The outcomes
of economic and financial analysis represent the results of HDM-4. The magnitude of the
benefits from the project has been estimated and compared by the project cost required for the
realization in terms of Economic and Financial of Net Present Value (NPV), Benefit Cost
Ratio (BCR) and Internal Rate of Return (IRR). It is accepted that the project is feasible if the
calculated IRR is higher than the Opportunity Cost of Capital (OCC), BCR is higher than 1.0
and NPV is positive.
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Chapter 7 considered the human resources of LGED and the proposed projects. To develop
the socio-economic development and infrastructure improvement, all upazilas are equipped
with sufficient logistics. At the same time, Executive Engineer at District level,
Superintending Engineer at Regional level and Additional Chief Engineer at Divisional level
well perform their duties and responsibilities for quality control and administrative support
also. The proposed project will contain number of manpower including Project Director-1,
Deputy Project Director-2, Senior Assistant Engineer-4, Assistant Engineer-5, Sub-Assistant
Engineer-5, Draft’s Man cum Estimator-5, Accountant-1, Adiministrative Officer-1, Account
Assistant-3, Office Assistant/Computer Operator-3, Driver-6, Office Support Staff-8,
Photocopy Operator-2 where the Sub-Total 46 people will be involved with this project work.
The Chapter 8 of the FS report represents the institutional and legal aspects of the proposed
projects. LGED’s one of the mandate is to provide technical support to the LGIs. LGED takes
the responsibility to construct/re-construct, rehabilitate and maintain roads in conjunction
with LGIs under the purview of Local Government Division according to the Bangladesh
Gazette on 6 November 2003. At the same time, Local Government Division launched the
Rural Roads and Bridge Maintenance Policy (RRBMP) in 2013.
The Chapter 9 of the FS report represents the risk of the proposed projects. The major
identified risk are Cost risk, Schedule risk and Performance risk. At the same time, unstable
political situation, natural disaster and Pandemic COVID-19 situation are also important
elements as risk factors.
The Chapter 10 of the FS report represents the options analysis for the proposed projects.
Only rural infrastructure would be developed under the proposed project. The expected
benefits from road improvements include smooth flow of traffic resulting in savings in travel
time, savings in vehicle operating costs and safer conditions for road users. In addition, there
are benefits from increase in value of adjoining land, increase in trade & business, savings in
road maintenance costs and increased development.
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The Chapter 11 of the FS report represents the summary of the findings and strongly
recommended to implement all sub-projects during the project period with proper attention to
its sustainability.
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Feasibility Study Report for Consultancy Services for Feasibility Study & Preparation of Proposed
“Sustainable and Integrated Rural Transport Project” (SIRTP) (Reference no.: AF-S14)
CHAPTER 1
BASIC INFORMATION
1.1 Name of the Project
Sustainable and Integrated Rural Transport Project (SIRTP)
1.2 Sponsoring Ministry/Division

Ministry of Local Government, Rural Development and Co-operatives/Local Government
Division. Financing for the proposed investment to be from the World Bank (WB).
1.3 Implementating Agency

Local Government Engineering Department (LGED).
1.4 Project Objectives

The objectives of the current project which is creating the basis for the coming investment
loan were as follows:
In the enhancement of asset management practices, update LGED’s Asset

Management Strategy (AMS);
In the analysis and review of current asset management policy, strategy, and
practices in LGED;
To develop a multi-year (five years) rolling asset management and enhancement
program, and to conduct feasibility studies of 1,000 km for scaling up PBMC
contracts, DB contracts and standard rehabilitation and maintenance contracts in the
selected project districts;
To support the integration of rural roads with multi-modal transport systems,
including other roads, railroads, and rural waterways;
To support LGED in the preparation of a new rural transport project for sustainable
and integrated rural transport infrastructure ensuring, increasing longevity of assets
through proper asset management, increasing resilience of infrastructure to climate
change and other risks, increasing transport safety, promoting gender equity,
reducing life cycle cost of assets, reducing road users’ costs, increasing the level of
service to the population, creating employment opportunities, and promoting overall
economic growth;
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To assess the feasibility of upgrading the core roads of rural network to the required
design standards. It will also identify missing road links which are needed for
establishing connectivity and providing accessibility to different essential services
specially to rail and waterways.
Conduct a detailed feasibility study with technical, safeguards, socioeconomic and
financial analysis including transport demand and supply analysis.
The new project is likely to include innovative approaches, e.g., scaling up PBMC
on rural roads in districts other than where PBMCs were piloted.
1.5 Estimated Project Cost for the Proposed Loan from the World Bank
(WB)
The estimated project cost is 2,195,584.00 million USD.
1.6 Sector & Sub-Sector

Sector: Agriculture, Water Resources and Rural Institutions Division
Sub-Sector: Rural Institutions & Coordination Wing.
1.7 Project Category (Based on Environment Conservation Rules, 1997)

According to the Environmental Conservation Rules (ECR), 1997, projects have been
classified into four (4) categories.
Category Description
Green
Orange A
Orange B Item 63: Construction, re-construction and extension of road (feeder
road, local road).
Item 64: Construction, re-construction and extension of bridge (length
below 100 meters).
Red
The proposed project is Orange B category as per ECR, 1997 of DOE.
1.8 Project Geographic Location

The project is located in 45 districts in 5 regions of Bangladesh (Figure 1.1) consisting (i)
The Northern eight districts of Rangpur division, ii) The Western eight districts of Rajsjahi
division, iii) Central Parts encompassing thirteen districts of Dhaka division, iv) The North
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Eastern Parts covering four districts of Mymensingh Division and four districts of Sylhet
division, and v) The Southeastern parts enclosing three districts of each of Greater Cumilla
and Noakhali and two districts of greater Chattogram. The names of the project districts
are Rangpur, Gaibandha, Kurigram, Lalmonirhat, Dinajpur, Nilphamari, Panchagarh,
Thakurgaon, Rajshahi, Chapainawabganj, Naogaon, Bogura, Joypurhat, Pabna, Sirajganj,
Natore, Dhaka, Gazipur, Munshigonj, Narayangonj, Narsingdi, Manikgonj, Tangail,
Kishoreganj, Faridpur, Gopalganj, Madaripur, Rajbari, Shariatpur; Mymenshingh,
Jamalpur, Netrokona, Sherpur; Cumilla, Brahmanbaria, Chandpur, Sylhet, Sunamgonj,
Habigonj, Moulvibazar, Feni, Lakshmipur, Noakhali, Chottogram and Coxsbazar.
1.9 Project Duration

Date of Commencement : July, 2023
Date of Completion : June, 2028
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Figure 1.1: Location of the Proposed Project
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CHAPTER 2
INTRODUCTION
2.1 Background of the Project
While Bangladesh is serviced by road, rail, water, and air transport, road transport
dominates the domestic transport of goods and passengers. Roads are critical to the social
and economic development of Bangladesh. The management of national roads is the
responsibility of Roads and Highways Department (RHD) and the responsibility of rural
roads is Local Government Engineering Department (LGED). The national roads network
is about 22,419 km, of which National Highway is 2,944 km, Regional Highway is 4,883
km, and Zila Road is 13,592 km (Bangladesh Economic Review, 2021). The remaining
network of about 330,831 km is rural roads, of which Upazila Road is 36,491 km, Union
Road is 40,638 km, Village Road A is 114,182 km and Village Road B is 139,520 km
(Road Database, LGED, June 2021).
It is found from the available data that vehicle numbers and overloading both are
increasing. Given the growing network of trafficable roads, the increasing number of
vehicles in the country, and the robust growth of Bangladesh’s economy, traffic have
increased rapidly. In 2010 there were approximately 1,427,368 registered motor vehicles
in the country, of which approximately 755,514 were motorcycle. This increased to
4,191,218 vehicles (motorcycle is 2,814,637) in 2019, almost tripling in 10 years. The
change in percentage of selected vehicles were 10.85% of auto-rickshaw, and bus were
7.66%, covered van were 21.66%, microbus were 5.46%, motorcycle were 15.73%, cars
were 6.07% and 11.76% were tractor. Propelled by the economic development,
overloading of cargo vehicles has become a severe cause of road damage in Bangladesh in
the past 10 years. This leads to premature deterioration of road pavements and threatens
the stability of the many bridges designed for light traffic. The legal axle load in
Bangladesh is 10 tons.
Climate change adaptation is another issue in the transport sector. Given the natural
disasters that Bangladesh has faced in recent years in addition to frequent flooding during
the wet season, the need to address climate change considerations is essential. Future
assistance in the rural roads sector needs to focus on this subject, particularly in relation to
road design and planning for emergency preparedness, mitigation, and response.
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The management of a road network must be based on uses principles, using economic
criteria to prioritize and schedule maintenance works. An asset management approach is
most appropriate as a long-term goal for maintaining and preserving the road network. In
Bangladesh’s situation, this implies a move from the present crisis-response management
mode to a network management mode as the core network stabilizes and normal periodic
maintenance works can be scheduled in a cost-effective manner. Essential to that approach
is the establishment of the maintenance management system with its basic building blocks
that include a road and bridge inventory, a system for updating the inventory and
accompanying condition surveys, and application of evaluation tools to prioritize and
schedule periodic maintenance.
In addition, the Perspective Plan of Bangladesh 2021 – 2041, Page 174 (General
Economic Division, Bangladesh Planning Commission, March 2020) describes the
following strategies for road transport along with others.
Upgrading of all zilla and upazilla roads to facilitate easy transport connectivity
between production and consumption centers. This will also motivate and influence
location decisions for manufacturing enterprises and facilitate labor mobility. These
roads would at a minimum be 2 lanes, but in some areas where traffic pressure is
intense, they would require 4-lanes.
All village roads would be converted to asphalt standard with at least one lane to
facilitate rural mobility of passengers and products. The road connectivity will be a
major investment for reducing poverty, improving human development, and
promoting rural investment in micro and small-scale non-farm enterprises.
O&M of highway, bridge, culvert and roads is a high priority strategic element for
the road sector. Financing is always a constraint. The development and
implementation of a well-designed road user charges will be instrumental in
providing resources for road upgrading and maintenance. For highways and major
bridges, the use of tolls will provide funding for O&M.
2.2 Objectives of the Proposed Project

It is found from the Aide-Memoire, March 20-April 3, 2022 of the World Bank Mission
that LGED and Bank agreed to place new name as “Resilient and Integrated Rural
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Transport Project” of ongoing project under package AF-S14. The Mission also sets the
aims of the project which are as below:
To support the Government of Bangladesh in the implementation of the climate

resilient asset management policy for LGED’s most valued and largest assets (rural
road and bridge assets).
Assist GOB’s commitment to climate mitigation through support of the multimodal
transport (integrated planning and management of rural roads with inlands
waterways and railways).
Piloting of an alternative resilient road construction/ rehabilitation method that will
help phase out emitting bricks used in road construction.
The project will strengthen the financial and climate resilience of rural communities by
providing them with resilient rural transport connectivity to economic and social services
as well as with direct green job opportunities to contribute to the resilience of the same
rural transport network. In addition, the project will support the recovery of rural economy
through providing uninterrupted and resilient transport connectivity for the rural economy
players (e.g., agriculture producer groups, fisheries, etc. and non-agriculture players) to
Growth Centers and markets. The new project will also support LGED’s commitment to
gender mainstreaming in its rural projects as well as building the capacity of LGED’s
future gender unit. Moreover, the project will also support the implementation of LGED’s
Rural Road Safety Strategy (under development with GRSF grant) and enhancing the
managerial and technical capacity of LGED and LGD in the rural road safety.
In view of the Mission, ToR of the project and above discussions, the following objectives
are formulated:
Rural roads improvements - improvement of about 8,000 km of rural roads to

climate resilient paved condition;
Rural road asset management - improve rural road asset management in a sustainable
manner through a strong capacity-building program;
Rural roads safety and community awareness program - increase the awareness and
application of road safety and safeguards;
Connectivity improvements- multimodal transport (integrated planning and
management of rural roads with inlands waterways and railways);
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Gender Unit- review the available documents and make recommendations for
building of capacity of future Unit.
2.3 Approach and Methodology of the Feasibility Study

For preparation of feasibility study report, a multi-method approach was adopted
employing combination of a number of methodologies to mutually complement one
another.
2.3.1 Preparation of the Priority List of the Projects
Starting point of the ranking of the roads was 54,000 km network. In early July 2022 an
initial selection of over 12,500km of roads was done by the team using this “socio-
economic” data (MCA analysis). In order to establish a compatible list for inclusion in the
project, around mid-July, LGED sent this list of 12,500km out to their Executive
Engineers in the Districts with instructions to remove road sections being worked upon or
included in current plans for future works; and, if necessary, add their prioritised road
sections to compensate for the removed sections.
MCA criteria and respective weights were developed to establish the 12,500 km of the
roads.
(i) Poverty rate criteria
The high growth performance was accompanied by a steady decline in the national
poverty rate from 40% in 2005 to 31.5% in 2010. Based on the robust growth
performance, the Government of Bangladesh aims to reduce the national poverty rate to
15% and transform Bangladesh into a middle income country by 2021.
The benefit of the economic growth, however, has not been broadly shared among the
people of Bangladesh, and a wide poverty gap between rural and urban areas persists. The
poverty rate in rural areas in 2010 was 35.2%, exceeding the poverty rate of 21.3% in
urban areas by more than 10%. Since 100 million people, or 70% of the total population,
live in rural Bangladesh, poverty reduction in rural areas is clearly one of the most
important policy issues in the country. A look at poverty by region reveals that the poverty
rates in Rangpur tends to be higher than those in the eastern part of the country except
Mymensingh District. In particular, the poverty rate of Mymensingh Division recorded
45.1%, which is higher than the national average 40.0% in 2005.
8
Poverty reduction in the rural area is the key to alleviating persistent disparities between
urban and rural areas. The prerequisites to achieve this goal are to 1) vitalize rural
economies, and 2) improve the quality of public services in rural areas.
First, a strategy to vitalize rural economies should include measures to develop rural towns
and markets as nucleus of rural development, and strengthen rural-urban linkages, namely
the linkages between the nucleuses and their surrounding rural areas socially and
economically. Potential candidates of the nucleuses would include Upazila towns, Growth
Centers (GCs), and rural markets. By strengthening rural-urban linkages, both rural and
urban people would greatly benefit from improved access to transport infrastructure,
expanded markets, improved access to education and health services, and more job
opportunities. If the rural-urban linkages are strengthened and rural economies are
vitalized, this would help alleviate current pressures on rural people to migrate to large
cities such as Dhaka and Chittagong.
Second, poverty reduction in rural areas will require significant improvement in the
quality and quantity of public goods and services to local residents. This includes not only
basic public services such as education, health and sanitation, but also provision of basic
infrastructure such as roads, bridges, and markets. The improvement in basic infrastructure
will contribute to vitalizing local economies and improving access to services in health
and education, and creating job opportunities.
In this respect, the poverty rate (as weight of criteria) in the year 2010 by Upazila was
used in the scoring of multi-criteria analysis and put in the spreadsheet. For instance, the
poverty rate of Birganj Upazila is 43.10% in the year 2010, so the considered weight in the
score would 43.10. It is worth mention in here that the study considered only ‘poor’ not
‘extreme poor’.
(ii) Population criteria
Population is another criteria for the analysis of multi-criteria and needs to give weight. It
is found that the area of Upazila is not same and it varies largely. So, the study is used
population density (population density ÷ 100) criteria by Upazila for the purpose of giving
weight and scoring. For instance, the population density of Birganj Upazila is 653, so the
considered weight in the score would, 653 ÷ 100=6.53.
(iii) Flooding criteria
It is discussed in the introduction that infrastructure systems have been increasingly
exposed to natural hazards due to climate change in recent years which needs to address
9
the vulnerability of infrastructure such as flooding, droughts, landslides, etc. In this

respect, the study considers the climate vulnerability risk as criteria. The weight of the
criteria is same as the weight given by the Rural Connectivity Improvement Project
(RCIP) and the weight of flood criteria is 10.
(iv) Life cycle cost criteria
Life cycle cost is chosen as the proxy of ‘year of last maintenance’. The RCIP is suggested
to consider that if a road maintain before more than 5 years, the road will get 10 point.
Same as, if maintenance performed in 3-5 years before, the road will get 5 point and if
maintenance performed in 1-3 years before, the road will get 1 point.
The replies from the Districts started arriving back in the LGED office in Dhaka around
the end of July and the list of almost 8,000km was completed until early August when a
series of meetings took place between LGED the TL and DTL to process the road sections
into meaningful quotas by District. LGED finally reached its final (first) list that was then
the subject of the Chief Engineer’s review and was finally passed to FinnOC on the 25th
September 2022.
There were comprehensive set of different surveys conducted. The most important survey
was the one collecting the current condition and traffic values of over 8,000 km to be able
to prepare ranking of the Projects.
Regarding the road network analysis in the Project the whole road network was surveyed
with smartphone survey methodology, together with Right-of-Way video logging
technology, for the field data collection and collecting GPS-centerlines. The system
supports to collect all road deflects including IRI by using the built in accelerometer (for
IRI) in a modern smartphone and other defects by visual survey. The system is very cost
effective and user friendly. The Android app registers the vibrations from the road and
correlates to the International Roughness Index – and using the phones GPS to position the
data. It also monitors speed and altitude and use the camera to take GPS-tagged videos.
After conducting economic appraisal for each candidate roads the final documentation is
having the priority roads of 1,039.10 km and 5,030.10 km based on the TOR. Works for
these roads were divided for 5 years programme. In first year of the programme which is
year 2024 total of 1,039.10 km will be implemented which means the procurement should
start for these projects in July 2023.
Traffic data was collected from the surveys as well based on moving vehicle count.
However, these were then compared to the data in LGED’s database for quality chekcs.
10
Having obtained the road sections the essential survey of the roads commenced using a
mobile phone application called Roadroid which captured the condition of the road, its
pavement and surroundings by way of a video whilst travelling the road section. In
addition the International Roughness Index (IRI) was also determined using the internal
accelerometers of the telephone. Most of the road sections were completed successfully
but, due to the characteristics of the application, some were not due mainly to the survey
vehicle not being able to travel at the optimum speed whilst doing the survey. The survey
vehicles were often slowed down whilst doing the survey because of the congestion of
other vehicles in villages along the road but more importantly by other slow moving
vehicles that occupied most of the road width and could not allow the survey vehicle to
pass due to the narrowness of the pavement. Several sections of road were resurveyed and
a more realistic value of the IRI was noted. Therefore some of the survey sections were
surveyed twice.
Having obtained the IRI and using the traffic data supplied by LGED, the economic
analysis of the improvement of the road sections was undertaken. A Priority 5,000km List
was prepared, however the Plan A results had to be extended beyond the 4 year limit
advised by LGED as there were insufficient lengths of sections to make the total add to
5,000km. The number of road sections that proved to have no economic rate of return
comprised almost 50% of the 961 road sections analysed.
As some IRI’s had been amended a further analysis was completed using the revised IRI
with the same traffic figures supplied by LGED. Additional road sections were added to
the Priority List but on reviewing the results a major anomaly appeared in the traffic
figures. On inspection the traffic figures appeared to be fictitious as most were round
numbers ending in 0. When reviewing the figures broken down into individual vehicle
types this showed the 6 commercial vehicles types had a total of 900 vehicles per day
which equates to about 50 vehicles per hour. When viewing the 26 minute video of this
road section for comparison only 1 vehicle of this type (covering all 6 types) was noted
instead of the 25 or so that should have been seen. This calls into question the veracity of
all the traffic figures supplied by LGED.
11
The list of maintenance interventions determined for the 5,000km required all the roads to
have a major maintenance intervention, either reconstruction or widening, in the first 2
years and as many of these road sections were too long to have the works completed in the
first 6 months of the contract they did not qualify for the Performance Based Maintenance
Contract (PBMC) criteria of completing such works in 1 dry season.
2.3.2 Environmental Study
The ESMF has been prepared following the world Bank’s standard methodology
consisting of the following steps:
 Appraisal of Project documents and meeting/discussions with various stakeholders
including relevant key stakeholders, government departments, local institutions,
media and NGOs;
 Analysis of the policy and regulatory requirements of the country as well as the
financing agency;
 Conduct extensive literature review and initial scoping and screening to determine
the key environmental and social parameters and issues those are likely to be
impacted by the project activities;
 Gathering and analysis of baseline environmental and social data from sources;
 Consultations with the stakeholders including beneficiary and project affected
people, consultants from World Bank, LGED officials, and developing the
consultation process;
 Assessment of the anticipated potential and likely impacts of the project activities;
 Preparation of an outline of environmental and social management issues according
to the requirements of the World Bank’s recent 10 ESSs of the ESF;
Environmental factors that need to be considered while planning and design of different
categories of activities under the project.
 Environmental screening criteria: criteria, process, procedures, steps, time, and
responsibility as well as necessary tools (format, checklist etc.) for environmental
screening of the investment activities;
 Environmental assessment guidelines: Steps, process and procedures to be followed
in different levels of environmental assessment (limited or full assessment). This
includes guidance on the project level baseline information, impact identification,
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alternative analysis, assessment and designing mitigation measures, and in preparing

Environmental Management Plan (EMP).
Methodology also adopted for environmental study has been considered according to the
Environmental Assessment Guidelines for LGED Projects (LGED, 2008). Environmental
study for this project has been carried out in compliance to the BECA 1995 and BECR
1997 based mainly on secondary data and few primary data that has also been collected for
study during field visits and data collected through conducting of studies on hydrology,
soil, ecology and social aspects.
2.3.3 Economic Analysis
Economic Analysis of has been conducted as per Guidelines of Road User Cost Study for
LGED Roads, 2018. At the same time result adopted from the outputs of HDM-4 of this
project. Benefit Cost ratio means Benefit divided by Cost, that is B/C. When the ratio is
more than 1, it means the benefit is more than the cost. The cost benefit ratio is widely
used for capital expenditure decisions. BCR will be based on the following formula (ABD,
2017, CARE-Bangladesh, 2004):
Present value of benefits
BCR =
Present value of costs
n Bi n Ci
∑ i ∑
÷
i=1 ( 1+r ) i=1 ( 1+r )i
The project is accepted if BCR > 1.0 (ADB, 1997).

The sum of the present values of all the benefits of an investment option minus the sum of
the present values of all the costs of that option, all discounted to the same base date
(generally a base year), is called the Net Present Value (NPV). NPV is calculated by using
the following relationship (ADB, 1997, CARE-Bangladesh, 2004):
NPV = (B1-C1) / (1+r)1 + (B2-C2) / (1+r)2 + …………… + (Bn-Cn) / (1+r)n
Where,
B1, B2, Bn stand for benefits in years 1, 2 and n respectively.
C1, C2, Cn stand for costs in years 1, 2 and n respectively.
r is the rate of discount.
The project is accepted if NPV > 0.0 (ADB, 1997).
Internal Rate of Return (IRR) may be defined as the discount rate at which the present
worth benefit is equal to the present worth cost. The IRR of a project is the discount rate
that will give it a net present value of zero (CARE-Bangladesh, 2004).
13
n Bi−C i
∑ i
=0
i=1 (1+ r )
The IRR is calculated by a trial and error process (Chandra, 2019). The decision rule for
IRR is as follows:
Accept: If IRR is greater than the opportunity cost of capital.
Reject: If IRR is less than the opportunity cost of capital.
In the IRR calculation, it is set the NPV equal to zero and determine the discount rate that
satisfies this condition.
The project is accepted if IRR ≥ 12% (Planning Commission, 2005).
As per the circular of Ministry of Planning stated the discount rate was to be set as 12%.
Discounting for the time value of money will be based on following formula (Planning
Commission, 2005):
Vu
V d=
( 1+r )n
Where,
Vd = Discounted Value
Vu = Undiscounted Value
r = Discount Rate
= 12 % = 0.12
n = year
2.3.4 Structural Design and Cost Estimate
Roads and Road Structures are the basic components under this project. For structural
design of roads, Road Design Standards of LGED (2021) has been followed. For structural
design of bridges, Guidelines for Bridge Design of LGED (2018) has been considered.
AASHTO Specification and codes will be followed in the constructing the bridge Detail
Design will be prepared engaging consultants upon approval of the project. For estimating
the cost of the structure, LGED Rate Schedule 2022, has been followed.
2.3.5 Gender Aspect
In the preparatory project also following were reported:
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 Capture and analyse information regarding the transport needs of women and
persons with special needs in the rural areas through the lens of the proposed
Project‘s investments.
 Ensure that the needs of women and persons with special needs are properly
identified and reflected in the design of Project.
 Capture and analyse information regarding social and cultural environment in rural
areas relevant to rural transport management and labour management practices in
civil works focusing safety and security for women and disabled persons.
 Develop a Gender and Disability Inclusion Plan to guide the process of
identification, design and implementation of project interventions toward serving
the transport needs of women and persons with special needs including a
suggestive action plan for ensuring safe workplace environment and community
health and safety during construction.
2.3.6 Safety Aspect
Road safety is a significant health issue for Bangladesh, and it’s road toll continues to be
one of the highest in the Region with 18.1 deaths per 100,000 population in 2016. (WHO
2018). The WHO estimates that 1,577 people lost their lives in traffic crashes in
Bangladesh in 2016.
The Worldbank Bank has been an active partner with the government of Bangladesh for
infrastructure improvements in that country since a long time. The Bank has worked
closely with the Government of Bangladesh on numerous large-scale infrastructure
projects that have helped to improve living standards for Bangladesh citizens.
In the Prepartory Project the Task 6 Rural Transport Safety Report was submitted.
2.4 Organization of the Feasibility Study
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CHAPTER 3
DEMAND ANALYSIS
3.1 Problem Statement
The Eighth Five Year Plan, FY2020–FY2025 points out that better communications along
with improvement in rural transport has lowered the transaction costs between the rural
and the urban centers, thereby facilitating the expansion of trade and commerce. So, it
could be put in the picture that rural connectivity underpins rural development in
Bangladesh. Rural roads contribute significantly to generating increased agricultural
incomes and employment opportunities while providing access to economic and social
services to the entire rural population. However, rural connectivity in Bangladesh remains
unfinished, impeding physical and economic access.
The Plan aims to expand the rural road capacity to increase connectivity, provide greater
access to social services and markets, and promote the agriculture sector. The
government’s agricultural strategy under the plan also intends to increase agricultural
productivity, encourage commercial agriculture and agribusiness development, increase
employment opportunities for rural poor people, and reduce the poverty level. The
government embarks on a sustained effort to improve the country’s rural road network,
using its own resources and with assistance from its international development partners. In
this respect, the Plan sets specific objectives and targets related to roads for Local
Government Engineering Department as below (page 457):
Up-gradation/ Double lane of rural core road network with climate, disaster and
other impact resilient design (16,000 km);
Improvement of prioritized Upazila road, Union road and village road to establish
better connectivity with villages and thus increasing Rural Access Index (RAI) to 90
per cent from 84 per cent (Survey 2018) (33,000 km);
Construction/ reconstruction/ rehabilitation/ widening of 165,000-meter bridges on
core road network and other Upazila roads, Union roads and village roads;
Improvement of road safety engineering at junctions of LGED roads with National
Highways;
Improvement of the selected Union Road (8,000 km);
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In addition, the Road Design Standards of LGED, July 2021 opined that Bangladesh's
economy has made remarkable progress and economic activities have increased manifold
in the last decade. Both the number and axle load of the traffic on roads have increased
significantly. In some areas, Union and/or Village roads experience more axle load than
Upazila roads because of rapid industrialization. Besides, due to the impact of global
climate change, the variations of rainfall pattern and temperature over the years are now
prominent and natural calamities like flash floods, tidal surges are more frequent in
Bangladesh. In this backdrop, to support and accelerate the development pace, the rural
road design standards under LGED has been upgraded.
In view of strategies for rural transport, the 8FYP pointed out to upgrade Upazila roads.
The Plan describe that the lagging districts are constrained by inadequate connectivity
between Zila and Upazila roads. So, the upgrading of all Upazila roads to facilitate easy
transport connectivity between production and consumption centers is an important
priority in PP2041 and for the 8FYP. This will also motivate and influence location
decisions for manufacturing enterprises and facilitate labor mobility. These roads would
be at a minimum 2 lanes, but in some areas where traffic pressure is intense, they would
require 4-lanes ensuring enough load bearing strengths. In this context, the following
strategies are discussed in the Plan for rural transport development and management.
(1) Rural Road Development Strategy:

 Development of climate, disaster and other impact resilient rural transportation
network that will be able to accommodate a vibrant middle- income economy and
gradually lead to a developed nation economy;
 Development of roads with more economic and social priority that will be able to
generate more employment, other economic-social benefits simultaneously will
add more growth to rural economy. Development of prioritized roads at the first
phase will accelerate more growth and eventually will generate money for less
priority roads;
 Multimodal transport development for Haor, Wetland and Hilly regions so that
the people of these areas can merge with the present pace of development of the
country restoring the ecosystem; and
 Rural road master plan will be followed and preservation of agricultural land will
be considered during new road development and up-gradation.
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(2) Rural Road Operation and Maintenance Strategy:

 Active involvement of UPZs, UPs and local communities will be considered for
operation and maintenance of the rural roads. A framework will be developed for
their scope of involvement;
 Technology driven road asset information system will be developed to assess the
maintenance need with more accuracy and respond quickly;
 An efficient system for patch repairing and potholes management will be
developed so that the roads can be restored immediately without further
deterioration;
 For rehabilitation of rural roads after major disasters, ‘Build Back Better method’
of ‘Sandai Framework of Disaster Risk Prevention’ will be followed;
 Maintenance of existing rural roads will be given priority over new road
development and justified fund will be allocated according to demand for
maintenance; and
 A comprehensive asset management policy, strategy will be developed and
required capability according to policy, strategy will be developed for a holistic
management of rural road asset.
(3) Strategic Priorities for Rural Road Network:
 LGED will upgrade and maintain the rural road network in the master plan. The
road network will be developed in a way to withstand floods and disasters, which
will connect the growth centre/ markets, villages and Upazila roads. The Upazila
road network will connect with the economic zones, special economic zones,
export processing zones, industries, land ports, river ports, sea ports and railway
stations. It will also include construction/reconstruction of bridges/culverts on
these roads. Connectivity with railway and waterways will be given priority to
integrate multimodal transport system with rural road network. Existing paved
road network will also be included. Based on the economic and social importance,
the core roads will be selected;
 The second priority will be to improve Upazila Roads, Union Roads and Village
Roads including culverts/ bridges which have strategic importance to connect
road network, disconnected villages and major population of a village, railway,
18
waterway and major farmlands. The selection of these roads will be based on
economic and social priority; and
 The third priority will be the inter villages and intra-villages roads connectivity.
The project will also support the government’s commitment in the 2017 Vientiane
Declaration on Sustainable Rural Transport to promote inclusive, affordable, accessible,
and sustainable rural transport and services. Vientiane Declaration on Sustainable Rural
Transport towards achieving the 2030 Agenda for Sustainable Development which was
adopted at the 10th Regional Environmentally Sustainable Transport Forum in Asia. Lao
People’s Democratic Republic. 14–16 March, United Nations Centre for Regional
Development. 2017.
In addition, the last Country Partnership Framework for Bangladesh, March 8, 2016 of the
World Bank is aligned with transport connectivity in rural roads which will improve and
maintain.
3.2 Linkage with National Strategies, Policies and Development Goals

3.2.1 First Perspective Plan of Bangladesh (2010-2021)
First Perspective Plan stated that rural development is a process that encompasses the
entire gamut of techno-economic and socio-political changes to relevant public and private
efforts designed to increase the well being of rural people. The objectives of LGED in
construction and maintenance of roads are to provide all-weather access to all growth
centres, all union parishad complexes, most rural markets and other rural service delivery
centres, and to improve rural accessibility to facilitate agricultural production and
marketing. The strategy for development of rural roads are important for the efficient
functioning of rural markets. Access to markets will encourage improvements in market
facilities.
3.2.2 Second Perspective Plan of Bangladesh (2021-2041)
The second perspective plan stated that all village roads would be converted to asphalt
standard with at least one lane to facilitate rural mobility of passengers and products. The
road connectivity will be a major investment for reducing poverty, improving human
development, and promoting rural investment in micro and small-scale non-farm
enterprises.
19
3.2.3 Eighth Five Year Plan of Bangladesh (2020-2025)
Eighth Five Year Plan instructed to develop climate, disaster and other impact resilient
rural transportation network that will be able to accommodate a vibrant middle- income
economy and gradually lead to a developed nation economy. Development of roads with
more economic and social priority that will be able to generate more employment, other
economic-social benefits simultaneously will add more growth to rural economy.
Development of prioritized roads at the first phase will accelerate more growth and
eventually will generate money for less priority roads. Multimodal transport development
for Haor, Wetland and Hilly regions so that the people of these areas can merge with the
present pace of development of the country restoring the ecosystem.
3.2.4 Sustainable Development Goals (SDGs)
Goal 1 End poverty in all its forms everywhere:

By 2030 ensure that all men and women, particularly the poor and the
vulnerable, have equal rights to economic resources, as well as access to
basic services, ownership, and control over land and other forms of property,
inheritance, natural resources, appropriate new technology, and financial
services including microfinance.
Goal 2 End hunger, achieve food security and improved nutrition and promote
sustainable agriculture:
By 2030 double the agricultural productivity and the incomes of small-scale
food producers, particularly women, indigenous peoples, family farmers,
pastoralists and fishers, including through secure and equal access to land,
other productive resources and inputs, knowledge, financial services,
markets, and opportunities for value addition and non-farm employment.
Goal 5 Achieve gender equality and empower all women and girls:
Undertake reforms to give women equal rights to economic resources, as
well as access to ownership and control over land and other forms of
property, financial services, inheritance, and natural resources in accordance
with national laws.
Goal 9 Build resilient infrastructure, promote inclusive and sustainable
industrialization and foster innovation:
20
Develop quality, reliable, sustainable and resilient infrastructure, including

regional and trans-border infrastructure, to support economic development
and human well-being, with a focus on affordable and equitable access for
all.
3.3 Proposed Project Interventions (Project Inputs and Outputs)

Following table shows the proposed project’s components with inputs and outputs.
Sl. Component Inputs (with Outputs (with

No. relevant unit) relevant unit)
1 Improvement/Development of road 100.00 km 100.00 km
2 Rehabilitation & Periodic maintenance 3942.49 km 3942.49 km
(RPM)
3 Performance Based Maintenance works 1610.55 km 1610.55 km
(PBM)
4 Rural Waterway Transport (RWT) 65.00 km 65.00 km
5 Improvement of River Jetty (RJ) 20 nos. 20 nos.
6 Improvement of Growth Center Market 20 nos. 20 nos.
(GCM)/Rural Market
3.4 Stakeholders Analysis

Relevant government guidelines and instructions have followed for Road Classification
system. In November 2003, the Government has made a change to an earlier road
classification system and delineated the ownership/responsibility of each category of roads
for their improvement and maintenance (Bangladesh Gazette Volume-I, dated 06
November, 2003). The the new definition road systems have classifications into six main
categories. According to the Gazette and other guidelines, the road type/category,
definition, ownership and responsibility are given in Table 3.1.
Table 3.1: Road Types, Definitions and Ownerships/Responsibility in Bangladesha
SN Type/ Definition Ownshership/
Category Responsibility
1 National Highways connecting National capital with RHDb
Highway Divisional H/Qs or seaports or land ports or
Asian Highway.
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2 Regional Highways connecting District H/Qs or main river RHDb

Highway or land ports or with each other not connected by
National Highways.
3 Zilla Road Roads connecting District HQ/s with Upazila RHDb
HQ/s or connecting one Upazila HQ to another
Upazila HQ by a single main connection with
National/Regional Highway, through the shortest
distance/route.
4 Upazila Roads connecting Upazila HQ/s with Growth LGED/LGIc
Road Center/s or one Growth Center with another
Growth Center by a single main connection or
connecting Growth Center to Higher Road
Systemd, through shortest distance/route.
5 Union Roads connecting Union HQ/s with Upazila HQs, LGED/LGIc
Road growth centres or local markets or with each
other.
6 Village i) Roads connecting Villages with Union HQs, LGED/LGIc
Road local markets, farms and ghats or with each other.
ii) Roads within a Village.
The roads belong to the Pourashavas and the City Corporation have not been included
under the above list. The responsibility for development and maintenance of such roads
will lie with the respective Pourashavas and the City Corporations.
a. Published in the Bangladesh Gazette, Volume-1, 06 November, 2003.
b. RHD-Roads and Highways Department
c. LGED-Local Government Engineering Department, LGI-Local Government
Institutions.
d. Higher Road System-National Highway, Regional Highway and Zilla Roads.
Existing design standards relate the width of the road (geometric design) and the thickness
of the various layers (pavement) to the classification of the road. Hence LGED and RHD
have different design standards, because they are responsible for different classes of road.
Most countries relate their design standards to traffic levels on roads. The rural roads
proposed under this project are responsible for development by LGED.
3.5 Demand Analysis

LGED’s asset management should be such that all its road assets are sustained, meaning
all its road infrastructure should complete its full design life and provide intended services
to the road users for the full time. None of the road sections should go beyond a certain
level of service (LOS) in the whole its lifecycle. Now, if the LGED management sets the
LOS in terms of certain objective value like road roughness, for example, for Upazila
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Road, Union Road and Village Road if the value sets at 4.0, 5.0 and 6.0 respectively then
IRI value of the respective road category should not go beyond this limit at any time in its
lifecycle. So, a strict road condition monitoring is absolutely necessary and at all time all
sections of LGED road network should be known to them.
The concern road authority and the law enforcing agencies should take appropriate
measures so that the road users, both vehicular and the passengers, are compelled to
follow concern laws. Government has repealed the Motor Vehicles Ordinance, 1983 and
proclaimed Road Transportation Act, 2018, which has come into effect from Oct 8, 2018.
According to the provision of the Act all motor vehicles must not carry more than
maximum allowable laden weight or axle load on any road. But this basic law is not
followed by the transport owners and frequently overloaded vehicles are plying on all
types of roads including rural roads of Bangladesh. LGED roads are worst sufferer of this
violations, and their roads are damaged prematurely due to overloading. But LGED so far
did not take any measure to control Axle Load on their roads and did not setup any Axle
Load Control Station throughout the country. LGED should setup such control stations at
some strategic points and can apply appropriate fine system to stop overloading.
In general, there are concerns about proper safety provisions on a LGED road, which are
characterized by too many curves - not straight, narrow, no proper sight distance, many
roadside ditches and ponds adjacent to the road-toes, village homestead boundaries are
close to the pavement carriageway line, no proper road shoulders, no right of way, etc. A
full-scale road safety audit is needed to conduct on all old road sections and should
provide necessary safety measures to make rural road safer. On the newly constructed and
under construction roads, as a general road safety issue are tried to address in many cases
by providing traffic signs, guard and guide posts, road marking etc. But except few cases
straightening of the zigzag sections, providing enough spaces to cross two passing vehicles
in the market and critical places, proper design of road junction points etc., are still big
question.
Focusing only on the lifecycle management of road assets might lead to disarray and
ultimately result in reduced resilience of its road network. It is critically important that the
future planning and asset management processes include considerations of resilience in the
whole life management of road infrastructure. Currently, LGED is less concerned about
23
resilience in the context of asset management, but with the adoption of Asset Management
Policy 2019, it is gradually becoming more environmentally conscious and considers
resilient actions that can sustain its road asset throughout the entire lifecycle from
inception and design to delivery, O&M, and eventual renewal. This approach is consistent
with the LGED AM Policy 2019, which calls for contributing ‘to improved resilience and
delivering services to current and future generations by managing risk, optimising
performance and managing expenditure on infrastructure assets throughout the whole of
asset lifecycle’.
3.6 SWOT Analysis

SWOT analysis is a strategic planning technique that provides assessment tools. The
SWOT analysis process involves four areas: Strengths, Weaknesses, Opportunities and
Threats. Both internal and external components are considered when doing SWOT
Analysis, as they both have the potential to impact the success of a project.
3.6.1 Strength of the Proposed Project
Allocation of road maintenance fund from GoB revenue budget will be given from the
LGED HQ to each district for maintenance of LGED roads of the districts on the basis of
certain criteria. It can be mentioned that the district's allocation will principally depend
upon the maintenance need and priorities. In order to assess such maintenance need, the
updated road and structure inventory of the district and their condition will be considered
as basic data. The following parameters will be taken into account while allocating road
maintenance fund district-wise.
 Total lengths of roads under various categories (Upazila road and Union road),
paved road length and vehicle-kilometres in each district.
 Existing condition of the road network within the district.
 Total number, span of structures (bridges/ culverts) and their present condition.
Based on the above criteria and the aggregate allocation of fund to LGED for the year
from GoB revenue budget, a uniform weightage will be determined for allocating road
maintenance fund among the districts of the country. The RSDMS-VIII software has been
designed to accommodate the above features and will be applied for this purpose. District
24
wise allocation of road maintenance fund will be need based and will never be distributed
evenly among the Upazilas of the district.
All Upazila roads and paved Union roads of each district including the structure on these
roads shall be brought under the Annual Maintenance Programme. Among them highest
priority shall be given to those Upazila roads constructed under foreign aided development
project. Routine maintenance of Off-pavement shall have to be continued throughout the
year by LCS, so that off-pavement maintenance can be ensured right from the beginning
of the financial year, necessary fund will be provided for this purpose. Fund will also be
provided to carry out routine on-pavement maintenance over bituminous roads by mobile
maintenance team to repair small pavement defects as and when it necessitates.
Installation of traffic-sign, kilometer-post, etc. at the appropriate locations and their
maintenance is important from the road safety point of view, so, necessary fund for this
purpose may be spent from routine maintenance allocation of the district.
GoB has issued circular on “Repair and Maintenance of Physical Infrastructures in the
country owned by the Government”, where the ministry of finance has instructed to
address the unpredicted emergency maintenance works caused by natural calamities (like,
flooding, cyclone, etc.) and asked to keep a reserve of 10% of the allocated fund for this
purpose. The schemes under emergency maintenance shall have to be sent to LGED HQ
for necessary approval.
It is to mentioned that implementation of the maintenance program will jointly be

monitored by the finance division and the concerned administrative ministry with respect
to fund allocation and audit the expenditure. Some of the identified benefits are as follows:
 The project will improve mobility and accessibility;
 The project will have positive economic impacts including reduction of travel time
and travel cost to travelers and cargo, etc.;
 The project will create different local and regional income opportunity and will have
positive financial impacts;
 The project will reduce road traffic accidents etc;
 The project will reduce vehicle emissions and energy consumption etc;
 Women movement will be accelerated and they can move easily;
25
 The lifestyle of the local people will be changed positively;
 Women, children, elderly and other vulnerable people will be benefited a lot Project
will help to diversify business;
 Improve safety and security of the transport users particularly women and children;
 Increase employment opportunity for local people;
 Economic activities would be much better;
 Massive development can be happened in the region that eventually open facilities
for the local people;
 Adequate compensation amount for land can help livelihood development.
3.6.2 Weakness of the Proposed Project
From field investigations coupled with detail social studies, major deficiencies identified
at the intersections of LGED roads are outlined as follows:
Intersection oriented linear settlement as well as roadside encroachment including

local market without considering sufficient setback;
Obstructed Vision or inadequate sight distance due to corner point development
(permanent and temporary), intersection corner plantation, local activities at corner
point including parking, vendor activity, local activity etc;
Intersection at unsafe position like at bend, bridge approach;
Steep slope between major and minor roads;
Lack of Sign, marking and delineation devices;
Lack of maintenance of existing traffic sign and marking;
Lack of corner widening for turning vehicle;
Improper connecting point design, particularly between two different categories of
roads;
Drainage problem at intersection.
Some of the identified weaknesses are:
 Unusual rise in price of construction material and non-availability of labor or high

labor cost.
26
 Adequate fund may not be allocated for the project for completion of planned yearly
works. This will delay project implementation and in long term may cause more
money.
 Natural calamities like cyclone, flood or COVID-19 may damage infrastructure or
hamper project implementation activities.
3.6.3 Opportunity of the Proposed Project
The improvement of Upazila, Union and Village roads and construction/re-construction of

structures on such roads will contribute towards better road network and increase
accessibility within the project area. The specific benefits will be -
Facilitate movement of people from villages to rural markets and onward movement
to Regional national roads and other important places of commercial activities;
Facilitate movement of agricultural produce and agricultural inputs/other goods from
farming/other households to market places;
Facilities shifting from NMT (such as rickshaw, rickshaw vans, auto rickshaw etc)
and thereby reduce transport cost;
Facilities increased demand of wheeled transport with consequent boosting of local
transport service sector; and
Increase the opportunities of multi modal transport facilities.
3.6.4 Threat of the Proposed Project
The project has some Threats at the implementation stage. Some of them are-
Inadequate roads/transportation resulting difficulties in access to market, building

materials and services;
The cost of construction is higher due to inadequate road infrastructure and
remoteness;
Low navigability and flash floods in the rivers;
Pandemic COVID-19 situation may create delay in project implementation.
27
CHAPTER 4
TECHNICAL AND ENGINEERING ANALYSIS
4.1 Introduction
It is found from the development activities of LGED that rural infrastructure maintenance
that has recently received considerable attention, particularly by donors, is road
maintenance and improvement. There are good reasons for this interest. Transportation in
general and rural roads in particular is a necessity if an exchange-based economy is to
function efficiently. Inputs need to be transported to production sites, and outputs must be
moved to where they can be used by consumers or other producers, or they must be
exported to earn additional returns. Furthermore, roads play a crucial role in facilitating
social exchange and mobility as well as the internal and external defenses of most
countries.
Pavements are essential assets of rural roads or any roads which need timely maintenance
for efficient use of road maintenance budget. The deferred pavement maintenance
strategies result in enormous economic loss and severely affect the development of any
country. The available fund for road maintenance is also limited. Hence, for proper
utilization of road maintenance funds, it is required to assess the condition of roads which
needs to be maintained first and is in worst conditions. With an increasing pace of rural
road construction in Bangladesh and vast rural road network, simultaneous maintenance is
also required promptly. Because of limited fund, prioritization of rural roads is required to
assess the priority and providing maintenance is required.
4.2 Technical Design

Roads and Bridges are the major components of the proposed project. Details design steps
are presented in the following sections.
4.2.1 Vehicle Classification
For this study, the classified traffic volume count has considered conducting for different
types of vehicles that are enlisted in the LGED vehicle classification. LGED has its
classification study on motorized vehicles and non-motorized vehicles to determine road
user costs. In these two broad classes of vehicles, there are eleven standard motorized
vehicles and four conventional non-motorized vehicles, as set out in Table 4.1.
28
Table 4.1: Vehicle Classification by LGED

LGED Vehicle Description Photograph
Category
Motorized (MT)
Medium Truck Two or three axle girid > three tonne payload
Small Truck Two axle rigid < three tonne payload
Bus Heavy > 40 seats and > 36 feet chassis
Bus Mini 16-39 seats and < 36 feet chassis
Bus Light < 16 seats
Utility/Jeep Four wheel drive Jeeps and Pick-ups
Car All saloon cars and Taxis
Motor Cycle All two wheeled Motorized vehicles
Auto Rickshaw Three wheeled Motorized vehicles
Nosimon/Auto Three wheeled Motorized vehicles

Rickshaw
29
Tempo Large Passenger & Cargo carrying 3

wheelers
Non-Motorized (NMT)
Cycle Rickshaw Three wheeled Passenger NMV
Rickshaw Van Three wheeled Cargo NMV
Cart All Animal Carts and Human drawn/

Push Carts
Bicycle All two wheeled Non-Motorised vehicles
Source: Road User Cost Study for LGED Roads, 2009
4.2.2 Geometric Design
The geometric dimensions of roads shall be sufficient enough to carry all traffic (vehicles
and pedestrians) efficiently and safely. The suggested combination of carriageway widths
of LGED road pavement and PCU factors for LGED road vehicles are presented below.
To simplify the selection of road carriageway, surveys were performed in many locations
of the country and established the best possible approximation of PCU/hr and CVD.
30
Figure 4.1: Relationship between Roadway Capacity and Carriage Width
Table 4.2: Proposed Geometric Dimensions by LGED
Design Type Corresponding CVD Carriage Way Crest
Type-8 0-50 3m/10ft 5.5/18ft
Type-7 51-100 3.7m/12ft 6.7/22ft
Type-6 101-200 5m/16ft 8.7/28.5ft
Type-5 201-300 5.5m/18ft 9.2/30ft
Type-4B 301-400 6.1m/20ft 11/36ft
Type-4A 401-500 6.1m/20ft 11/36ft
Type-4S-B 501-750 6.7m/22ft 9.7/32ft
Type-4S-A 751-1000 7.3m/24ft 11/36ft
Source: LGED Road Design Standard, 2021
CVD shall be the main criterion for the selection of geometric dimensions of roads. If the
CVD of any category road is found higher than its corresponding CVD, then the geometric
dimensions mentioned against that CVD will govern. For instance, if any village road's
31
CVD is more than 50 but less than 101, then its carriageway will be 12 ft instead of 10 ft.
However, it is anticipated that in most of the cases design Type- 8 will be applicable for
the Village roads,
design Type- 7 & 8 will be applicable for the Union roads, and design Type- 4A, 4B, 5 &
6 will be applicable for the Upazila roads. Design type 4S-A & 4S-B will be applicable for
roads in heavy traffic areas i.e. CVD>500. For the hilly area, six (6) types of design
templates have been recommended that will be selected based on the CVD values of roads.
The roads with traffic volumes where CVD>1000 will be designed on a case-by-case
basis.
4.2.3 Structural Design of Road Pavement
Flexible road pavement has been suggested in the non-flood prone areas. Whereas the
rigid pavement has been recommended for the submersible roads in flood-prone areas and
road segments across hat-bazar, growth center, and built-up areas where water logging is a
common phenomenon. Design plates suggested in the latest published design for rural
roads preferably used for the design of road pavement. For overlay design the IRC method
can be applying. Internationally recognized AASHTO design method can also be used for
new road design and overlay design as well.
4.2.4 Design Criteria and Assumptions
Pavement design has been based on traffic projections, the findings of the geotechnical
investigations and the requirement to provide a pavement design that will use the most
cost-effective improvement option for each project road section. New pavements have
been designed for a ten year life, AASHTO empirical design method has to be used, and
alternatively the LGED latest design guide should be used for the rural road design. For
rehabilitation, overlay design would be applied for partial damage.
4.2.5 Traffic
The RSDMS defines 15 categories of vehicles to be recorded at the time of traffic count.
To help with identification a Vehicle Identification Sheet. Each enumerator should be
provided with a copy of this when counting. The following list gives a brief description of
the vehicles to be included in each category.
4.2.6 Design Inputs
32
Design period, equivalent single-axle load (ESAL), distribution factor (DD), reliability,
lane distribution factor (DL), serviceability, drainage coefficient, are the main inputs to be
used for the structural design of road pavement. Following sections recommends the
design inputs elaborately.
4.2.7 Design Period
The project's Terms of Reference require that new pavements be designed for a 10-year
life, with provision for overlays during or at the end ofthat period to extend the life to 15-
20 years.
4.2.8 Equivalent Standard Axle Load
The design lane ESAL has been calculated using the following basic equation:
[ (
EASL=D D × DL × 365 × ∑ VEF × AADT ¿ × ( ( 1+i )n−1
i ))]
Where,
EASL =Equivalent Standard Axle Load
DD = Directional Distribution Factor=0.5
DL = Lane Distribution Factor=1.0
VEF = Vehicle Equivalency Factors
AADT = Annual Average Daily Traffic
i = Annual Growth Factor, to be identified or can be used (5%)
n = Design period
Select, DL=0.90, for this design
F= Vehicle damage factor = 4.5
n= Design life in years 10 years
r= Annual growth rate of commercial vehicles 6% (SRTP, 2014)
4.2.9 Reliability
A level of reliability (R) of 85% was considered appropriate for the design road.
Reliability design factor accounts for chance variations in both traffic prediction, and
therefore provides a predetermined level of assurance that pavement sections will survive
the period for which this was designed. Table below presents recommended levels of
33
reliability for various functional classifications (AASHTO, 1993). Table Suggested Level
of Reliability for Various Functional Classifications are showed in following Table 4.3.
Table 4.3: Suggested Level of Reliability for various Functional classifications
Recommended Level of Reliability

Functional Classification
Urban Rural
Interstate and other Freeways 85-99.9 85-99.9
Principal Arterials 80-99 75-99
Collector 80-95 75-95
Local 50-80 50-80
Source: (AASHTO, 1993), Accepted Reliability R=85
4.2.10 Distribution Factors
It has been assumed that the weight of moving vehicles is equally distributed for both
directions. According to AASHTO 93, the lane distribution factor varies from 80% to
100% for two-lane in each direction. A directional distribution factor, expressed as a ratio
that accounts for the distribution of ESAL unit direction, e.g, east-west, north-south, etc.
Although, the D factor is generally 0.5 (50%) for most roadway, there are instances where
more weight may be moving in one direction than the other. Thus the side with heavier
vehicles should be designed for a greater number of EASL units. Experience has shown
that DD may vary from 0.2-0.7, depending which direction is "loaded" and which is
unloaded.
=0.5 (select for this design).
4.2.11 Serviceability Index
Serviceability: The serviceability of a pavement is defined as its ability to serve the type of
traffic (automobiles and trucks). The primary measure of serviceability is the Present
Serviceability Index (PSI), which ranges from 0 (impossible road) to 5 (perfect road).
Selection of the lowest allowable PSI or terminal serviceability index (Pt) is based on the
lowest index that will be tolerated before rehabilitation. An index of 2.5 or higher is
34
suggested for design of major highway and 2.0 for highways with lesser traffic volume.
Initial serviceability, (Po) observed by the AASHTO is 4.2 for flexible pavement and 4.5
for rigid pavement.
Sericeability loss due to traffic (ΔPSI)
Serviceability index, ΔPSI=Po –pt=4.2-2.0=2.
4.2.12 Drainage Coefficient
A drainage coefficient value of 1.1 has been adopted for this design road representing
granular base and asphalt layer. A drainage coefficient value of 1.0 has been adopted for
granular sub-base. Table 5 below the recommendation mi values as a function of the
quality drainage:
Table 4.4: Recommended ra1 Values for Modifying Structural Layer Coefficients of
Untreated Base and Subbase Materials in Flexible pavement
Quality of Percent of Time Pavement structure is Exposed to Moisture

Drainage Levels Approaching Saturation
Less Than 1% 1-5% 5-25% Greater than 25%
Excellent 1.40-1.35 1.35-1.30 1.30-1.20 1.20
Good 1.35-1.25 1.25-1.15 1.15-1.00 1.00
Fair 1.25-1.15 1.15-1.05 1.00-0.80 0.80
Poor 1.15-1.05 1.05-0.80 0.80-0.60 0.60
Very Poor 1.05-0.95 0.95-0.75 0.75-0.40 0.40
Source: AASHTO, 1993, Select, m2 = 1.1 (for base layer) m3=0.8 (for sub base layer)
4.2.13 Empirical Design
AASHTO 1993 is an empirical design method, primarily based upon the results
determined through actual vehicle and pavement testing undertaken in the AASHO road
tests conducted in the 1950s in the USA. The AASHTO pavement design method relies
upon the specification of a number of material design parameters. Layer strength
35
coefficient values are dependent upon the material type; and roadbed soil (sub-grade)
resilient modulus.
4.2.14 Sub-grade Properties
The California Bearing Ratio (CBR) test is the most commonly used method to establish
material properties and to specify indices of shear strength for unbound materials. The
CBR value can be converted into resilience modulus for the purposes of design. Table 6
gives the MB values derived from equations published by a number of authorities. The
final column of the table shows the value adopted for design purposes.
4.2.15 Pavement Material Coefficients
The AASHTO design process requires selection of coefficients upon which to base an
assessment of the different support strengths contributed by the individual pavement
layers. These vary with the nature of the composite materials involved as well as the
compaction effort applied during their placement. For the project roads, pavement layer
material coefficients have been produced based upon the results of testing of samples.
These values were taken from 'critical' values appropriate for Bangladesh road
construction and are commonly applicable to both locally available and imported materials
according to RHD specifications. They are summarized in Table 4.5.
Table 4.5: Design Layer Coefficients
Contributing Layer AC Base Course Sub Base

Course
Wearing Base Upper Lower
Course Course
Adopted ElasticModulus 500000 500000 33800 33800 13750

Values(psi)
Corresponding Layer a1=0.30 a2=0.33 a2=0.15 a4=0.14 a5=0.10

Coefficient
4.2.16 Overlay Design
When the existing pavement is incapable to bear existing traffic load, then overlay should
be applied over the existing pavement.
36
4.2.17 Flexible Pavement
Following equation can be applied for the design of overlay thickness of flexible
pavement:
SNef ( SNf −SNeff )

Dol= =
aol aol
Where,
Dol=required AC overlay thickness
SNeff= existing structural number of existing pavement=a2d2m2+a3d3m3
SNf=structural number determined (required)
aol= structural coefficient for the AC overlay
a2= structural coefficient for base course
a3= structural coefficient for sub-base course
m2= drainage coefficient for base course
m3=drainage coefficient for sub-base course
4.2.18 Rigid Pavement
Following equation can be applied for the design of overlay thickness of flexible
pavement:
Dol=A*(Df-Deff)
Where,
Dol =required thickness AC overlay;
A=Factor to convert PCC thickness deficiency to AC overlay thickness;
Df= Slab thickness, inch;
Deff= Effective slab thickness determined, inch.
4.3 Justification for Selection of the Proposed Scheme
37
The proposed sub-projects will create a basis of further commercial activities through
easement of traffic movement, more accessibility, up gradation of living environment.
Improvement of physical infrastructure will facilitate trade and commercial activities in
this area, create more job opportunities, increase land value. The project will also enhance
revenue income of the area. As well as it will help to improve the environmental
condition. The economic development of the area will be achieved through the execution
of the recommended components, which will enhance the income generation of the
community.
The suggested multi-criteria analysis considers RCIP and RSDMS criteria and weight for
the ranking of rural road projects from the point of sustainability. However, firstly the
study considers all the criteria and sub-criteria of RSDMS. The study also considers same
weight given in the RSDMS. In addition, the study considers poverty rate, population, life
cycle cost, climate vulnerability risk (flooding and drought/heat waves) and new railway
connectivity for scheme selection consideration.
38
4.4 Costs Estimates

Estimated Cost Summary (Taka in Lac)
Economic Economic code wise Unit Qty Total GOB Project Aid Own Others % of Total
Code Item Description Cost* (FE) RPA Fund
DPA
Through Special Throug Through (FE) Project
GOB Account** h DP Cost
PD
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13)
(a) Revenue Expenditure
31111 Officers' pay 0 0 - - - - - - - - 0%
31111 3111101 Basic pay mm 1500 974.00 974.00 - - - - - - 0%
0 0 Sub-total : 0 0 974.00 974.00 - - - - - - 0%
31112 Staff’s pay 0 0 - - - - - - - - 0%
0 3111201 Basic pay mm 600 150.00 150.00 - - - - - - 0%
0 0 Sub-total : 0 0 150.00 150.00 - - - - - - 0%
31113 Allowances 0 0 - - - - - - - - 0%
0 3111301 Charge Allowance mm 60 6.00 6.00 - - - - - - 0%
0 3111302 Conveyance Allowance mm 60 2.00 2.00 - - - - - - 0%
0 3111306 Educational Allowance mm 60 21.00 21.00 - - - - - - 0%
0 3111310 House rent Allowance mm 60 562.00 562.00 - - - - - - 0%
0 3111311 Medical Allowance mm 60 32.00 32.00 - - - - - - 0%
0 3111312 Mobile/cellphone allowance mm 60 13.00 13.00 - - - - - - 0%
0 3111313 Residential telephone encashment mm 60 1.00 1.00 - - - - - - 0%
allowance
0 3111314 Tiffin Allowance mm 60 1.00 1.00 - - - - - - 0%
0 3111316 Washing Allowance mm 60 1.00 1.00 - - - - - - 0%
0 3111325 Festival Allowance mm 60 187.00 187.00 - - - - - - 0%
0 3111327 Overtime cost mm 60 90.00 90.00 - - - - - - 0%
0 3111328 Rest and Recreation Allowance mm 60 12.00 12.00 - - - - - - 0%
0 3111332 Honorarium/Fees/ Remuneration mm 60 10.00 10.00 - - - - - - 0%
0 3111335 New year Allowance mm 60 19.00 19.00 - - - - - - 0%
39
0 3111338 Other Allowances mm 60 34.00 34.00 - - - - - - 0%

0 0 Sub-total : 0 0 991.00 991.00 - - - - - - 0%
32111 Administrative 0 0 - - - - - - - - 0%
Expenses
0 3211106 Entertainment expenses LS 60 60.00 60.00 - - - - - - 0%
0 3211109 Labour wages to non-employees LS 60 5.00 5.00 - - - - - - 0%
0 3211110 Legal expenses LS 60 50.00 50.00 - - - - - - 0%
0 3211111 Seminar/Conference expenses LS 60 6.00 6.00 - - - - - - 0%
0 3211113 Electricity LS 60 368.00 368.00 - - - - - - 0%
0 3211115 Water LS 60 6.00 6.00 - - - - - - 0%
0 3211116 Courier LS 60 18.00 18.00 - - - - - - 0%
0 3211117 Internet/Fax/Telex LS 60 12.00 12.00 - - - - - - 0%
0 3211119 Postage LS 60 6.00 6.00 - - - - - - 0%
0 3211120 Telephone LS 60 60.00 60.00 - - - - - - 0%
0 3211125 Advertising expenses LS 60 500.00 500.00 - - - - - - 0%
0 3211127 Books & periodicals LS 60 10.00 10.00 - - - - - - 0%
0 3211128 Publications LS 60 3.00 3.00 - - - - - - 0%
0 3211131 Outsourcing mm 17700 7,525.00 7,525.00 - - - - - - 0%
0 0 Sub-total : 0 0 8,629.00 8,629.00 - - - - - - 1%
32211 Fees, charges and 0 0 - - - - - - - - 0%
commissions
0 3221104 Registration Fees LS 60 20.00 20.00 - - - - - - 0%
0 3221105 Testing fee LS 60 10.00 10.00 - - - - - - 0%
0 0 Sub-total : 0 0 30.00 30.00 - - - - - - 0%
32311 Foreign training 0 0 - - - - - - - - 0%
0 3231101 Foreign training nos. 2 135.00 - - 135.00 - - - - 0%
0 0 Sub-total : 0 0 135.00 - - 135.00 - - - - 0%
32312 Domestic training 0 0 - - - - - - - - 0%
0 3231201 Domestic training nos. 13 664.13 - - 664.13 - - - - 0%
0 0 Sub-total : 0 0 664.13 - - 664.13 - - - - 0%
32411 Domestic travel and 0 0 - - - - - - - - 0%
transfer
0 3241101 Domestic travel expenses LS 0 150.00 150.00 - - - - - - 0%
0 3241102 Domestic transfer expenses LS 0 20.00 20.00 - - - - - - 0%
0 0 Sub-total : 0 0 170.00 170.00 - - - - - - 0%
40
32431 Petrol, oil and 0 0 - - - - - - - - 0%

lubricants
0 3243101 Petrol, oil and lubricants LS 60 1,148.00 1,148.00 - - - - - - 0%
0 3243102 Gas LS 60 150.00 150.00 - - - - - - 0%
0 0 Sub-total : 0 0 1,298.00 1,298.00 - - - - - - 0%
32521 Public order and safety 0 0 - - - - - - - - 0%
supplies
0 3253103 Hiring of security services LS 0 10.00 10.00 - - - - - - 0%
0 0 Sub-total : 0 0 10.00 10.00 - - - - - - 0%
32551 Printing and stationery 0 0 - - - - - - - - 0%
0 3255101 Computer consumables LS 60 1,021.00 1,021.00 - - - - - - 0%
0 3255102 Printing and binding LS 60 294.00 294.00 - - - - - - 0%
0 3255104 Stamps and seals LS 60 588.00 588.00 - - - - - - 0%
0 3255105 Other stationery LS 60 529.00 529.00 - - - - - - 0%
0 0 Sub-total : 0 0 2,432.00 2,432.00 - - - - - - 0%
32561 General supplies and 0 0 - - - - - - - - 0%
materials
0 3256101 General supplies LS 60 235.00 235.00 - - - - - - 0%
0 3256105 Raw materials and spare parts LS 60 6.00 6.00 - - - - - - 0%
0 3256106 Uniforms LS 60 5.00 5.00 - - - - - - 0%
0 0 Sub-total : 0 0 246.00 246.00 - - - - - - 0%
32571 Professional services 0 0 - - - - - - - - 0%
0 3257101 Consultancy LS 0 45,190.00 4,519.00 - 40,671.00 - - - - 3%
0 3257104 Survey LS 0 - - - - - - - - 0%
0 0 Sub-total : 0 0 45,190.00 4,519.00 - 40,671.00 - - - - 3%
32572 Honorarium/ 0 0 - - - - - - - - 0%
remuneration for other
than employees
0 3257206 Honorarium/remuneration LS 60 190.00 190.00 - - - - - - 0%
0 0 Sub-total : 0 0 190.00 190.00 - - - - - - 0%
32581 Repairs and 0 0 - - - - - - - - 0%
maintenance
0 3258101 Motor vehicle LS 60 441.00 441.00 - - - - - - 0%
0 3258102 Furniture LS 60 150.00 150.00 - - - - - - 0%
0 3258103 Computer LS 60 294.00 294.00 - - - - - - 0%
41
0 3258104 Office equipment LS 60 240.00 240.00 - - - - - - 0%

0 3258105 Machineries and equipment LS 60 235.00 235.00 - - - - - - 0%
0 3258127 Fittings & fixtures LS 60 20.00 20.00 - - - - - - 0%
0 0 Sub-total : 0 0 1,380.00 1,380.00 - - - - - - 0%
0 0 Total (Revenue Expenditure): 0 0 62,489.13 21,019.00 - 41,470.13 - - - - 4%
(b) Capital Expenditure 0 0 - - - - - - - - 0%
41113 Other structures 0 0 - - - - - - - - 0%
0 4111304 Rural roads 0 0 - - - - - - - - 0%
0 0 Improvement/Development of road km 100 32,520.00 3,252.00 - 29,268.00 - - - - 2%
0 0 Rehabilitation & Periodic maintenance km 3942.49 867,680.00 347,072.00 - 520,608.00 - - - - 53%
(RPM)
0 0 Performance Based Maintenance works km 1610.55 472,800.00 189,120.00 - 283,680.00 - - - - 29%
(PBM)
0 0 Rural Waterway Transport (RWT) km 65 6,175.00 617.50 - 5,557.50 - - - - 0%
0 0 Improvement of River Jetty (RJ) nos. 20 4,000.00 400.00 - 3,600.00 - - - - 0%
0 4111315 Improvement of Growth Center Market nos. 20 4,000.00 400.00 - 3,600.00 - - - - 0%
(GCM)/Rural Market
0 0 Sub-total : 0 0 1,387,175.00 540,861.50 - 846,313.50 - - - - 84%
41121 Transport equipment 0 0 - - - - - - - - 0%
0 4112101 Motor vehicle (Supervision vehicle) nos. 56 4,430.00 443.00 - 3,987.00 - - - - 0%
0 0 Sub-total : 0 0 4,430.00 443.00 - 3,987.00 - - - - 0%

0 0 0 0 - - - - - - - - 0%
41122 Machinery and 0 0 - - - - - - - - 0%
equipment other than
transport equipment
0 4112202 Computers and accessories nos. 274 360.00 36.00 - 324.00 - - - - 0%
0 0 Sub-total : 0 0 360.00 36.00 - 324.00 - - - - 0%
41123 Machinery and - - - - - - - 0%
equipment not
elsewhere classified-
0 4112304 Engineering and other equipments nos. 20 2,200.00 220.00 - 1,980.00 - - - - 0%
0 4112306 Laboratory equipment nos. 1344 2,044.00 204.00 - 1,840.00 - - - - 0%
0 4112310 Office equipment nos. 59 232.00 23.00 - 209.00 - - - - 0%
0 4112314 Furniture nos. 0 34.00 3.00 - 31.00 - - - - 0%
42
0 4112316 Other Machineries and equipment nos. 0 200.00 20.00 - 180.00 - - - - 0%

0 0 Sub-total : 0 0 4,710.00 470.00 - 4,240.00 - - - - 0%
41131 Cultivated biological - - - - - - - 0%
resource
0 4113102 Tree, crop, and plant resources yielding Km 200 200.00 20.00 - 180.00 - - - - 0%
repeat products
0 0 Sub-total : 0 0 200.00 20.00 - 180.00 - - - - 0%
41411 Land - - - - - - - 0%
0 4141101 Acquisition/Purchase of land Acre 100 40,000.00 40,000.00 - - - - - - 2%
0 0 Sub-total : 0 0 40,000.00 40,000.00 - - - - - - 2%
0 0 Total (Capital Expenditure): 0 0 1,436,875.00 581,830.50 - 855,044.50 - - - - 87%
(c) Physical Contingency 0 0 28,548.00 11,618.00 - 16,930.00 - - - - 2%
(d) Price Contingency 0 0 119,949.00 48,228.00 - 71,721.00 - - - - 7%
0 0 Sub-total : 0 0 148,497.00 59,846.00 - 88,651.00 - - - - 9%
0 0 Total (a+b+c+d) 0 0 1,647,861.13 662,695.50 - 985,165.63 - - - - 100%
43
4.5 Implementation Timeline

The project will be started on July 2023 and expected that it will be completed within June
2028.
Financial Year Amount Sources of Fund In case of re-appropriation

(Million USD) from other project what will
be the impact of that project
2024-25 389.83 WB, GOB N/A
2025-26 539.20 WB, GOB N/A
2026-27 515.69 WB, GOB N/A
2027-28 362.45 WB, GOB N/A
Additional 388.414 WB, GOB N/A
Total 2195.584 WB, GOB -
44
CHAPTER 5
ENVIRONMENTAL SUSTAINABILITY, CLIMATE
RESILIENCE & DISASTER RISK ANALYSIS
5.1 Policy, Legal and Administrative Framework
The proposed project shall comply with the relevant legislation and planning requirements
of the GOB and other national and local jurisdictions. The relevant national policy,
legislative, regulatory document are reviewed in this section and bring out the concerned
aspects to the notice of the project proponent and other key stakeholders for their
awareness, cognizance and compliance. The project will follow all the relevant policies,
plans and regulatory framework of Bangladesh Government, and Environmental and
Social Framework (ESF) of the World Bank.
The key GOB legislations relevant for environmental assessment for the project
components are the Environmental Conservation Act 1995 (ECA'95) and the
Environmental Conservation Rules 1997 (ECR'97). Environment Conservation Act 1995,
states the requirement of obtaining environmental clearance certificate in a prescribed
manner from the Director General of DOE before commencing operation of the project.
One of the key procedures to obtain the Environmental Clearance Certificate is to
undertake an environmental assessment. As part of a government entity, LGED is obliged
to abide by all these acts and rules, in addition of other GOB acts, rules or guidelines.
World Bank’s ESF contains ten Environmental and Social Standards (ESSs) which are
applicable in all the stages of a development project except the ESS 9, which will not be
applicable in this RIRTP Project. However, there are few gaps between the GOB and
world bank’s regulatory requirements for which measures have been suggested to bridge
these gaps. One of the key differences is that none of the GOB regulatory instruments /
guidelines suggests covering all Environmental and Social Standards (ESSs) while doing
an E&S Screening or scoping study. Therefore, it is suggested to follow relevant sections
of Environmental Management Procedures under the ESS1, which covers these gaps.
Again, in Bangladesh, projects do not require to formulate their own Labor Management
Procedures/Plans and labor related laws do not require assessment of labor influx, OHS or
management issues, which will be addressed through preparation of a detail labor
management procedure (LMP). Moreover, issues related to GRM, OSH, hazard and risk
analysis, mitigation hierarchy, etc. are absent in GOB legislative/regulatory documents,
45
which will be complemented by adopting WB ESSs. Another critical gap pertains to lack
of provisions for requiring the preparation of project-specific E&S management plans. The
eminent domain land acquisition system for example does not require the preparation of
RAP. The projects are also not required to formulate their own Labor Management
Procedures/Plans. Given the gaps, this ESMF will follow the most stringent standards and
requirement.
In the preparation of the ESMF indigenous people were not found in the project area.
However, if any SEC identified during project implementation, ESS7 will be applied to
the sub-projects and separate SECDP will be prepared. If free and prior informed consent
is required, it will also be obtained for the sub- projects. The LGED sub-projects are not
likely to be fallen at the ‘High Risk’, hence LGED subproject interventions are classified
as ‘Substantial Risk’.
5.2 Baseline Environment

Baseline condition of environment states the present status of different components of
environment in absence of the project. The baseline environmental and social condition in
the locality of the project site serves as the basis for the identification, prediction, and
evaluation of impacts. These baseline conditions have been generated mostly based on
secondary information. The different environmental components examined for setting
baseline conditions of the project area, are physicochemical, biological and socio-
economic.
Bangladesh has a subtropical monsoon climate characterized by wide seasonal variations

in rainfall, high temperatures and humidity. In general, maximum summer temperatures
range between 30°C and 40°C. April is the warmest month in most parts of the country.
January is the coldest month, when the average temperature for most of the country is
about 10°C. Table 3.1 and Figure 3.1 show climatic regions of the project districts and
Map of climatic Sub-Regions of Bangladesh respectively.
The subproject locations are almost flat with many depressions, natural khals, and rivers.
The entire water ecosystem of Bangladesh, comprising the GBM (Ganges-Brahmaputra-
Meghna) River system, their tributaries and distributaries, perennial and seasonal water
bodies like haors, baors and beels, is characterized by the seasonality of rain and its
46
variability. Tables 3.2 and 3.3 presents lists of major rivers and water bodies (haors and
beels) in the study area respectively.
In the context of physiography, Bangladesh is classified into three distinct regions

belonging to three distinct geological ages: (a) recent floodplains spreading about 80%
area of the country, (b) Pleistocene terraces occupying 12% area, and (c) tertiary hills
occupying 8% area.
Air Quality depends on substances, which are present in atmosphere in such

concentrations that they produce undesirable effects on human beings, animal as well as
plant life. These substances include gases (SOx, NOx, CO, O 3, etc.), and suspended
particulate matter (PM2.5 and PM10). Concentration of different pollutants above
allowable level can have adverse impacts on plant, animal and human life. Rivers are the
final and cumulative receptors of pollution loads from the respective catchment areas.
Rivers govern the hydrogeological settings and water quality of a particular area. Scanty
data on surface water quality are available from secondary sources. Table 3.6 presents
river water quality data from DOE and other relevant sources. The data show that water of
rivers is subject to pollution by biological and chemical pollutants.
Flood is a recurring natural disaster in Bangladesh that occurs into four different forms: i)
flash flood, ii) riverine flood, iii) localized rain-fed flood and iv) coastal flooding. Flash
flood is characterized by rapid rise and attenuation in streamflow or water levels with
duration ranging from a few minutes to few hours. It occurs mostly in the north-eastern,
south-eastern and north-western part of the country. Local rain-fed flood, occurs generally
in the Gangetic deltas in the south-western part of the country, and in the flood plains.
This type of flood is caused by excessive local rainfall and drainage congestion. Riverine
flood, is a common phenomenon in the country caused by bank overflow and occurs
mainly during the monsoon (June-October).
The study area includes several bio-Ecological Zones with biological diversity including
varieties of fish, fauna, aquatic mammals, and many species of local birds and many
migratory birds. The project area consists of open agricultural lands, homesteads, and
roadside vegetation. The open agriculture land dominates the area providing widespread
habitat types for various species of flora and fauna under flooded and non-flooded
47
conditions. The vegetation covers of agricultural lands are different crop species, weeds
and other herbaceous plants species. The faunal species in the agriculture land and
roadside bush ecosystems include common birds, amphibians, fish, snakes, rodents and a
few mammals. The homestead ecosystem provides mainly tree covered areas within rural
Bangladesh including the project site. The homesteads are covered by fruit, timber, fuel
wood, medicinal plants and various multipurpose tree species. The wildlife species in
homestead ecosystem include the birds, amphibians, reptiles, rodents and mammals like
mongoose, jackal, cats, monkey, etc. There may be some sensitive areas (such as school,
mosque, madrasah, monuments, factory, orphanage) are present in the sub-project areas. It
is anticipated that project locations are not likely to affect any protected area or
ecologically critical areas.
Demographic and socio-economic baseline helps identify the target beneficiaries, other
stakeholders, and social issues associated with the project. Highest number of populations
live in Dhaka with highest density. Sunamganj (659) is having the lowest densely
followed by Moulavibazar (686). The literacy rate is highest in the Dhaka division, which
is in Dhaka district (70%) and the lowest is in Kishorgonj (40%). The literacy rate in
Rangpur division is highest in Nilphamari (58.54%) and the lowest literacy is in Kurigram
(42.52%). The highest literacy rate in Rajshahi Division is in Joypurhat (57.48%) and the
lowest rate is in Sirajgonj (42.05%).
5.3 Potential Environmental and Social Impacts

The overall impact assessment of the proposed project activities of RIRTP sub-projects to
be implemented reveals that most of the likely adverse impacts could be minimized or
eliminated by adopting standard mitigation measures. There is also scope to enhance some
of the beneficial impacts to be generated from the proposed project. The potential impacts
of the sub-projects on the key environmental and social parameters that have been
identified as part of the ESMF are listed and analyzed in according to the E&S risk
categories based on the significance of each impacts following the standard criteria. These
impacts are discussed and guidelines for mitigation included for the ESMF of the SIRTP
sub-projects.
5.4 Stakeholder Engagement, GRM and Disclosure
48
During the preparation of the present ESMF, initial consultations with the key
stakeholders have been carried out at 3 upazila sites covering 3 (three) districts to obtain
their views on program interventions. However, field surveys, consultations with different
stakeholders, focus group discussions (FGDs) that were carried out to develop this ESMF
of SIRTP LGED sub-projects, are not enough considering the project area and dimension
of the stakeholders. Extensive field visits are required at the ESIA stage to overcome this
shortcoming and conduct extensive discussions with the relevant stakeholders throughout
the program sites to discuss components, sub-components, activities, potential positive and
negative impacts and measures taken to mitigate those impacts. It is also required to record
the views of each of the respondents of the consultations, irrespective of gender,
profession, religion, and age groups. The TOR of the ESIA should be described in the
public meetings during the initial stage of the ESIA in all the sites of the proposed project.
LGED will also organize a disclosure workshop to share the findings of the ESMF among
the local stakeholders. Findings of the ESIA will also be presented in local language going
back to the same stakeholders while the draft is ready to submit for DoE clearance.
Consultation meetings are necessary to identify issues and problems to enable LGED to
include corrective measures and to identify lessons and opportunities to enhance program
implementation mechanism.
A separate Stakeholders Engagement Plan (SEP) will be prepared for SIRTP which will
be the main guiding document for the LGED sub-projects. Similarly, LGED will address
gender issues through approaches that are participatory and responsive to the needs of the
poor, particularly when it involves management of fisheries resources. However, a
separate standalone Gender Based Violence (GBV) report will be prepared and disclose by
LGED, to address the ESS requirement.
A separate Grievance Redress Mechanism (GRM) has been proposed under the RPF,
which will guide the project GRM during implementation. The RIRTP program will
establish a grievance redress mechanism (GRM) for addressing grievances and complaints
received from the program -affected persons due to environmental issues. GRM is a
valuable tool which allows affected people to voice concerns regarding environmental and
social impacts for RIRTP’s activities. LGED would ensure that grievance redress
procedures are in place and would monitor those procedures to ensure that grievances are
handled properly. The LGED office will establish a procedure to answer sub- program -
49
related queries and address complaints, disputes, and grievances about any aspect of the
sub- program, including disagreements regarding the assessment and mitigation of
environmental and social impacts.
5.5 Institutional Framework and Capacity Building

The process of ESIA as well as the monitoring of the ESMP involves substantial linkage
and coordination between various line agencies. The LGED (Environmental Management
Unit) will play a vital role in coordinating and managing this process. This organizational
integration and cooperation is very important for environmental and social assessment,
reporting, management and the monitoring process for the large number of upcoming
projects under the LGED. The LGED will also liaise with the local NGOs, for grassroots
level work with project affected communities. To ensure the environmental sustainability,
the LGED has already established an Environmental Management Unit (EMU), headed by
a Superintending Engineer, two Executive Engineers are responsible for Environment and
Social unit of the EMU in order to help the focal person of EMU to act separately in
environmental and social sections. Under each section two Assistant Engineers are
positioned for helping the Executive Engineers. They are the officially responsible for
ensuring environmental and social consideration in all of the project activities of the
LGED. All of the engineers are provided with adequate training on different
environmental and social issues for capacity building. In addition to that, qualified
consultant (environment and social specialist) can be recruited by the LGED in a
temporary basis to provide technical assistance, training and capacity building to the
environmental and social sections.
The RIRTP implementation will be led by the Project Implementation Unit (PIU) that will
be established within LGED. The PIU will be headed by the assigned Project Director
(PD). Further details of the institutional arrangement for the overall SIRTP management
should be available in the ESMP of specific IEE/ESIA report for SIRTP, under the
Institutional Arrangement Section. As LGED has already set-up an EMU (Environmental
Management Unit) with qualified staff in its regular organogram, this EMU under the
leadership of a LGED officer will assist the PIU (i.e. PDO) on issues related to
environmental and social management by forming a formal Social, Environment, and
50
Communication Committee (SECC). EMU/SECC will oversee the Design Supervision

Management (DSM)/Project Management Consultants and other contractors (to be
engaged in project activities implementation) and will compile quarterly monitoring
reports on ESMP compliance, to be sent to the Project Director and also shared with the
World Bank, throughout the project implementation period. The EMU/SECC will also
provide trainings to the LGED field personnel responsible for monitoring of
environmental compliance during both implementation and subsequent post project period
of the program. Thus, smooth transition to LGED will happen to ensure environmental
compliance during the post project period. Other than LGED, various organizations like
Department of Environment (DOE); Forest Department(FD); LGED; Bangladesh Water
Development Board (BWDB); Roads & Highways Department (RHD); Bangladesh
Agricultural Extension (BAE); Bangladesh Road Transportation Authority (BRTA);
Bangladesh Inland Water Transport Authority (BIWTA); Local Administration
(District/Upazila/Union); Community based organizations; and various Non-government
organizations will be involved as stakeholders during implementation stage. A separate
Capacity Building Plan (CBP) for the LGED RIRTP will be prepared under the Capacity
Assessment Bangladesh/WB which will the main guiding document to build capacity of
LGED for implementing the ESMF.
51
Figure 5.1: General Soil Types of Bangladesh and location of the proposed bridge
52
Figure 5.2: Earthquake Zones of Bangladesh
53
Figure 5.3: Bio-Ecological Zones of Bangladesh
54
Figure 5.4: Ageoecological Zones of Bangladesh
55
Figure 5.5: Reserve Forest and Environmental Hot Spots of Bangladesh
56
Figure 5.6: Protected Areas of Bangladesh
57
5.6 Identification of Potential Impact

The overall impact assessment of the proposed project activities SIRTP sub-projects to be
implemented reveals that most of the likely adverse impacts could be minimized or
eliminated by adopting standard mitigation measures; there is also scope to enhance some
of the beneficial impacts to be generated from the proposed project.
Environmental and Social Risk Classification (ESRC) of the SIRTP program has been
classified as ‘Moderate Risk’. But the sub-projects to be implemented by LGED under the
SIRTP program have low to substantial risk, thus E&S risk is categorized as ‘Substantial ’.
ESIA study should modify and further detail out this analysis as applicable, based on
professional judgment and public consultations.
5.6.1 Impact on Land Cover and Land Use Changes
Construction of different infrastructures and feeder roads widening may change existing
land use and land cover at the local level. Although, most of the proposed infrastructures
viz. road improvement are relatively small in nature, but their quantity is significantly high
and will be spread over GCs, villages across the Right of Way (ROW).
5.6.2 Loss of Natural Vegetation and Trees
Siting of proposed infrastructures may require cutting of trees and removal of natural
vegetation, which could be significant in number.
5.6.3 Loss of Aquatic Habitat
Loss of aquatic habitats could be happened due to siting of proposed infrastructures,

especially the widening of roads, culverts, bridges, etc.
5.6.4 Drainage Congestion and Water Logging
Proposed road construction activities can cause drainage congestion and water logging at
the local area, if not properly considered the local drainage of runoff.
5.6.5 Impacts on Vulnerable and Disadvantage Groups / Communities
The SIRTP sub-projects have been designed to provide a holistic response to a set of
dynamic issues that poor, vulnerable rural communities face. It aims to increase
58
contribution to the economy, poverty reduction, and environmental sustainability. The

project intends to improve management of targeted rural communities’ access to
livelihoods and economic activities using improved communication and connectivity
towards RGCs, RMs, etc. Project’s inclusive approach will result in benefits to households
and individuals, especially the most disadvantaged like female-headed households,
widows, the poorest, and the elderly peoples in the rural communities. The project will
support the establishment and empowerment of community co-management associations
to make decisions on market management and support the dependent poor to adopt
supplementary and alternative economic activities. The project with its inclusive approach
will target to reduce gender gaps those are the most glaring. Women and children will also
benefit from the support for the consumption, production, processing, and marketing of
high nutrient- and protein-rich agro-products. The project will also promote more
productive and better performing institutions and, over time, better services and effective
and sustainable environmental management in the rural areas.
5.6.6 Air Pollution
Construction of roads and buildings, canal/pond excavation/re-excavation, culverts,

bridges may generate emissions from excavation equipment, other machinery and
construction traffic. The emissions may also include greenhouse gases (GHGs) from
engine fuel combustion (exhaust emissions) and evaporation and leaks from vehicles
(fugitive emissions) and emissions from asphalt works. The emissions from construction
activities will deteriorate the ambient air quality and affect the public health. The densely
populated areas and crowded market places (bazaars) are particularly vulnerable to these
impacts. In addition, dust generated from the above activities will also have impacts on
crops and livestock.
5.6.7 Noise Pollution
Noise will be produced by vehicular movement, excavation machinery, concrete mixing,

and other construction activities. The schools, religious places and crowded market areas
are particularly vulnerable to the increased noise levels.
59
5.6.8 Water Pollution
During the construction phase activities ponds/canals/water streams-rivers can potentially

cause some localized increase in water turbidity. However, this increase in turbidity is not
likely to have any significant impact on overall water quality and the aquatic fauna
primarily because of its temporary and localized nature. The construction camps and other
site facilities such as offices and warehouses will also generate considerable quantities of
waste effluents. Other possible causes of land or water contamination include accidental
leakage or spillage of fuels, oils, and other chemicals, and waste effluents released from
construction sites. These effluents can potentially contaminate the drinking water sources
of the area and can also be harmful for the natural vegetation, cultivation fields, water
bodies, and aquatic flora and fauna.
5.6.9 Soil Contamination
Much like water pollution, soils in the construction area and nearby lands that are used for
agriculture will be prone to pollution from the construction activities, construction yards,
workers camps and other construction areas. Fuel and hazardous material storage sites and
their handling are also the potential sources for soil and water pollution. Improper siting,
storage and handling of fuels, lubricants, chemicals and hazardous materials, and potential
spills from these will severely impact the soil and water quality and also cause safety and
health hazards.
5.6.10 Generation of Solid Waste and Hazardous Waste
Solid waste generated during the construction phase will include excess construction
material such as sand and soil, faulty/damaged parts, metal scraps, cardboard boxes and
containers, and cotton swaths from workshops, and domestic solid waste from
construction offices and camps. In addition to the above, small quantities of hazardous
waste will also be generated mainly from the vehicle maintenance activities (liquid fuels;
lubricants, hydraulic oils; chemicals, such as anti-freeze; contaminated soil; spillage
control materials used to absorb oil and chemical spillages; machine/engine filter
cartridges; oily rags, spent filters, contaminated soil, and others). It is imperative that such
waste is responsibly disposed to avoid adverse environmental, human health and aesthetic
impacts. Inappropriate disposal of these wastes can lead to soil and water contamination as
60
well as health hazards for the local communities, livestock, and aquatic as well as
terrestrial fauna.
5.6.11 Impacts on Aquatic Habitat
Sand extraction from the ponds and other wetlands, re-excavation of canals, repairing of
culverts-bridges and construction of roads, markets, collection centers may potentially
disturb the aquatic habitat by increasing the water turbidity. Some sensitive and important
habitats may exist in the RIRTP project area i.e. ECA for wintering birds and some of the
rivers for fish and dolphins. However, construction activities are not likely to have any
direct impact on terrestrial or aquatic wildlife or their habitat since no sensitive ecological
hot spots have been identified at the ESMF stage. However, any accidental leakage,
spillage of contaminants, or dumping of solid waste/debris on land or in water bodies can
potentially affect these habitats. These can cause injuries and even fatalities to these
species.
5.6.12 Site Clearance and Restoration
After the completion of the construction activities, the left-over construction material,
debris, spoils, scraps and other wastes from workshops, and camp sites can potentially
create hindrance and encumbrance for the local communities in addition to blocking
natural drainage and or irrigation channels.
5.6.12 Occupational Health
Generally, the construction activities will involve small to medium scale excavation,
operations of construction machinery and vehicular traffic. These activities may pose
health hazards to the workers at site during use of hazardous substances, lifting and
handling of heavy equipment, operating machinery and electrical equipment, working near
water or at height and more. The program will need fuels, oils, and asphalt during the
construction phase. Inappropriate handling or accidental spillage/leakage of these
substances can potentially lead health hazards for the construction workers as well as the
local community.
5.6.13 Occupational Safety
61
Similar to the above, various construction activities may cause safety issues including
physical injuries and accidental death. This may be increased in absence of proper training
of unskilled workers to be engaged. Local community will also be vulnerable to accidental
cases starting from minor injuries for careless disposal of hazardous materials to death for
example movement of the heavy machineries and equipment.
5.6.14 Impact on Labor, Working Conditions, Labor risks & Human Trafficking
The proposed sub-projects will entail employment of a significant number of labor

especially during construction. The majority of labor will be locally hired, with the
exception of skilled workers who may not be found in the program areas. For the rural
roads, labor requirements are expected to be more modest and satisfied by local labor.
However, potential risks engaged both for the hired skilled and non- skilled workers
especially during construction period includes health hazards, poor living condition,
accidental hazards risks, etc. Similarly, hiring labor from external area may cause social
risk on the local communities includes gender based violence, price hiking of daily used
products/foods, etc. Substantial risks are associated in-terms of hiring child labors or
forced labors, and also due to border districts risk associated to the labor trafficking is also
very high. However, a separate LMP will be prepared to minimize the risk associated with
labor influx.
5.6.15 Involuntary Resettlement Impacts
The project will try to avoid take any private land through involuntary acquisition and
avoid any physical displacement of residents for activities under the project. Most of the
works will be carried out within the existing available lands. However, acquisition of
private lands would be required in some areas, likelihood that infrastructures construction
may involve displacement of formal and informal private users. For all these reasons, and
largely as a precautionary measure, the project triggers ESS5 on involuntary resettlement.
A Resettlement Policy Framework (RPF) is prepared by the LGED and to be approved by
the World Bank. Site-specific RAPs will be developed - if and as necessary - during the
project implementation. The RPF and any RAP will ensure the proper calculation and
recording of the involuntary displacement impacts as well as identification of the affected
62
people and mitigation of their loss and impacts. The purpose of the RPF and
implementation of the RAPs is to ensure that there is no adverse effect on the living
conditions and livelihoods of the affected people because of the project.
5.6.16 Impacts on Small Ethnic Communities
Small Ethnic Communities (SECs) if present in the project area can be characterized as
indigenous peoples in view of their unique characteristics including language, culture,
occupation, and traditions. However, the SIRTP LGED sub-projects area has got no such
communities those required ESS7 to develop Small Ethnic Community Development
Framework (SECDF) to guide community participation and benefit sharing inclusive of
the SECs.
5.6.17 Impacts on Cultural Heritage
There are some mosques, temples and graves along the proposed LGED sub-projects area,
which may be affected by project works. If they are found by the ESIA to be affected, they
will have to be relocated and will be included in the RAP prepared for the program.
Chance Find Procedures will be included in the ESMP and chance find clause will be
included in works contracts requiring contractors to stop construction, if cultural heritage
is encountered during construction. LGED will also have to notify and closely coordinate
with the relevant mandated country authority for the salvaging and restoration of such
cultural heritage.
63
Table 5.1: Summary of Potential Environmental and Social Impacts and Their Significance
Significance
Duration of Reversible Significance after
Potential Impacts Spatial Extent Likelihood Magnitude Sensitivity Prior to
Impact or not Mitigation
Mitigation
Impacts related to project siting
Land cover and Substantial Moderate

Long term Local No Certain Very High Moderate
land use changes negative negative
Loss of natural vegetation and Substantial

Long term Local Yes Certain High Moderate Moderate negative
trees/mangroves negative
Loss of aquatic Moderate Negligible

Long term Local No Likely Moderate Mild
habitat negative negative
Loss of terrestrial Substantial
Long term Local No Likely High Moderate Low negative
habitats negative
Drainage congestion and water Local but beyond project Moderate

Long term Yes Likely High Mild Low negative
logging foot print negative
Loss of agriculture Moderate

Long term Local No Likely Moderate Moderate Low negative
land negative
Impacts on Vulnerable Moderate

Long term Local No Likely Moderate Moderate Low negative
and disadvantage negative
Impacts during project implementation phase
Substantial
Air pollution Short term Local Yes Certain High Moderate Low negative
negative
Substantial Negligible
Noise Short term Local Yes Likely High Moderate
negative negative
Water pollution Long term Local but No Certain High Moderate Low to moderate
beyond project foot print Substantial negative
negative
64
Significance
Mitigation
Soil Moderate Low
Short term Local Yes Certain High Mild
contamination negative negative
Solid wastes and Substantial Low
Short term Local Yes Certain High Mild
hazardous wastes negative negative
Impacts on aquatic habitat (River, Canal, Local but beyond project Substantial
Long term No Certain Moderate Moderate Low negative
Beels, Floodplain, etc.) foot print negative
Site clearance and Moderate
Short term Local Yes Certain Moderate Mild Low negative
restoration negative
Moderate Low to moderate
Occupational health and safety Short term Local Yes Certain Moderate Moderate
negative negative
Labor Impacts and risks of child labor,
forced labor, human Short term Local Yes Certain Moderate Moderate
negative negative
trafficking
Involuntary Resettlement Short term Local Yes Certain Moderate Moderate
negative negative
Moderate Low to
Impact on Cultural Heritage Short term Local Yes Certain Moderate Moderate
negative moderate negative
Impacts during post project operational period
Changes in water Low

Long term Local No Likely Negligible Moderate Low negative
courses negative
Loss of ecological Moderate Low
Long term Local No Certain Moderate Moderate
connectivity negative negative
Impact on Moderate Low
Long term Local Yes Likely Moderate Moderate
terrestrial habitat negative negative
Moderate Low
Loss of vegetation Long term Local Yes Likely Moderate Moderate
negative negative
Generation of Moderate Low
Long term Local Yes Certain Moderate Moderate
solid waste negative negative
65
Significance
Mitigation
Moderate Low
Air pollution Long term Local Yes Likely Moderate Mild
negative negative
Moderate Low
Noise generation Long term Local Yes Likely Negligible Mild
negative negative
Water pollution Long term Local No Certain Moderate Moderate
negative negative
Changes in land Moderate Low
use pattern negative negative
Impacts on local Moderate Low
livelihoods negative negative
Increased risk of Low
Long term Local No Likely Negligible Moderate Low negative
road accidents negative
66
5.7 Land Acquisition

For preparation of Land Acquisition and Resettlement Plan (LARP), The Acquisition and
Requisition of Immovable Property Act, 2017, Act No 21 of 2017, Gazette on 21
September 2017, has been followed. Under this Act, the following compensation rates are
described.
Table 5.2: Item-wise Compensation Rate
Item Compensation rate
Acquiring Land Mouza Rate + Additional 200% of Mouza Rate
Building Structure Assess value + Additional 100% of Assess Value
Standing Crops or Trees Assess value + Additional 100% of Assess Value
Expenses for shifting of residence Assess value + Additional 100% of Assess Value
or business
For assessment of value of structure, crops, trees, land and others, different government
agencies such as Public Works Department, Department of Agriculture Extension, Forest
Department, Upazila Land Registry Office and Land Office are involved. LGED will
coordinate all those agencies for proper assessment, acquisition and requisition of land and
other assets.
Under the present assessment, no land acquisition is required for implementing the project.
As the land where the proposed project will be located is not occupied by any occupants
so there is no issue of eviction, rehabilitation, or resettlement. Project interventions are not
likely to affect any tribal people or their collective attachment to geographically distinct
habitats or ancestral territories.
It is estimated that around 370.72 (private land is 217.52 decimal and 153.19 decimal for
government land to be acquired for 84.13km of roads) decimal land will require
acquisition for the project. The acquisition of private land is very insignificant, which is
about 2.59 decimals per kilometer. It is identified that the land acquisition will require
from -- plots of 96 administrative Mouzas. According to the detailed census and IOL
survey, total 647 project affected units including 325 HHs and 6 CPRs will be affected by
losing their immoveable assets. Apart from the primary structures a significant quantity of
secondary structures will also be affected. The assessment was also identified that 113
business premises including running business will be affected by the project interventions.
67
Table below shows summary of land acquisition impacts by Interventions. Summary of

project impacts for a sample of 84.13 km roads are presented in Table 5.3.
Table 5.3: Summery of the project impact for a total of 84.13 km Road
Sl. No. Project Impacts Total

A.1 Amount of affected land (Decimal) 370.72
A.1.1 Amount of affected private land (Decimal ) 217.52
A.1.1 Amount of affected government land (Decimal) 153.19
A.2 Number of Mouza affected 96
A.3 Number of Plot affected -
B Number of Title HHs affected by structure 325
Number of Non-title losing residential structures requiring
B.1 125
relocation
Number of Non-title losing commercial structures requiring
B.2 191
relocation
C Only Land --
D Number of CPRs affected 6
E Total number of Project Affected Units (B+C+D) 647
K Number of business affected 113
L Number of Vendors affected 136
M Number of trees affected 993
N Total number of persons affected 2750
O Total affected primary structure from HHs and CPRs (sft) 4645
Source: Consultant Team, 2022.
5.8 Grievance Redress Mechanism (GRM)

Grievance Redress is a very important part of resettlement project implementation.
Therefore, this project will follow specific grievance redress mechanism to ensure that the
voices of the APs merge with implementation decisions. Affected people and
communities will set their arguments to the grievance redress committee (GRC) consistent
with the grievance redress method. According to LA law of Bangladesh, land owners are
allowed to bring dispute over acquisition in the beginning of the land acquisition process.
As soon as the objections are heard and disposed of, there is practically no provision to
attend complaints and grievances that individual landowners may bring in the later stages
68
of the acquisition process or during implementation of the LAP/RAP. There is no legal

base to hear and redress grievances of the non-title users of land. Environmental, social
and public health concerns may raise among the affected persons and their communities in
the period of project implementation and construction activities. Transparency is a demand
of communities and affected people in procurement and maintaining the quality of
construction. They may also be paying attention in construction activities. Complaints
and grievances may, therefore, range from land acquisition, resettlement, procurement and
quality of works on site. Dispute over ownership and inheritance of the acquired lands of
affected persons and assets missed by the census, joint verification; valuation of affected
assets; compensation payment; and the like may arise in the process of resettlement.
A two-tier bottom up GRC system will be established in this Project. First, there will be
GRCs at the local level, hereafter called Local GRC Upazila level); and second, GRC at
the project level to give room for grievances to be fairly reviewed. The APs will be
informed through public consultation that they have right to have their grievances
redressed by the local committees as well as by the project management. The APs can also
call upon the support of the implementing NGO (INGO) engaged to implement the RAP
to assist them in presenting their grievances or queries to the GRC. Other than disputes
relating to ownership right under the court of law, the GRC will review grievances
involving all resettlement assistance, relocation and other support. The local GRCs (at the
Upazila/ municipal level) will hear the grievances first. Only unresolved cases will be
forwarded to the next tier – Project level GRC for further review and resolution.
Grievances will be redressed within a month from the date of lodging the complaints.
GRC decisions will be on a majority basis and will be disclosed and available for review
by the stakeholders. If any disputant is unhappy or unsatisfied with the outcome of the
Project level GRC, he/she may file cases in the court.
69
CHAPTER 6
COST-BENEFIT ANALYSIS
6.1 Introduction
The project roads improvement consist of improvement of existing roads, which are
already travelled by motorized and non-motorized traffic but is in poor condition and some
roads have capacity constraints. The proposed project will augment traffic capacity,
savings to road users and society as a whole in the form of reduced vehicle operating and
time costs for passengers and freight traffic. There will also be reduced costs in the form
of reduced road maintenance costs as well as reduced vehicle emissions. These reduced
costs, calculated over the project life, are compared with maintenance and improvement
costs. The Highway Development and Management (HDM)-4 model is used to estimate
the costs and benefits associated with both the with- and without-project scenarios in order
to establish the economic analysis of the project roads In this context, the chapter
reviewed, updated by survey and compiled the following sections for HDM-4 runs to get
Net Present Value (NPV) and Economic Internal Rate of Return (EIRR).
6.2 Economic and Financial Analysis Methodology

The contribution of economics to the decision making process lies in counting costs and
benefits. Costs and benefits are very often dispersed through times. So, a problem of
developing a common measure of costs and benefits occurring at different future dates in
project benefit monitoring. In financial analysis market prices, including taxes and
subsidies are always used, while in economic analysis taxes and subsidies are excluded
from the prices because they are only transfers of payments from social point of view.
Discount rate is the interest rate at which future values are discounted to the present and
vice versa as defined. This is either the opportunity cost of capital or the time preference
for consumption. The economic analysis has taken consideration for using discount rate of
12% as per the Circulation of Ref: 20.00.0000.404.014.027.18-177, dated 29.08.2018,
Coordination-2, NEC-ECNEC and Coordination Wing, Planning Division. The criteria for
economic viability are then as follows:
The computed Economic Internal Rate of Return (EIRR) should be > 12%; and
The computed Economic Net Present Value (ENPV) should be > 0 at the 12%
discount rate.
70
The magnitude of the benefits from the project has been estimated and compared by the
project cost required for the realization in terms of Economic and Financial of Net Present
Value (NPV), Benefit Cost Ratio (BCR) and Internal Rate of Return (IRR). It is accepted
that the project is feasible if the calculated IRR is higher than the Opportunity Cost of
Capital (OCC), BCR is higher than 1.0 and NPV is positive. The basic approach to the
economic and financial analysis has been to determine the economic and financial value of
the costs and benefits over the entire life of the project.
6.3 Quantification of Economic Benefits

By implementing the project roads, a variety of benefits such as reduction of travel time,
reduction of vehicle operating cost, improvement of comfort and safety, reduction of
commodity damage, promotion of rural development in the short and long terms are
expected. Among these benefits, the following tangible benefits are considered in the
study:
Reduction in vehicle operating cost (VOC), and
Reduction of travel time costs (TTC)
6.3.1 Vehicle Operating Cost (VOC)
Vehicle Operating Costs (VOC) is an integral part of the economic benefit estimation in
the economic evaluation in feasibility studies of road projects. It is expected that improved
road conditions due to upgrading of an existing road condition and expansion of road will
reduce the vehicle operating cost of the road users. Vehicle operating costs are the costs
associated with owning, operating, and maintaining a vehicle and include fuel
consumption, oil and lubrication, tyre wear, repair and maintenance, depreciation, and
license and insurance.
6.3.2 Travel Time Cost (TTC)
Travel Time Cost (TTC) is an important component of Road User Cost (RUC). It is also
known as ‘Value of Time (VOT)’. Travel time cost is defined by the concept that time
spent in travelling has an ‘opportunity cost’. This time could be used in an alternative
71
activity which has the potential to produce significant ‘utility’ known as ‘benefit’. If the
alternative activity can have a monetary value assigned to it, this can be used as a part of
RUC in the economic appraisal of projects, particularly of the transport projects having
relation with consumption of time in the use of their output. In this context, the Economic
Analysis Chapter reviewed and updated the Review of existing Road User Cost (RUC)
estimation procedure used in RHD and updates the same under BRRL during the year
2016-2017, Bangladesh Road Research laboratory (BRRL), RHD, 2017.
6.4 Quantification of Economic Costs

The study, Planning and Prioritization of Rural Roads in Bangladesh, Final Report –
Volume 1, Department of Urban and Regional Planning (DURP), BUET, February 2018)
was estimated the conversion factor of economic prices. The study opined that the
financial costs were converted to economic costs by first excluding taxes, duties and
insurance, physical contingencies (for as long as these are not expected to be incurred),
interest and loan amortization, non-cash expenses, i.e., depreciation, and applying shadow
pricing on traded goods and skilled and unskilled labor. Price contingencies and interest
charges during construction are also excluded. After that the study estimated the weighted
average Standard Conversion Factor (SCF) for construction cost (labor and material) is
0.88 and a weighted average SCF for maintenance cost (labor and material) is 0.84.
6.5 Assessment of Road User Cost

Road user costs represent a portion of the transportation cost. These costs include vehicle
operating costs, travel time costs, road accident costs, and environmental impacts.
However, the study is considered Vehicle Operating Costs (VOC) and Travel Time Costs
(TTC) only for the purpose of feasibility study. The study summarizes the findings from
the review of published literature on the Road User Costs (RUC). The reviews included (a)
Review of existing Road User Cost (RUC) estimation procedure used in RHD and update
the same under BRRL during the year 2016-2017, Bangladesh Road Research laboratory
(BRRL), RHD, 2017, and (b) ADB Technical Assistance for Updating the Road Master
Plan (TA 9408-BAN), 2022 and the study conducted field survey to collect required
information gaps.
6.6 HDM-4 Results
72
The HDM-4 analysis described the cost implications of a range of maintenance scenarios
and their effect on the condition of the road network after a 5-year period. The benefit
side, only vehicle operating cost savings and travel time savings are quantified and
included in the economic analysis. In addition to this analysis, some roads economic
analysis were performed getting the data from LGED’s RSDMS where traffic data, travel
time, VOCs, population data, upazilawised paved road data etc taken into account to
determine the cost benefit. Economic analysis of Growth Center Markets (GCMs),
Ghat/River Jetties (RJs) and Dredging/Rural Waterway Transports (RWTs) were done
using the data collected from concern Upazila Engineers (UEs). Sample of each i.e. a)
Road, b) GCM, c) Ghat/River Jetty& d) RWT were enclosed in Appendix F. The results
of the economic analysis using the HDM-4 model as well as LGED’s RSDMS for the
project road are summarized in Table 6.1. The results indicate that the project
development options have a rate of return well above the opportunity cost of 12%. The
analysis also produces the NPV and Economic Internal Rate of Return (EIRR) of project
roads.
Table 6.1: NPV, EIRR & BCR of Project Roads

NPV (Tk.
District name Upazila name Road Code EIRR (%) BCR
million)
Chattogram Chandanish 415184001 49.35 21.46 2.14
Chattogram Satkania 415824071 40.08 24.77 2.71
Cox'S Bazar Chakoria 422163002 196.62 31.68 4.05
Cox'S Bazar Cox'S Bazar-S 422243003 673.73 40.61 6.35
Cox'S Bazar Ramu 422664024 35.86 26.10 2.96
Cox'S Bazar Ramu 422664035 30.18 27.21 3.15
Cox'S Bazar Ramu 422665185 22.63 27.21 3.15
73
NPV (Tk.
million)
Cumilla Muradnagar 419815255 88.05 33.97 4.76
Gopalganj Gopalganj-S 335324101 60.89 21.95 2.24
Chattogram Lohagara 415475205 25.48 21.06 2.09
Chattogram Lohagara 415475093 19.11 21.06 2.09
Manikganj Daulatpur 356102002 309.42 48.13 8.55
Manikganj Saturia 356702009 392.82 56.65 9.39
Manikganj Singair 356822002 26.47 27.80 3.26
Munshiganj Munshiganj-S 359564054 64.86 39.80 6.54
Tangail Gopalpur 393385120 187.29 37.53 5.70
Sylhet Beanibazar 691172006 361.15 244.40 1.60
B.baria Akhaura 412022003 28.65 33.20
B.baria Akhaura 412023004 300.83 484.50
B.baria Bancharampur 412042006 4.91 14.60
B.baria Nabinagar 412852004 17.54 14.50
B.baria Nabinagar 412852009 15.08 33.00
Bogura Adamdighi 110062009 40.70 110.80
Bogura Bogura-s 110202013 68.43 90.30
Bogura Bogura-s 110202010 26.89 48.50
Bogura Dhunot 110272001 228.76 201.20
Bogura Dhupchancia 110332004 295.15 286.10
Bogura Dhupchancia 110332008 941.96 213.40
Bogura Kahaloo 110542002 301.20 58.90
Bogura Sariakandi 110812001 8.17 12.10
Bogura Shibganj 110942011 11.67 31.60
Bogura Shibganj 110942010 475.51 698.10
C. Nawabganj Gomostapur 170372002 22.34 14.30
C. Nawabganj Nachol 170562003 50.22 68.90
Chandpur Chandpur-s 413223010 2.58 14.60
Chandpur Faridganj 413452006 44.24 58.00
Chandpur Faridganj 413452005 5.52 17.70
Chandpur Haziganj 413492006 47.78 38.70
Chandpur Haziganj 413492004 23.72 42.10
Chandpur Matlab (uttar) 413763009 8.07 15.80
Chandpur Matlab(dakshin) 413962003 5.95 17.50
74
NPV (Tk.
million)
Chattogram Banskhali 415083001 42.36 174.40
Chattogram Boalkhali 415123001 85.34 229.40
Chattogram Fatikchari 415333020 2.46 24.80
Chattogram Hathazari 415373002 10.16 99.70
Chattogram Lohagara 415472003 3.59 24.60
Chattogram Mirsharai 415532008 217.18 181.10
Chattogram Raojan 415743014 45.43 352.10
Chattogram Raojan 415743002 10.03 95.90
Chattogram Satkania 415822003 57.24 113.70
Chattogram Satkania 415822006 2,865.16 350.00
Cox's bazar Chakoria 422163007 8.62 21.00
Cox's bazar Moheskhali 422493005 5.77 25.60
Cox's bazar Pekua 422952001 25.61 36.00
Cox's bazar Pekua 422952003 0.36 36.80
Cox's bazar Ukhiya 422942005 9.67 37.70
Cumilla Chandina 419272002 57.68 36.00
Cumilla Chouddagram 419313011 26.99 52.00
Cumilla Debidwar 419402007 89.49 55.80
Cumilla Homna 419542001 45.52 53.90
Cumilla Monohorganj 419903003 18.96 35.30
Cumilla Nangalkot 419872011 190.94 170.10
Cumilla Nangalkot 419872003 152.33 58.20
Cumilla Nangalkot 419873004 2,346.26 752.80
Cumilla Titas 419893010 38.93 51.50
Dhaka Dhamrai 326143017 10.59 14.60
Dhaka Dhamrai 326142006 30.43 43.70
Dhaka Dohar 326182009 26.19 16.70
Dhaka Dohar 326183004 10.84 69.60
Dhaka Keraniganj 326382002 67.58 35.30
Dhaka Keraniganj 326382006 1,725.24 761.40
75
NPV (Tk.
million)
Dhaka Savar 326723029 4.73 16.50
Dhaka Savar 326722002 220.75 403.30
Dinajpur Birampur 127103001 47.06 130.70
Dinajpur Birol 127172009 49.00 31.70
Dinajpur Birol 127172012 13.98 13.90
Dinajpur Bochaganj 127212006 6.36 12.60
Dinajpur Chirirbandar 127302008 45.46 39.40
Dinajpur Chirirbandar 127302007 25.49 14.10
Dinajpur Ghoraghat 127432008 82.94 29.00
Dinajpur Kaharol 127562003 51.21 46.50
Dinajpur Nawabganj 127693008 6.19 15.20
Dinajpur Parbatipur 127772007 542.25 391.70
Faridpur Faridpur-s 329473016 12.81 19.80
Faridpur Faridpur-s 329473008 23.87 22.30
Faridpur Madhukhali 329562013 22.65 29.10
Faridpur Nagarkanda 329622004 1,005.38 586.60
Faridpur Nagarkanda 329622006 72.51 80.50
Feni Chhagalnaiya 430143001 13.61 93.00
Feni Chhagalnaiya 430143004 10.27 33.40
Feni Dagonbhuiyan 430252005 13.61 29.00
Feni Dagonbhuiyan 430253002 41.04 67.30
Feni Feni Sadar 430293003 219.68 205.30
Feni Feni Sadar 430292013 18,855.17 847.90
Feni Feni Sadar 430292001 402.40 518.20
Feni Feni Sadar 430293011 37.12 121.40
Feni Feni Sadar 430293007 51.91 239.40
Feni Feni Sadar 430293016 57.88 195.40
Feni Fulgazi 430953014 386.44 399.70
Feni Fulgazi 430953007 7.05 26.70
Feni Fulgazi 430953011 31.56 105.00
Feni Porshuram 430513003 359.84 659.10
Feni Sonagazi 430943004 138.68 259.80
Feni Sonagazi 430943009 21.26 199.90
Gaibandha Gaibandha-s 132242001 34.80 28.30
Gaibandha Gaibandha-s 132242006 46.87 44.30
Gaibandha Gobindaganj 132302001 329.86 95.70
Gaibandha Palashbari 132672002 15.44 27.10
Gaibandha Saghata 132882001 307.02 208.80
76
NPV (Tk.
million)
Gaibandha Saghata 132882004 65.26 68.40
Gazipur Kaliakoir 333322002 8.77 14.10
Gazipur Kaliakoir 333322007 15.39 24.20
Gazipur Kaliganj 333342001 327.10 42.30
Gazipur Kaliganj 333342009 82.79 55.40
Gazipur Kapasia 333363007 189.78 107.20
Gazipur Sreepur 333862008 27.15 14.90
Gazipur Sreepur 333863010 4,086.60 885.90
Gopalganj Kotwalipara 335512017 15.78 34.80
Gopalganj Tungipara 335913002 262.81 248.10
Gopalganj Tungipara 335912008 70.32 183.90
Habiganj Bahubal 636052005 66.12 204.50
Habiganj Baniachong 636112008 5.11 28.40
Habiganj Madhabpur 636712003 160.45 31.80
Habiganj Madhabpur 636712008 67.91 161.10
Habiganj Nabiganj 636772007 86.57 28.50
Habiganj Nabiganj 636772002 28.43 24.90
Jamalpur Dewanganj 339153005 29.15 34.60
Jamalpur Dewanganj 339152006 11.80 37.80
Jamalpur Islampur 339292008 136.53 40.50
Jamalpur Islampur 339292005 6.44 12.70
Jamalpur Jamalpur-s 339362009 971.08 649.60
Jamalpur Madarganj 339582012 6.99 13.00
Jamalpur Melendah 339612009 14.04 23.20
Joypurhat Akkelpur 138132001 56.96 43.20
Joypurhat Joypurhat-s 138472004 356.64 316.40
Joypurhat Panchbibi 138743010 78.32 178.20
Kishoreganj Bajitpur 348062007 110.70 402.30
Kishoreganj Bhairab 348113005 1.64 20.40
Kishoreganj Hossainpur 348272003 46.35 64.80
Kishoreganj Katiadi 348452007 33.39 39.00
Kishoreganj Kishoreganj-s 348492007 792.35 350.00
Kishoreganj Kuliarchar 348542005 166.22 138.90
77
NPV (Tk.
million)
Kishoreganj Kuliarchar 348542007 41.74 119.90
Kurigram Fulbari 149182003 44.74 54.30
Kurigram Nageswari 149613003 8.03 19.00
Kurigram Rowmari 149792002 14.47 38.90
Lalmonirhat Aditmari 152022002 15.26 44.40
Lalmonirhat Patgram 152703005 41.42 31.60
Laxmipur Komolnagar 451743002 30.56 26.90
Laxmipur Komolnagar 451743004 15.25 19.80
Laxmipur Laxmipur-s 451432016 57.41 72.10
Laxmipur Raipur 451583011 26.65 29.60
Laxmipur Raipur 451582003 182.37 253.30
Laxmipur Raipur 451583002 3.78 12.90
Laxmipur Ramganj 451652001 68.69 97.60
Laxmipur Ramganj 451653015 76.87 174.90
Madaripur Kalkini 354403028 20.25 36.80
Madaripur Madaripur-s 354543010 3.87 13.00
Madaripur Rajoir 354803005 4.85 25.60
Madaripur Shibchar 354873016 41.80 42.60
Manikganj Ghior 356222004 30.67 79.30
Manikganj Manikganjsadar 356462004 2,904.63 886.30
Manikganj Manikganjsadar 356463004 38.40 24.70
Manikganj Manikganjsadar 356463005 28.53 28.30
Manikganj Saturia 356702007 37.60 65.50
Manikganj Shivalaya 356782001 194.69 123.90
Moulvibazar Barlekha 658143004 12.76 28.80
Moulvibazar Barlekha 658143016 152.09 326.00
Moulvibazar Kamalganj 658562010 106.49 132.80
Moulvibazar Kulaura 658653003 26.08 20.60
Moulvibazar Moulvibazar-s 658742002 403.46 183.50
Moulvibazar Moulvibazar-s 658742007 191.69 220.20
Moulvibazar Rajnagar 658802007 20.56 22.20
78
NPV (Tk.
million)
Moulvibazar Rajnagar 658802004 39.81 34.00
Moulvibazar Sreemangal 658832001 123.29 155.10
Munshiganj Gazaria 359242001 76.11 281.80
Munshiganj Gazaria 359243001 6.73 14.30
Munshiganj Lauhajong 359442007 23.87 43.90
Munshiganj Munshiganj-s 359562002 31.54 26.40
Munshiganj Munshiganj-s 359562007 14,340.80 667.80
Munshiganj Munshiganj-s 359563008 452.94 889.70
Munshiganj Sirajdikhan 359742005 120.53 116.80
Munshiganj Sirajdikhan 359742001 10,328.02 519.40
Munshiganj Sreenagar 359842004 13.00 17.80
Munshiganj Tongibari 359942007 1,403.30 350.00
Mymensingh Bhaluka 361133012 47.62 51.80
Mymensingh Dhobaura 361162003 75.55 87.20
Mymensingh Fulbaria 361202008 132.94 107.00
Mymensingh Gaffargaon 361223001 4,575.41 861.00
Mymensingh Gaffargaon 361222004 279.19 245.70
Mymensingh Haluaghat 361242003 166.42 29.60
Mymensingh Ishwarganj 361313005 38.86 21.80
Mymensingh Muktagacha 361653018 5.61 25.40
Mymensingh Mymensingh-s 361522011 55.75 61.90
Mymensingh Nandail 361722004 8.58 15.50
Mymensingh Phulpur 361812005 267.26 237.80
Mymensingh Phulpur 361813004 348.60 235.40
Mymensingh Tarakanda 361182007 545.74 395.60
Mymensingh Trishal 361942003 410.83 464.90
Naogaon Dhamoirhat 164282008 36.86 35.80
Naogaon Mohadevpur 164502003 450.50 291.20
Naogaon Naogaon-s 164603003 11.07 12.20
Naogaon Niamatpur 164692006 119.64 36.00
Naogaon Patnitala 164753003 113.64 72.70
Naogaon Porsha 164792003 4.05 16.50
79
NPV (Tk.
million)
Naogaon Raninagar 164853017 53.62 85.60
Naogaon Shapahar 164862004 45.69 45.30
Narayanganj Araihazar 367023012 30.37 35.20
Narayanganj Rupganj 367683001 12.88 44.40
Narayanganj Sonargaon 367042006 147.36 58.50
Narshingdi Belabo 368073002 89.10 38.50
Narshingdi Monohardi 368522012 15.06 18.90
Narshingdi Narshingdi-s 368602001 62.11 118.20
Narshingdi Palash 368632007 17.41 13.40
Narshingdi Shibpur 368763004 24.16 24.40
Natore Bagatipara 169092003 205.91 161.70
Natore Bagatipara 169092002 68.44 54.00
Natore Baraigram 169152006 181.93 171.00
Natore Baraigram 169153008 46.49 76.10
Natore Naldanga 169933023 0.38 13.30
Natore Naldanga 169933026 2.97 33.70
Natore Natore-s 169632008 249.69 461.20
Natore Natore-s 169633017 256.40 167.50
Natore Singra 169912002 152.31 332.20
Natore Singra 169912004 29.70 44.40
Netrokona Barhatta 372093001 71.37 102.40
Netrokona Barhatta 372092003 11.25 31.40
Netrokona Kalmakanda 372402001 5,344.64 350.00
Netrokona Kendua 372472003 295.55 514.40
Netrokona Kendua 372472005 45.45 109.70
Netrokona Mohanganj 372632001 205.43 215.60
Netrokona Netrakona-s 372742006 331.13 340.60
Netrokona Netrakona-s 372742004 73.92 140.30
Netrokona Purbadhala 372833004 217.23 289.80
Nilphamari Dimla 173122005 27.33 58.20
Nilphamari Jaldhaka 173362004 24.22 25.80
Nilphamari Jaldhaka 173362012 17.09 22.40
Nilphamari Nilphamari-s 173642015 13.33 12.00
Nilphamari Nilphamari-s 173642018 51.45 41.40
Noakhali Begumgonj 475072001 89.15 175.40
80
NPV (Tk.
million)
Noakhali Companiganj 475213013 9.00 14.70
Noakhali Hatiya 475362002 23.41 22.90
Noakhali Hatiya 475362006 50.68 126.20
Noakhali Hatiya 475363009 53.38 91.60
Noakhali Kabirhat 475902006 63.12 173.00
Noakhali Senbag 475802008 10.38 15.00
Noakhali Sonaimuri 475882001 415.02 802.10
Noakhali Subarnachar 475893002 58.57 211.40
Noakhali Subarnachar 475893012 18.47 43.60
Pabna Atghoria 176052005 69.88 95.50
Pabna Bhangura 176192001 52.52 138.70
Pabna Bhangura 176192002 111.59 237.20
Pabna Chatmohar 176222001 23.26 20.60
Pabna Ishwardi 176392003 393.12 414.40
Pabna Ishwardi 176392010 15.05 59.50
Pabna Ishwardi 176392001 825.46 673.90
Pabna Pabna-s 176552007 284.83 266.60
Pabna Pabna-s 176552023 7.56 19.10
Pabna Santhia 176722002 49.37 25.50
Pabna Sujanagar 176832001 36.75 21.40
Panchagarh Atwari 177042003 40.62 26.30
Panchagarh Atwari 177042002 43.56 32.60
Panchagarh Boda 177252003 320.19 148.50
Panchagarh Boda 177252002 261.85 151.50
Panchagarh Debiganj 177342006 428.07 302.10
Panchagarh Panchagarh-s 177732002 224.45 116.20
Panchagarh Panchagarh-s 177733023 171.90 241.80
Panchagarh Tetulia 177903007 26.55 53.70
Rajbari Baliakandi 382072007 91.50 110.00
Rajbari Baliakandi 382073013 13.45 35.80
Rajbari Kalukhali 382772012 7.48 17.00
Rajbari Kalukhali 382772008 14.37 15.80
Rajbari Pangsha 382733040 5.15 15.10
Rajbari Pangsha 382733012 9.67 15.40
Rajshahi Bagha 181102010 1,014.45 872.80
Rajshahi Bagha 181102003 325.01 537.20
Rajshahi Bagmara 181123021 26.13 53.80
81
NPV (Tk.
million)
Rajshahi Charghat 181253024 33.64 61.30
Rajshahi Durgapur 181312011 21.86 48.70
Rajshahi Durgapur 181312016 33.20 28.70
Rajshahi Godagari 181342005 64.43 98.80
Rajshahi Mohanpur 181533010 14.98 38.00
Rajshahi Tanore 181942013 5.39 35.10
Rajshahi Tanore 181942010 18.73 25.90
Rangpur Gangachara 185272012 53.80 26.40
Rangpur Kaunia 185422003 30.10 37.50
Rangpur Kaunia 185422001 66.72 121.40
Rangpur Mithapukur 185582007 21.94 17.00
Rangpur Pirgacha 185732002 726.25 474.50
Rangpur Pirganj 185762007 4,856.55 350.00
Rangpur Pirganj 185762004 710.22 474.60
Rangpur Rangpur-s 185492002 39.13 38.30
Rangpur Taraganj 185922002 6.58 12.60
Serajganj Chowhali 188272001 4.13 18.70
Serajganj Chowhali 188272003 477.20 368.00
Serajganj Raiganj 188612002 960.15 258.80
Serajganj Raiganj 188612008 269.43 163.30
Serajganj Raiganj 188612006 1,477.57 493.60
Serajganj Serajganj-s 188782015 669.95 159.10
Serajganj Serajganj-s 188782022 20.31 17.20
Serajganj Shahzadpur 188673003 8.35 26.30
Serajganj Shahzadpur 188672006 1,770.80 250.00
Serajganj Tarash 188892003 117.40 31.80
Shariatpur Janjira 386942002 45.68 110.10
Shariatpur Janjira 386943013 15.51 28.10
Shariatpur Naria 386652002 28.71 33.20
Sherpur Sherpur-s 389882008 56.46 59.00
Sunamganj Dakhinsunamganj 690932007 207.78 163.70
Sylhet Beanibazar 691172006 361.15 244.40
Sylhet Companiganj 691272003 61.25 325.60
Sylhet Dakshinsurma 691952004 20.24 322.90
Sylhet Dakshinsurma 691952006 29.43 114.90
82
NPV (Tk.
million)
Sylhet Fenchuganj 691352001 4.12 29.90
Sylhet Golapganj 691382007 158.26 182.10
Sylhet Jointiapur 691533007 120.49 200.40
Sylhet Osmaninagar 691963010 63.93 143.90
Sylhet Sylhet-s 691623004 82.72 331.80
Sylhet Zakiganj 691942002 152.79 66.30
Tangail Basail 393092004 48.96 36.70
Tangail Bhuapur 393192003 29.15 28.10
Tangail Delduar 393232004 28.96 22.50
Tangail Ghatail 393282009 12.73 12.90
Tangail Ghatail 393282010 18.72 19.60
Tangail Ghatail 393282003 88.38 38.40
Tangail Gopalpur 393383007 6.50 14.00
Tangail Gopalpur 393382012 29.19 25.60
Tangail Kalihati 393472008 95.22 35.80
Tangail Mirzapur 393663003 10.43 13.60
Tangail Tangail-s 393952005 196.18 172.50
Thakurgaon Baliadangi 194082008 18.08 19.00
Thakurgaon Baliadangi 194083014 18.24 19.90
Thakurgaon Haripur 194512002 35.11 56.20
Thakurgaon Pirganj 194822013 398.99 179.30
Thakurgaon Pirganj 194823001 136.26 175.60
Thakurgaon Thakurgaon-s 194942003 913.03 671.50
Thakurgaon Thakurgaon-s 194943017 1,404.32 773.00
Cox's bazar Chakoria 422163023 8.62 21.00
Gopalganj Kasiani 335432010 42.46 38.40
B.Baria Ashuganj 412982002 451.64 34.18 4.64
B.Baria Bancharampur 412043001 125.61 28.59 3.33
B.Baria Kasba 412633002 367.82 26.67 2.85
B.Baria Nasirnagar 412902003 548.28 37.88 5.33
Bogura Dhunot 110272008 342.96 28.47 3.38
Bogura Gabtali 110402003 226.45 30.61 3.78
Bogura Sonatala 110952001 240.88 25.17 2.68
83
NPV (Tk.
million)
C.Nawabganj C.Nawabganj-S 170663021 168.25 28.09 3.27
C.Nawabganj Shibganj 170882006 124.21 23.81 2.49
Chadpur Chadpur-S 413223009 219.18 30.96 3.96
Chadpur Faridganj 413452010 183.88 21.92 2.19
Chadpur Haimchar 413472007 333.92 24.66 2.61
Chattogram Anwara 415043007 149.14 31.74 3.75
Chattogram Hathazari 415372012 52.99 22.33 2.27
Chattogram Rangunia 415702006 58.91 21.92 2.19
Cumilla Brahmanpara 419152001 174.60 27.83 3.21
Cumilla Burichong 419182011 128.47 25.89 2.80
Cumilla Chandina 419272005 68.23 26.86 3.02
Cumilla Cumilla-S Daksin 419913028 86.27 19.14 1.81
Cumilla Laksham 419723005 168.87 26.71 3.02
Cumilla Laksham 419723003 82.80 27.45 3.14
Cumilla Laksham 419723012 372.68 33.36 4.15
Cumilla Laksham 419723017 103.64 26.04 2.91
Cumilla Laksham 419723022 79.86 24.39 2.65
Cumilla Monohorganj 419903002 132.75 23.50 2.41
Cumilla Nangalkot 419873019 170.53 23.62 2.44
Dhaka Dhamrai 326143001 235.48 25.92 2.85
Dhaka Dohar 326182008 166.88 23.96 2.48
Dhaka Savar 326723016 392.00 49.52 9.00
Dinajpur Khanshama 127602002 86.33 19.20 1.78
Faridpur Sadarpur 329842012 280.33 21.34 2.07
Faridpur Saltha 329853011 37.16 16.58 1.47
Gaibandha Gobindaganj 132303006 307.59 26.44 2.96
Gazipur Kaliakoir 333322008 303.43 26.51 2.96
Gazipur Kapasia 333362004 357.32 30.76 3.43
84
NPV (Tk.
million)
Gopalganj Kotwalipara 335512019 11.07 13.39 1.13
Habiganj Azmirganj 636022001 228.45 30.48 3.40
Habiganj Bahubal 636052006 131.12 20.51 1.97
Habiganj Baniachong 636112009 371.10 27.39 3.09
Habiganj Nabiganj 636773009 92.81 23.45 2.41
Jamalpur Jamalpur-S 339362011 1,507.60 36.30 5.18
Joypurhat Joypurhat-S 138472011 318.25 29.44 3.51
Kishoreganj Hossainpur 348273001 204.06 24.34 2.56
Kurigram Bhurungamri 149062004 306.29 30.41 3.81
Kurigram Nageswari 149612008 590.55 33.71 4.63
Kurigram Rajarhat 149772004 161.42 24.53 2.60
Lalmonirhat Aditmari 152022001 168.98 27.39 3.14
Madaripur Rajoir 354802009 130.50 20.97 2.05
Madaripur Rajoir 354802010 111.77 20.69 2.02
Madaripur Shibchar 354872016 37.39 17.94 1.63
Manikganj Harirampur 356282002 326.68 30.14 3.63
Manikganj Harirampur 356282006 105.95 25.27 2.82
Manikganj Singair 356822004 388.65 24.04 2.55
Munshiganj Gazaria 359242002 49.59 30.48 3.71
Mymensingh Fulbaria 361202004 403.56 33.24 4.47
Mymensingh Muktagacha 361652007 865.13 34.34 4.83
Naogaon Naogaon-S 164603007 200.46 26.84 3.05
Narayanganj Araihazar 367023011 289.58 28.94 3.32
Narayanganj Rupganj 367683005 280.28 33.36 4.29
Narayanganj Sonargaon 367042014 635.74 38.39 5.50
Narshingdi Narshingdi-S 368603020 231.97 34.30 4.83
Narshingdi Narshingdi-S 368602002 343.64 36.48 5.26
Netrokona Durgapur 372182006 509.47 37.43 5.69
Netrokona Madan 372562003 388.85 25.18 2.75
Nilphamari Kishoreganj 173452005 567.06 34.22 4.66
Noakhali Begumganj 475073021 21.39 16.56 1.46
85
NPV (Tk.
million)
Noakhali Chatkhil 475102010 102.06 18.24 1.66
Noakhali Companiganj 475212011 178.08 19.64 1.85
Noakhali Senbag 475803010 57.88 18.63 1.72
Noakhali Sonaimuri 475883009 98.39 20.00 1.89
Rajshahi Bagmara 181122016 512.31 25.95 2.85
Rajshahi Mohanpur 181533008 166.82 24.64 2.60
Rangpur Badarganj 185032006 378.92 28.28 3.34
Rangpur Pirgacha 185732001 564.79 30.46 3.71
Serajganj Serajganj-S 188782004 248.34 33.74 4.44
Serajganj Tarash 188893005 189.15 22.38 2.24
Shariatpur Bhedarganj 386142004 158.48 25.56 2.87
Sherpur Nakla 389672004 194.26 25.89 2.88
Sherpur Nalitabari 389702006 222.17 26.14 2.91
Sunamganj Dakhin Sunamganj 690932008 116.34 23.89 2.50
Sunamganj Derai 690292001 479.06 25.12 2.62
Sunamganj Doarabazar 690332001 491.74 33.26 3.99
Sunamganj Sunamganj-S 690893009 165.52 30.13 3.51
Sylhet Gowainghat 691413003 313.78 23.92 2.52
Tangail Basail 393093002 426.43 28.07 3.32
Tangail Kalihati 393473004 764.71 30.70 3.92
Tangail Madhupur 393573001 764.85 32.11 4.18
Tangail Madhupur 393573008 357.92 29.55 3.72
Tangail Nagarpur 393762002 1,329.62 38.95 5.93
Bogura Dhunot 110272005 99.45 58.30
C. Nawabganj Nawabganj-s 170662004 30.35 15.00
C. Nawabganj Nawabganj-s 170662007 34.60 14.80
Chattogram Rangunia 415702007 46.96 30.40
Cumilla Chouddagram 419312008 42.31 93.60
Cumilla Laksham 419722006 20.92 37.70
Cumilla Muradnagar 419812004 79.95 15.30
Dinajpur Parbatipur 127772004 26.29 30.80
Gazipur Gazipur-s 333302005 341.54 350.00
Jamalpur Dewanganj 339152001 1,289.24 451.40
86
NPV (Tk.
million)
Joypurhat Kalai 138582009 37.56 22.20
Joypurhat Kalai 138582010 39.20 33.90
Joypurhat Khetlal 138612003 62.54 78.20
Joypurhat Khetlal 138612001 12.61 26.80
Kishoreganj Karimganj 348422007 8.33 14.10
Kishoreganj Kishoreganj-s 348492005 638.00 322.90
Kishoreganj Tarail 348922001 204.65 182.90
Manikganj Daulatpur 356102003 17.60 45.10
Manikganj Ghior 356222001 9.81 42.70
Manikganj Ghior 356222003 113.25 117.20
Manikganj Ghior 356222002 244.00 627.30
Manikganj Harirampur 356282001 67.06 29.70
Manikganj Shivalaya 356782010 31.95 37.50
Naogaon Naogaon-s 164602008 26.10 18.90
Naogaon Raninagar 164852002 9.86 18.10
Narshingdi Raipura 368642001 112.14 39.70
Narshingdi Raipura 368642007 56.53 70.80
Natore Gurudaspur 169412005 1.07 12.20
Nilphamari Dimla 173122001 35.20 12.70
Noakhali Noakhali-sadar 475872011 26.77 25.00
Pabna Atghoria 176052001 128.40 126.20
Pabna Atghoria 176052003 51.41 36.80
Pabna Atghoria 176052009 96.77 96.30
Pabna Bhangura 176192004 10.36 38.90
Pabna Faridpur 176332003 32.78 67.70
Pabna Santhia 176722003 366.10 258.30
Pabna Santhia 176722004 671.45 320.70
87
NPV (Tk.
million)
Panchagarh Boda 177252004 205.28 209.10
Panchagarh Boda 177252001 611.11 327.30
Rajshahi Mohanpur 181532003 55.39 103.00
Serajganj Kamarkhand 188442004 3,292.80 643.80
Serajganj Ullapara 188942004 84.04 67.20
Sherpur Nalitabari 389702005 112.93 39.10
Sylhet Balaganj 691082001 1,037.19 350.00
Sylhet Balaganj 691082004 708.04 393.20
Sylhet Golapganj 691382003 151.04 223.30
Sylhet Gowainghat 691412002 2.51 84.90
Sylhet Gowainghat 691412003 55.49 70.80
Sylhet Kanaighat 691592001 80.81 15.00
Sylhet Sylhet-s 691622002 185.38 317.50
Thakurgaon Ranisankail 194862010 41.08 39.70
Thakurgaon Ranisankail 194862003 8.70 14.10
Bogura Dhunot 110272004 377.31 48.02 6.04
Chattogram Rangunia 415702004 420.36 34.25 3.67
Cumilla Laksham 419722003 325.68 48.30 5.84
Dhaka Dhamrai 326142008 508.44 35.92 4.08
Gazipur Gazipur-S 333302010 1,384.98 78.85 13.12
Gazipur Kaliakoir 333322005 1,223.92 54.15 6.49
Gazipur Sreepur 333862004 275.14 31.18 3.14
Gazipur Sreepur 333862011 285.95 33.60 3.43
Gazipur Sreepur 333862017 295.47 32.71 3.32
Habiganj Madhabpur 636712011 372.85 38.90 4.50
Jamalpur Islampur 339292002 482.95 47.61 6.25
Jamalpur Melendah 339612004 624.84 43.01 5.19
Jamalpur Melendah 339612006 495.87 41.73 5.02
88
NPV (Tk.
million)
Joypurhat Kalai 138582001 321.10 49.17 5.53
Kishoreganj Bajitpur 348062012 392.33 64.18 8.76
Kishoreganj Katiadi 348452002 476.87 51.71 6.89
Kishoreganj Kishoreganj-S 348492006 936.17 72.63 9.19
Kishoreganj Nikli 348762007 341.00 40.62 4.96
Kishoreganj Nikli 348762008 294.17 37.28 4.50
Manikganj Daulatpur 356102007 585.54 53.07 7.93
Manikganj Manikganj-S 356462003 70.24 59.99 7.37
Manikganj Manikganj-S 356462007 496.69 62.56 7.73
Moulvibazar Barlekha 658142003 460.97 35.81 3.72
Moulvibazar Kamalganj 658562004 618.08 39.55 4.24
Moulvibazar Kulaura 658653027 212.32 32.29 3.36
Moulvibazar Moulvibazar-S 658742006 509.26 42.93 4.57
Moulvibazar Sreemangal 658832005 488.54 65.74 7.85
Mymensingh Bhaluka 361132007 984.80 60.86 7.84
Mymensingh Nandail 361722001 958.04 51.78 6.66
Mymensingh Nandail 361723011 507.96 41.97 5.32
Naogaon Mohadevpur 164502002 1,191.22 82.52 9.45
Naogaon Naogaon-S 164602002 340.65 40.78 4.88
Naogaon Niamatpur 164692004 390.59 37.40 4.02
Narshingdi Monohardi 368522003 702.25 52.22 6.32
Narshingdi Monohardi 368522013 316.46 42.07 4.99
Narshingdi Raipura 368642002 585.96 45.61 6.16
Natore Baraigram 169152001 332.17 43.60 4.95
Natore Gurudaspur 169412002 269.95 37.24 4.22
Natore Gurudaspur 169412009 451.65 36.80 4.17
Natore Natore-S 169632001 475.12 50.93 6.11
Natore Natore-S 169632005 216.20 46.20 5.49
Nilphamari Dimla 173122015 678.97 49.59 6.20
Noakhali Noakhali-S 475872005 680.92 45.46 5.26
Pabna Pabna-S 176552003 550.63 70.83 8.36
Pabna Sujanagar 176832003 387.33 38.38 4.03
Rajshah Godagari 181342003 289.57 31.17 3.10
89
NPV (Tk.
million)
Rajshah Mohanpur 181532009 204.22 43.48 4.93
Rangpur Badarganj 185032002 738.18 44.45 5.53
Serajganj Belkuchi 188112009 756.58 60.42 8.20
Serajganj Raiganj 188612003 836.43 57.58 7.40
Sherpur Nalitabari 389702002 410.68 41.48 4.89
Sherpur Sherpur-S 389882002 1,006.75 65.42 10.04
Sherpur Sreebordi 389902002 756.94 46.05 6.03
Sunamganj Jagannathpur 690472001 616.23 49.82 5.51
Sylhet Biswanath 691202001 493.39 44.05 4.59
Sylhet Balaganj 691082006 1,385.08 63.97 9.48
Tangail Ghatail 393282004 1,420.89 56.79 7.82
Tangail Mirzapur 393662001 654.50 56.85 7.46
Tangail Sakhipur 393852008 500.42 48.32 6.17
Mymensingh Gaffargaon 567.71 23.80 1.75
Gazipur Kapasia 669.19 24.43 1.79
Tangail Mirzapur 776.82 34.08 2.56
Habiganj Nabiganj 134.25 28.18 2.20
Habiganj Azmiriganj 174.69 32.42 2.60
Kishoreganj Bajitpur 114.60 28.50 2.23
Gopalganj Gopalganj-S 98.22 26.50 2.06
Gazipur Kaliakoir 176.80 26.50 2.06
Serajganj Ullapara 187.24 26.78 2.08
Narshingdi Belabo 135.36 23.68 1.82
Habiganj Madhabpur 67.69 17.31 1.34
Serajganj Shahzadpur 138.00 28.00 2.00
Serajganj Shahzadpur 155.00 27.00 1.50
Tangail Basail 125.00 23.00 1.20
90
NPV (Tk.
million)
Manikganj Manikganj-S 122.36 20.93 1.71
Gazipur Gazipur-S 92.08 19.62 1.59
Rajshahi Puthia 35.95 15.05 1.22
Natore Gurudaspur 139.49 25.98 2.19
Jamalpur Madarganj 156.96 22.43 1.85
Gopalganj Kasiani 56.62 17.28 1.40
Sherpur Sherpur-S 179.31 26.54 2.25
Sherpur Sreebardi 91.06 23.19 1.92
Rajshahi Godagari 155.08 26.00 2.19
Madaripur Shibchar 162.10 23.52 1.95
Madaripur Madaripur-S 85.08 20.66 1.69
Madaripur Rajoir 66.05 19.42 1.58
Madaripur Kalkini 163.01 22.61 1.86
Bogura Bogura-S 68.69 18.82 1.52
Rangpur Kaunia 151.53 29.81 2.58
Rangpur Pirganj 192.99 34.46 3.09
Rangpur Gangachara 45.24 18.71 1.51
Faridpur Nagarkanda 158.52 26.59 2.25
Faridpur Saltha 122.34 21.39 1.75
Cumilla Barura 249.41 27.34 2.33
91
CHAPTER 7
HUMAN RESOURCES AND ADMINISTRATIVE SUPPORT
ANALYSIS
7.1 Human Resources Development of LGED
The Government of Bangladesh has adopted national policy, Vision 2041 that is a
continuation of vision 2021 aiming to transform the country into a developed country
by2041. According to the developed strategies, policies and programmes of the country,
LGED has been working to meet the targets of the government through development of
rural transportation and improvement of rural markets and growth centers and other
physical infrastructures at rural, urban and water sector along with human resources
development.
Local Government Engineering Department (LGED) is one the largest engineering

agencies of the country. It began its journey in 60s as Rural Works Programme and with
the passage of time its activities expanded from remotest corner of the country up to the
cities. Role of LGED in strengthening of rural economy through development of rural
transportation and improvement of rural markets and growth centers are visible across the
country. Contribution of these infrastructures are enormous in achieving the ever
increasing national growth. People living in rural areas now have the access to metaled
roads within two kilometers while the rural infrastructures play pivotal role in the
improvement of lifestyle and reducing poverty.
Development of human resources is essential for any organization that would like to be
dynamic and growth-oriented. Unlike other resources, human resources have rather
unlimited potential capabilities that creates a congenial climate and improves the
capabilities of people. LGED includes such opportunities that helps employees to develop
their personal and organizational skills, knowledge, and abilities.
Training is considered as an effective tool for human resource development. For the
development of efficient and competent manpower, the importance of training can’t be
denied. Training increases knowledge & skill and helps to change attitude of the
employee. The prime goal/objective of training in LGED is to develop capacity of LGED
92
officers and staff so that they are better equipped professionally to implement and manage
development works in cost effective manner.
Chief Engineer
Assistant Chief Eng. Deputation Position
Rural
Structural Road and Monitoring,
Urban Design and Water
Develop,me Bridge Administrat Audit and Manpower
Manageme Planning Resource
nt and Protection ive Unit Procuremen Unit
nt Unit Unit Unit
Manageme Unit t Unit
nt Unit
Water
Road Bridge Monitoring Resource
Road Recruitmen Manpower
Implementa Design and Structural
Protection t Unit Branch
tion Unit Branch Evaluation Developme
nt Unit
Building
Implementa Bridge Descpline Environme
tion and Protection and Road Procuremen nt and
Bridge and Road Investigatio Design Unit t Branch Gender
Implementa Sefty Unit n Unit Branch
tion
Building Audit Quality

Law Unit
Design Unit Branch Control
Electromac
Planning
hanical ICT Branch
Branch
Unit
Figure 7.1: Organizational Framework of LGED
7.2 Organizational Set up at LGED Upazila Office

Role of LGED in strengthening of rural economy through development of rural
transportation and improvement of rural markets and growth centers are visible across the
country. Contribution of these infrastructures are enormous in achieving the ever
increasing national growth. People living in rural areas now have the access to metaled
roads within two kilometers while the rural infrastructures play pivotal role in the
improvement of lifestyle and reducing poverty. The Project will strengthen rural-urban
93
connectivity and linkages from regional development perspectives. The Project Purpose is
to expand access roads in the rural areas to develop a better road network of this area.
To develop the socio-economic development and infrastructure improvement, all upazilas

are equipped with sufficient logistics. At the same time, Executive Engineer at District
level, Superintending Engineer at Regional level and Additional Chief Engineer at
Divisional level well perform their duties and responsibilities for quality control and
administrative support also. Official staffs of Upazila Engineer, LGED Office are
presented in Figure 7.2.
Upazila
Engineer Upazila
(1) Assistant
MLSS (2)
Engineer-
(1)
Sub-
Upazila
Night
Assistant
Guard (1)
Engineer-
(1)
Communi
Computer
ty
Operator
Organizer
(1) Organizational (1)
Framework
Accounts
Accounta
Assistant
tnt (1)
(1)
Office
Surveyor
Assistant
s (1)
(1)
Work
Electricia
Assistant
n (1)
(5)
Figure 7.2: Organizational Framework of UE Office, LGED
7.6 Proposed Personnel for this Project

The proposed project will contain number of manpower including Project Director-1,
Deputy Project Director-2, Executive Engineer-2, Senior Assistant Engineer-3, Assistant
Engineer-3, Assistant Engineer (Mech)-1, Accounts Officer-1, Sub-Assistant Engineer-6,
94
Sociologist/Monitoring Officer-1, Community Organizer-1, Accountant-2, Computer

Operator-3, Driver-9, Office Support Staff-5, Cleaner-2 for Project Management Unit
(PMU), LGED HQ. Project personnel for 3 Zonal offices are Deputy Project Director-3,
Senior Assistant Engineer-3, Accountant-3, Computer Operator-3, Driver-3, Office
Support Staff-3. Also, the project personnel for Executive Engineer Offices are Assistant
Engineer-45, Sociologist-45, Lab Technician-45, Accountant-45, Computer Operator-45,
Driver-45 where the Sub-Total 330 people will be involved with this project work.
All the project work will be completed by leading a full-time project director with full set
up of LGED involved additional employee and project management office. Additional
Chief Engineer and Superintending engineer will monitor and synthesize the project work.
Chief Engineer LGED will overlook the project work. Concerned Upazilas Executive
Officer and Upazila Engineer will manage and responsible with all the project work and
accountant will be responsible for debit and credit.
95
CHAPTER 8
INSTITUTIONAL AND LEGAL ANALYSIS
The primary legislation for the construction and maintenance of roads in Bangladesh is the
1925 Bengal Highways Act.
8.1 Bangladesh Gazette, 6 November, 2003

According to the Bangladesh Gazette on 6 November 2003, Roads and Highways
Department (RHD) owns and maintains national highways, regional highways, and zila
(district) roads; and the Local Government Engineering Department (LGED) and Local
Government Institutions (LGIs) own and maintain sub-district or upazila roads (UZRs),
union roads (UNRs) and village roads.
8.2 Roads Design Standards, LGED, 2005

The Roads and Highways Department (RHD) and the Local Government Engineering
Department (LGED) share responsibilities for the entire road network of the country.
While the RHD is to manage the National, Regional and Zila Road, the LGED is to focus
on the Upazila Road, Union Road and Village Road.
Local Government Engineering Department is the prime engineering organization in

pursuing rural development programme. LGED’s main functions are planning and
implementation of infrastructure development projects in rural and urban areas to improve
transport network, in order to facilitate employment generation vis-à-vis poverty reduction
and to provide technical support to the Local Government Institutions (LGIs).
LGED and LGI both belong to the Local Government Division under the Ministry of
Local Government, Rural Development & Cooperatives (LGRD&C). LGED’s one of the
mandate is to provide technical support to the LGIs. LGED takes the responsibility to
construct/re-construct, rehabilitate and maintain roads in conjunction with LGIs under the
purview of Local Government Division.
Roads Design Standards of LGED (2005) presents the details design of all rural road
(Upazila, Union and Village Roads) including the dimension of carriage way and
shoulders.
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8.3 Maintenance of Rural Roads and Bridges, LGED, 2013

Rural road maintenance has a significant backlog because insufficient budget is allocated
to maintenance. The government budgetary policy for rural road maintenance is
inadequate. Although the rural road maintenance budget has increased every year, it is not
sufficient to meet maintenance needs.
The Local Government Division launched the Rural Roads and Bridge Maintenance
Policy (RRBMP) in 2013. The policy commits the government to funding road
maintenance on an incremental basis. The key strategies are (i) reducing the backlog in
road maintenance, (ii) improving and rehabilitating the roads to climate-resilient standard,
(iii) improving maintenance skills and institutional capacity, (iv) establishing a
comprehensive and reliable inventory for roads, bridges and culverts, (v) establishing a
link between the inventory and geographical information system spatial database, and (vi)
upgrading the road and bridge maintenance standards.
8.4 Road Design Standards of LGED, 2021

In addition, the Road Design Standards of LGED, July 2021 opined that Bangladesh's
economy has made remarkable progress and economic activities have increased manifold
in the last decade. Both the number and axle load of the traffic on roads have increased
significantly. In some areas, Union and/or Village roads experience more axle load than
Upazila roads because of rapid industrialization. Besides, due to the impact of global
climate change, the variations of rainfall pattern and temperature over the years are now
prominent and natural calamities like flash floods, tidal surges are more frequent in
Bangladesh. In this backdrop, to support and accelerate the development pace, the rural
road design standards under LGED has been upgraded.
8.5 Allocation in 8th Five Year Plan (FY2020-FY2025)

Under the 8th FYP, rural roads development strategy is to develop the climate, disaster and
other impact resilient rural transportation network that will be able to accommodate a
vibrant middle-income economy and gradually lead to a developed nation economy and
development of roads with more economic and social priority that will be able to generate
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more employment, other economic-social benefits simultaneously will add more growth to
rural economy. Maintenance of existing rural roads will be given priority over new road
development and justified fund will be allocated according to demand for maintenance.
The specific proposals under 8th FYP for LGED are-
Up-gradation/ Double lane of rural core road network with climate, disaster and
other impact resilient design (16000 Km).
Improvement of prioritized Upazila road, Union road and village road to establish
better connectivity with villages and thus increasing Rural Access Index (RAI) to 90
per cent from 84 per cent (Survey 2018) (33,000 Km)
Construction/ reconstruction/ rehabilitation/ widening of 165,000-meter bridges on
core road network and other Upazila roads, Union roads and village roads.
Improvement of road safety engineering at junctions of LGED roads with National
Highways Improvement of the selected Union Road. (8000 Km).
Development of 500 Growth Centre centric urban centre with physical planning,
water supply, waste management,
Development of growth centres and Rural Markets -1200 Nos.
Construction of all remaining Union Parishad Complexes (1166 Nos.)
Extension of Upazila Complexes (400 Nos)
8.6 Performance Based Maintenance Contracts (PBMC)

Under RTIP-II, 18(eighteen) Performance Based Maintenance Contracts (PBMC) were
awarded covering 447 km of roads in 8 districts. The PBMC contracts are limited to initial
repair works (minor repair), maintenance services and emergency maintenance carried out
by local contractors. The contract execution time allowed is 5 years (60 months) with
monthly payment provision. Contractors were selected through Offline Open Tendering
Method (OTM) using PW-3 Standard document (customised as per World Bank’s
requirement & approval).
The objective of using PBMC project (Piloting) are as follow:
To reduce maintenance costs, improve road conditions and reduce the management
burden for LGED;
Providing significant and income earning opportunities for local woman.
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PBMC consists of 3 types of works:

a) Repair Works (volume based):
Rehabilitate the road to a proper standard. Payment made on actual volume of work done
at BOQ rates on actual completed works. The initial works are to be completed within 6
(six) months of commencement and serve to bring the road to the required standard,
correcting any existing defects. The scopes of the initial works are limited to spot repairs
& rehabilitation works. No further payment made against initial repairs during the whole
course of the contract (5 years).
b) Maintenance Services (performance-based):
Keep the road at proper standard for the contract period (5 years).
 The services starts from the beginning of the contract and continue for the full 5
(five) years duration.
 Payment made performance-based with fixed monthly payments against compliance
with minimum conditions as defined by performance indicators included in the
contract. It is mentioned that the performance indicators and payment method for
Services has modified during the course of project duration and applied for later
packages.
 Non-compliance resulted in deductions being made to the monthly payments (As per
Sample Format inserted in the Contract document).
 Continued non-compliance resulted in penalties (doubling of the deductions) and
might ultimately lead to termination of the contract.
 Defects must remain under threshold allowances as indicated in the Contract.
 Performance standards defined in thresholds for allowable defects;
 Contractor regularly checks for defects and must fix them.
c) Emergency Works (volume-based):

where damages have occurred as a result of natural calamity (viz. storms, flood,
earthquake etc.)are included in the PBMC contract as a provisional sum which would be
used at any time during the contract period when an emergency situation presents itself
with damages exceeding predefined volumes, but only if approved by LGED. Payment is
based on unit rates as provided in the BOQ for these works, against the volume of work
completed.
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CHAPTER 9
RISK AND SENSITIVITY ANALYSIS
Risk is an uncertain matter by occurring this matter or state it can impact a project in any
way. The impact of a risk may be positive or native that’s are uncertain. Risk analysis is
the process of identifying and analyzing potential issues that could negatively impact key
business initiatives or projects. This process is done to help organizations avoid or
mitigate those risks. This is important to analyze risk for any project as the project success
depends on the risk factor. The risk of this project can arise and its possible solution is
given below.
Scope Cost
Uncertainity Risk
Time
Figure 9.1: Risk Diagram
9.1 Investment Proposal

Economic analysis generally justifies capital investment in respect of two phases. The
analysis firstly tried to identify NPV, IRR, and others investments. Secondly, the analysis
tried to identify the risk source and its impact evaluation. Identification of risk for capital
investment is hard work sometimes can’t define properly. Following different methods or
techniques risk is defined as it can’t define through a single technique properly. The
proposed capital investment of LGED is justified in a different technique to find out the
sustainable success and tried to avoid risk in possible ways. Two types of risk assessment
methods are given below.
Stand Alone-Risk
Contextual Risk
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The flow diagram is showing the risk analysis process in below.
Sensitivity Analysis
Scenario Analysis
Break-Even
Analysis
Stand-Alone Risk
Hiller Model
Simulation
Technique
Analysis
Decision Tree
Analysis
Corporate Risk
Analysis
Contextual Risk
Market Risk
Analysis
Figure 9.2: Risk Analysis Technique
9.2 Project Cost

Investment of project capital may arise risk for different surroundings factors. Required
project accessories and sudden labor cost increase has been counted as a reason for this
risk. In this respect completion of the project within time may reduce this type of risk.
Project cost estimation should have considered the uncertainty cost to avoid this type of
risk condition.
9.3 Environmental Problem

Access to land for implementation of the project is necessary. Environmental disturbance
should be considered in hard hands that the implementation of the project must not make
any environmental risk. By any chance, if the project is implemented in an
environmentally sensitive area this is to be considered as an environmental risk. Examples
of this type of risk are: the destruction of any water bodies, wildlife, or animal habitat
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must consider environmental risk. Every step should be concerned that any project is not
implemented by making environmental risk.
9.4 Institutional Resources

Manpower is mostly known as intuitional resources. For any reason, the unavailability of
human resources can make the risk of the project. Again, excessive use of manpower is
also a reason for risk. Inadequate administrative help for implementing a project can make
risk for any project which has a great impact on the project in the future.
9.5 Natural Disaster

A natural disaster is a major obstacle to implement a project like heavy rainfall, flood,
excessive drought, landslide, earthquake, cyclone, etc. Uncertain occurrence of this type of
natural disaster in the project place or implementing time has a serious impact on the
project and consider as a serious risk. In this respect, natural disasters should be
considered for completing any project.
9.6 Government Order

The project may be stopped for any special reason by the government is also a type of risk.
The result of this risk is-
Definite risk: The estimated project cost may arise risk if there is a mistake of cost
estimation or arisen quality error.
Competitional risk: Unproper maintenance of project work may arise project risk.
Industrial Risk: Change of unexpected technique development and management
may arise risk.
Market risk: Unexpected economical changes like GDP rate increase, Profit rate,
Inflation, etc. have an impact on the project may arise risk.
9.7 Sensitivity Analysis

Sensitivity analysis is a technique to determine the influence of different properties, such
as boundary conditions, damping properties, material constants, and geometrical
parameters, on the structural responses. Again, this can be said that the influence of a
definite output of a model and its measure by risk is defined sensitivity. Sensitivity can
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help to identify project factor-like cost, start and end time, total time framework, etc.
which have the most influence on the project.
9.8 General Risk of the Project

Cost Risk
The cost of the project may increase if the cost estimation or budget is incorrect or due to
limited expenditure.
Schedule Risk
The construction work will require more money than the budget, resulting in increased
project costs arise a risk
Performance risk
The project work needs more time than the estimated time increase project cost may arise
risk. There are some other risks without project risk called an external risk that has an
impact on project risk. Moreover, improper distribution of project capital and project cost
has an impact on project implementation.
9.9 Uncertanities and Scenarios

There is always some uncertainty and scenarios associated with the forecasting of
economic, demographic, political and technological developments. The uncertainty and
scenarios regarding the risk management plan of proposed project are given below:
Reliability of data used

Knowledge gap on problem identification
Assumed environmental potential impacts
Unrest political situation and
Natural disaster
103
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CHAPTER 10
ALTERNATIVE ANALYSIS
10.1 Introduction
Road transport accounts for 70 percent for passenger and 60 percent for freight traffic in
Bangladesh. The total road network size of the country is roughly 375,000 km (road
density of roughly 250 km per 100 km2), reflecting the progress in improving connectivity
access. The rural road network makes up 94 percent of the network, and Bangladesh has
one of the highest scores on the Rural Access Index. Yet, despite improvements in access,
the overall quality of the road network remains poor. The expected benefits from road
improvements include smooth flow of traffic resulting in savings in travel time, savings in
vehicle operating costs and safer conditions for road users. In addition, there are benefits
from increase in value of adjoining land, increase in trade & business, savings in road
maintenance costs and increased development, e.g., of housing and economic activities.
Due to the poor condition of roads, development of the residential areas and housing
cannot be effectively progressed.
10.2 Scenarios with the proposed Project

The proposed RIRTP subproject will include following components:
a. Institutional Strengthening, Capacity Building: It comprises following two sub-

components,
(i) Capacity building to enhance LGED performance.
(ii) Performance monitoring and training.
b. Accessibility Improvement: It comprises two sub-components,
(i) Rural Road Improvement- Reconstruction: full pavement reconstruction on an
existing embankment; Widening: Road widening and upgrading including full
reconstruction of the existing pavement (Single Lane to wider intermediate
lane, single lane to intermediate lane-1 and single lane to intermediate lane-2).
(ii) Rural Road Maintenance: Renewal
(iii) Accessibility to intermodal study of Waterways and Railways connectivity
c. Rural Transport Safety Component: It comprises following sub-components-
(i) technical assistance support for integrating road safety engineering measures
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and awareness building to ensure improved safety along project roads.

(ii) technical assistance for strengthening road safety capacity of the LGED.
10.3 Do nothing or Without Project Scenario

This option though environmentally friendly, is not acceptable to the beneficiaries as this
will not bring any socio-economic benefit in transportation of agro-products, goods,
human and other traffic, etc.
10.4 Widening or Cause Way in Market Areas

This option shall be considered along market areas to allow smooth transportation, during
the design process some general environmental and social issues have been considered in
the review of alternative alignments like a few sections of alignment pass through market
and/ or commercial areas. The present development does not allow any widening of the
present carriageway without detrimentally affecting adjacent land and buildings and
allowing commercial and other activities to continue and prosper.
10.5 Use of Alternative Materials and Construction Techniques

Bangladesh, a severely land-scarce country loses one percent of agricultural land annually
mainly because of unplanned settlement and production of clay burnt bricks using fertile
top soil. Again, this clay burnt brick kilns are one of the major sources of air pollution in
this country. To secure the fertile top soil and to reduce the air pollution, the government
of Bangladesh has decided to phase out the bricks by 2025 in all its government
construction works. According to the plan, sand cement concrete blocks will be used in 20
percentage of the government’s construction projects from 2020-21, 30 percent from
2021-22, 60 percent from 2022-23, 80 percentages from 2023-24 and 100 percent by
2024-25. To achieve this target to ensure the safety of our agricultural production along
with our environment, the use of Dredged sand in the production of concrete block is very
important. Approximately 60 concrete block manufacturers in Bangladesh are currently in
production of Dredged Sand Cement Uni Block. Although being a new product in this
market, gradually Sand Cement Uni Block is getting recognition among the professionals.
The construction of block pavement involves preparation of subgrade, sub-base and base
course layers, bedding sand and finally the laying of blocks. The block paving can be done
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entirely by manual labor. However, for efficient construction work, the work force has to
be properly trained for this specialized job. Paving can also be done by mechanical means.
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CHAPTER 11
CONCLUSIONS AND RECOMMENDATIONS
11.1 Conclusions
Road network is an important transport infrastructure to support economic and social development
in all countries. A good road network and pavement performance are essential for stable traffic
movement. Almost all countries, in particular developing countries face very limited budget
available for road maintenance. Public pressure has increased from year to year on the problem of
prioritization of road maintenance. Therefore, reliable and transparent methods are required in
order to rank the road maintenance projects. Rural road deterioration due to the absence of an
effective road management system has become a growing concern in developing countries.
8th Five Year Plan instructed to develop climate, disaster and other impact resilient rural
transportation network that will be able to accommodate a vibrant middle- income
economy and gradually lead to a developed nation economy. Development of roads with
more economic and social priority that will be able to generate more employment, other
economic-social benefits simultaneously will add more growth to rural economy.
This project emphasises on rural road network development which is extremely important
to accelerate activities of rural economy. Road safety measures comprising posting of
signs, signals, kilometre posts, guard rails, speed limit etc, will be provided at visible site
and at passable sight distance to improve road safety. Adequate road side drains will also
be provided to drain rain water which will reduce possibility of land slide and there by
blockage of road. There is no negative environmental aspects to implement the project.
LGED’s one of the mandate is to provide technical support to the LGIs. LGED takes the
responsibility to construct/re-construct, rehabilitate and maintain roads in conjunction with
LGIs under the purview of Local Government Division.
11.2 Recommendations
In order to develop the rural area of Bangladesh, it is urgent to provide the basic and
necessary facilities to the people living there. Roads are the indicators of development. It
reduces the distance between two places and saves time. It increases cash flow when it
joins two places that complement each other economically. It can have a powerful impact
when an area that has a large money supply is connected to one that has goods or services
to sell or people who need work. The same is true when a community that has raw
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materials gains easy access to another that has factories able to convert them into salable
goods. Bangladesh is an agricultural country and about 70% of the total population lives in
rural areas hence overall development of the country depends on the development of the
rural economy. As the government of Bangladesh is trying to give all the basic facilities to
improve the rural standers of living, developing the bridge is the first step to develop a
village. Bangladesh Land Transport Policy 2004 and Eighth Five Year Plan (2020-2025)
also reflect the same representation for the strengthening of the rural economy of
Bangladesh.
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REFERENCES
Banglapedia (2010), Banglapedia-National Encyclopedia of Bangladesh. Asiatic Society

of Bangladesh, 2010.
BBS (2012), Population and Housing Census 2011, Community Report, Project Districts,
Bangladesh Bureau of Statistics, Dhaka.
CARE-Bangladesh (2004), A Comparative Economic Analysis Report of Transport &

Freight Survey (1999-2004) on Aggregate Sand Roads, Integrated Food Security Program,
Building Union Infrastructure for Local Development (BUILD), Monitoring and
Evaluation Unit, CARE-Bangladesh.
DoE (1997), EIA Guidelines for Industries, Ministry of Environment and Forest (MOEF),
Government of the People’s Republic of Bangladesh, Dhaka.
LGED (2008), Environmental Assessment Guidelines for LGED Projects, Local

Government Engineering Department, Government of the People’s Republic of
Bangladesh, October 2008.
LGED (2021), Road Design Standards of LGED, 2021, Local Government Engineering
Department, Dhaka.
LGED (2009), Road User Cost Study for LGED Roads, Rural Infrastructure Improvement
Project (RIIP), RDP-25, Local Government Engineering Department, Dhaka.
Planning Commission (2010), Perspective Plan of Bangladesh (2010-2021),

General Economic Division (GED), Bangladesh Planning Commission,
Government of the People’s Republic of Bangladesh.
Planning Commission (2020), Perspective Plan of Bangladesh (2021-2041),

General Economic Division (GED), Bangladesh Planning Commission,
Government of the People’s Republic of Bangladesh.
Planning Commission (2021), 8th Five Year Plan (FY 2020-FY 2025), Promoting
Prosperity and Forecasting Inclusiveness, General Economic Division (GED),
Bangladesh Planning Commission, Government of the People’s Republic of
Bangladesh.
MoEF (1992), Environmental Policy. Department of Environment (DoE), Ministry of

Environment and Forest (MoEF), Government of the People’s Republic of Bangladesh.
MoEF (1997), Environmental Conservation Rules, Department of Environment (DoE),

Ministry of Environment and Forest (MoEF), Government of the People’s Republic of
Bangladesh.
110
Appendix A: Guidelines of Discount Rate by Ministry of

Planning
111
Appendix B: Typical Drawing and Layout Plan
112
113
114
115
Appendix C: Environmental and Social Screening
Public consultation guiding question Responses
A. Project Overview and Public Understanding

1) As follow up programme of RTIP-II AF, LGED has taken up RIRTP
scheduled to start in your area soon. We welcome you to tell us present
condition of road under this project. (Main problem/constraint,
expectation, land acquisition, your idea about the project.)
2) What advantage and disadvantage will the project bring in your area?
Who will be directly affected and who may be indirectly affected? Who
will be benefitted by road connectivity development? What are your
comments / suggestions for problem solving?
3) Please discuss in detail what issues should be given priority in RIRTP
project planning and design. (E.g., road connectivity, what can be done
for modernization, what needs to be considered for residents and
business groups living in the areas, etc.)
4) Status of rural communication (Road, rail and water way) system in the
project area? Is there a road that breaks or disrupts travel? Is there
enough good condition road? If not, do you think road maintenance and
widening are needed? What types of vehicles are used as means of
communication in your area?
B. Social Issues (GBV, Labor, OHS, Socio-Economic)
5) What will be the impact on the women in your area due to the
difficulties that may/will occur as a result of the project? Please provide
us with a detailed idea of how safe the environment in your area is for
the movement of women and children.
6) If there have been any incidents of violence / torture against women in
the area before, please tell us about it. Please tell us in detail if there
have been any conflicts / disparity with women workers / women
workers groups who have come to work under any project or
participated in any work before.
7) For project work there is need of workers who may be from other
districts. In such case what could be the problem? What are your
comments / suggestions for solving this problem? What percentage of
local people in your area could participate in the project as workers?
Provide an idea of the state of child labor in the area. Do you think that
women as workers can / will participate in various activities of the
project? Whether there is any subsequent workers’ grievance, abuse or
any kind of untoward incident. (SEA/SH, child labor, forced labor,
inequality in wages or other employment opportunities for female
workers, etc.)
8) What are the Potential impacts of Workers health and safety;
Community health and safety? What could be the effective mitigation
measures?
9) Is there any Small Ethnic Community exists in the project intervention
area? How they could be benefitted or affected by the project? What is
your suggestions?
10) In general, what kind of trees do you usually have in the alignment
of upazila/union road? How is the tree's price determined / at what price
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is it bought and sold?
11) What type of ownership of the trees can be seen on the side of the
road? How are these trees sold? Who gets the money if sold?
12) Do you think any school / college / madrasa / cultural heritage /
historical place in your area will be affected by the proposed
interventions of this project? If this happens, what is your advice to
avoid or compensate for the loss?
13) Do you think that the local area’s religious institutions, historical
and traditional establishments will be damaged due to the project? What
are your comments / suggestions for solving such issues?
14) Is the upazila/union road safe for the movement of women, old
age, Sickness, PWD & Ethnic minority?
15) Are the upazila/union roads helped to increase girls education,
women empowerment and to expand women entrepreneurship?
C. Land Acquisition and Resettlement
16) What kind of problems do you think might arise if land is acquired for
road widening? Explain the details of the compensation process when
an acquisition is made. If there is any previous acquisition experience in
your area, please share it with us. If the acquisition is done, discuss
what you think would be better to compensate for the loss.
17) How to resolve any kind of complaint/problem arising out of the
project? Do you know if there is any effective committee/arrangement
in resolving this? Please provide details of grievance redress committee
(Whether there should be a committee, with whom this committee
should be formed, what kind of work should be done, etc.)
18) Type of land in the project area (one crop / two crop? Type of crops
produced? Use of fallow / vacant lands?)
19) If there are ponds / ditch in the Upazila/union area along roadside, for
what purpose are they used? Is fish farmed in the ponds throughout the
year? What fish is farmed? What is the price of fish?
20) If there are structures like Community structure: mosque, club, temple,
church etc. Illegal structure: tong, tea stall, legal structure: house, shop,
business Centre in the road alignment affected by project how these will
be transferred/resettled? What is your opinion?
D. Environmental and Hydrological Issues
21) What are the natural calamities in your area? Do you think that the
proposed road improvement activities shall address such calamity
like-?
o Flooding/overtopping
o Land slide/subsidence
o Water logging
o River bank erosion
o Accident/Life loss
(if any, please specify under which zila/ upazila are more vulnerable to
these calamities)
22) What measure should be taken for environmentally friendly use of
different resources (such as fuel, water, sand, brick, stone, road
construction raw material etc.) used in the project? Can the use of the
mentioned resources cause environmental pollution? If so, what are the
measures that can be taken to prevent pollution during project
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implementation? (Dust pollution, Noise).
23) Will the project have any impact on biological environment (flora,
fauna- Mammals, Birds, Reptiles and Amphibia, Fishes) of the project
intervention area? If so, what kind of impact? What are your
comments / suggestions for problem solving?
24) Describe in detail the state of healthcare in your area. (What are the
names of the health care providers in the area, whether they have
adequate manpower, adequate medicine or medical equipment, what
level of organization do you usually visit to receive healthcare etc.)
E. Awareness & Communication
25) State which media might be most effective in conveying any
information about the project. (Miking, leaflets, newspaper, Bill boards,
poster etc.)
26) Name some of the NGOs operating in your area. Tell us what programs
these NGOs run. Please discuss about the local people’s level of
involvement and the reason for such involvement with the NGOs. What
kind of organization is working / has done in the past to raise awareness
about environmental pollution?
F. Road safety
27) How is the safety of travel? For example, whether there is any theft at
night? If yes, in which point or area such incidents happens mostly?
What is your advice to solve such problems?
28) Does the increasing vehicular traffic on upazila/union road enhance the
danger of accidents and leading to loss of life? What types of accidents
have you experienced regularly? If any accidents happen does the
upazila/union roads have the easy access to community clinics/
hospitals during emergency?
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Appendix D: Photograph Taken During the Study
119
120
Appendix E: 5-Year Plan
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Appendix F: Sample of Economic Analysis
a) Sample EIRR, NPV AND BCR calculation for an Upgradation/ Improvement

Road under Sustainable and Integrated Rural Transport Project (SIRTP)
Road ID : 422163002
Road Name : Harbung RHD/UP Office to Shilkhali Raod
Road Length : 5.5 km (Poor BC = 2.29 km & Earthen = 3.21 km)
Package No : SIRTP/Cox's Bazar/Upgradation-7
Upazila : Chakoria
District : Cox's Bazar
1. Traffic Count from LGED’s RSDMS database
2. Calculation of AADT from existing traffic flows of project road

CALCULATION OF AADT FROM EXISTING TRAFFIC FLOWS OF
PROJECT ROAD
Road ID : 422163002 Year: April, 2015
Mode of Hat Day (12 Hat day (24 Non-hat day Non-hatday WADT AADT
Transport hrs TC) hrs TC) (12 hrs TC) (24 hrs TC)
Bicycle 32 46 23 30 35 32
Rickshaw 50 73 37 48 55 51
Rickshaw-Van 10 15 9 12 13 12
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CALCULATION OF AADT FROM EXISTING TRAFFIC FLOWS OF

PROJECT ROAD
Road ID : 422163002 Year: April, 2015
Mode of Hat Day (12 Hat day (24 Non-hat day Non-hatday WADT AADT
Transport hrs TC) hrs TC) (12 hrs TC) (24 hrs TC)
Bullock cart 0 0 0 0 0 0
Push Cart 0 0 0 0 0 0
Motorcycle 70 102 52 68 77 71
Auto-Rick/Nasimon 48 70 331 430 327 301
Pickup/Jeep/Car 30 44 22 29 33 30
Bus/Mini-bus 0 0 0 0 0 0
Truck/Tractor 0 0 0 0 0 0
Pedestrians 0 0 0 0
3. Generated traffic calculation

Without Project Situation With Project Situation Annually VOCs Benefits
AADT VKM Per VKM Per VKM Per VKM VOC Saving VOC Saving
Vehicle type Per day VKM Per VOC (Cd) VOCs on Existing on generated
(Qud) VOC day Traffic Traffic
(Cud) (Qd)
Bicycle 32 175 3.09 3490 1.32 0.08 97122 2791
Rickshaw 51 279 9.16 3332 3.84 0.39 431193 19749
Rickshaw-Ven 12 63 9.16 3598 3.84 0.39 465685 21329
Bullock Cart 0 0 19.15 69 9.32 0.55 13028 362
Push Cart 0 0 19.15 21 9.32 0.55 3957 110
Motorcycle 71 391 3.71 3136 2.35 0.09 99564 1844
Auto-rick/Tempo 301 1656 8.15 2389 4.55 0.37 302209 11438
Pickup/Jeep/car 30 166 39.08 2524 16.66 2.34 1918406 118084
Bus/Mini-bus 0 0 66.04 267 33.97 3.36 300699 13526
Truck/Tractor 0 0 83.73 2238 42.75 5.47 4011145 227436
Pedestrians 0 0 1.22 0 0.50 0.05 0 0
Total 496 2730 21064 Figure in (million) 7.64 0.42
Where:
Vkm = Vehicle Kilometer
Qud = Vehicle Kilometer of Undeveloped Road.
Qd = Vehicle Kilometer of Developed Road.
Cud = Per Vkm VOC of Undeveloped Road.
Cd = Per Vkm VOC of Developed Road.
4. Analysis for 20 years return period

Unit Capital Cost (Million) 20 Capital Cost (Million) 110.00 Project Length (km): 5.50
Routine Maintenance Cost (Million) 0.44 Construction Period (months): 18.00
Periodic Maintenance Costs (Million) 11.00 Project Life (years): 20.00
123
Years Capital cost Costs Benefits Net cash Sensitivity Test

Flow
Maintenance Total Inc. HH Normal Generated Total Cost Benefit Both Normal
Cost Cost Income Traffic Traffic Benefits (+20%) (-20%) Cases Traffic
1 61.6 61.60 0 -61.60 -73.92 -61.60 -73.92 -61.60
2 26.4 26.40 0 -26.40 -31.68 -26.40 -31.68 -26.40
3 0.35 0.35 2.48 1.17 0.04 3.68 3.33 0.74 0.58 0.51 0.81
4 0.35 0.35 8.17 3.15 0.33 11.65 11.29 2.73 2.17 2.10 2.80
5 0.35 0.35 14.96 3.40 0.59 18.95 18.60 18.53 14.81 14.74 3.05
6 0.35 0.35 23.01 3.67 0.64 27.33 26.97 26.90 21.51 21.44 3.32
7 8.80 8.80 36.13 3.97 0.69 40.79 31.99 30.23 23.83 22.07 -4.83
8 0.35 0.35 39.71 4.29 0.74 44.74 44.38 44.31 35.44 35.37 3.93
9 0.35 0.35 43.64 4.63 0.80 49.07 48.72 48.65 38.90 38.83 4.28
10 0.35 0.35 47.95 5.00 0.87 53.82 53.47 53.40 42.71 42.63 4.65
11 0.35 0.35 52.70 5.40 0.94 59.04 58.68 58.61 46.88 46.81 5.05
12 8.80 8.80 57.92 5.83 1.01 64.76 55.96 54.20 43.01 41.25 -2.97
13 0.35 0.35 63.65 6.30 1.09 71.04 70.69 70.62 56.48 56.41 5.95
14 0.35 0.35 69.95 6.80 1.18 77.93 77.58 77.51 61.99 61.92 6.45
15 0.35 0.35 76.87 7.35 1.27 85.49 85.14 85.07 68.04 67.97 6.99
16 0.35 0.35 84.48 7.93 1.38 93.79 93.43 93.36 74.68 74.61 7.58
17 8.80 8.80 92.84 8.57 1.49 102.89 94.09 92.33 73.51 71.75 -0.23
18 0.35 0.35 102.02 9.25 1.61 112.88 112.53 112.46 89.95 89.88 8.90
19 0.35 0.35 112.12 9.99 1.73 123.85 123.50 123.43 98.73 98.66 9.64
20 0.35 0.35 123.22 10.79 1.87 135.88 135.53 135.46 108.35 108.28 10.44
88 31.68 119.68 1051.79 107.50 18.28 1177.57 1057.89
Variable Used
Standard Conversion Factor : 0.8
Traffic Growth Rate (W.Av) : 8.00%
Elasticity Co-efficient : 1.0
Discount Factor : 12%
124
5. Result of Economic Analysis of this sub-project

Result of Economic Analysis with Sensitivity
Sensitivity Test
Cost Benefit Normal and
Indicator Base Case Both Normal
Increase Decrease generated
Cases Traffic only
20% 20% traffic only
EIRR 31.68% 27.41% 26.79% 24.11% 3.44% 1.76%
NPV 196.62 176.55 138.66 125.78 (33.35) (37.73)
BCR 4.05 3.38 3.15 2.63 0.48 0.41
125
b) Sample EIRR, NPV AND BCR calculation for a Growth Centre Market (GCM)
under Sustainable and Integrated Rural Transport Project (SIRTP)
SIRTP, Economic Analysis a Growth Centre Market

Economi c Ana l ys i s of the Sub-Proj ect
Qua l i ty Deteri ora ti on Approa ch
Unit = BDT Million
Name of the Market: Improvement of Bangladesh Hut GCM
Package No: MAN/GCM-1
Upazila:Manikganj-S Permanent Shops (Nos ): 150
District Manikganj Tol l Col l ecti on 16.43
Ma rket Turnover 600
Cons tructi on Cos t (La c Tk): 20.00 QD Items TO 9.00
Ma i ntena nce Cos t (La cTk): 0.64
SCF 0.8
Economic Analysis of the Market at Constant Price

Inves tment Cos t= 16.00 Economi c Cos t= SCF x Fi na nci a l Cos t
Inves t.Cos t a t Cons tant pri ce=
16.00 Benefi t Sa vi ngs = 0 on Fi rs t yea r, 1/3 on 2nd yea r, 2/3 on 3rd yea r
TO of QD Items Before (Tu)= 9.00 Tota l Compound Growth = Ra te i n benefi t = 5% 2/3 on 3rd yea r
Ma i ntena nce Cos t = 1s t 5yrs 2% of ca pi ta l , 2nd 5yrs 3% of ca pi tal
a nd Res t of yrs 4% of ca pi ta l
Annual QD Savi ngs = 4.930
Cost/Investment Sensitivity
Benefit Net Net savings Net savings
Year Capital Maintenance Total Both
savings Benefit with cost with benefit
Cost Cost Cost Together
+20% -20%
1 16.00 0.00 16.00 0.00 -16.00 -19.20 -16.00 -19.20
2 0.32 0.32 1.64 1.32 1.26 0.99 0.93
3 0.32 0.32 3.29 2.97 2.90 2.31 2.25
4 0.32 0.32 4.93 4.61 4.55 3.62 3.56
5 0.32 0.32 5.18 4.86 4.79 3.82 3.76
6 0.32 0.32 5.44 5.12 5.05 4.03 3.96
7 0.48 0.48 5.71 5.23 5.13 4.09 3.99
8 0.48 0.48 5.99 5.51 5.42 4.31 4.22
9 0.48 0.48 6.29 5.81 5.72 4.55 4.46
10 0.48 0.48 6.61 6.13 6.03 4.81 4.71
11 0.48 0.48 6.94 6.46 6.36 5.07 4.97
12 0.64 0.64 7.28 6.64 6.52 5.19 5.06
13 0.64 0.64 7.65 7.01 6.88 5.48 5.35
14 0.64 0.64 8.03 7.39 7.26 5.78 5.66
15 0.64 0.64 8.43 7.79 7.66 6.11 5.98
16 0.64 0.64 8.85 8.21 8.09 6.44 6.31
17 0.64 0.64 9.30 8.66 8.53 6.80 6.67
18 0.64 0.64 9.76 9.12 8.99 7.17 7.04
19 0.64 0.64 10.25 9.61 9.48 7.56 7.43
20 0.64 0.64 10.76 10.12 9.99 7.97 7.84
21 0.64 0.64 11.30 10.66 10.53 8.40 8.27
NPV @ 12% 14.29 2.95 17.23 38.09 20.86 17.41 13.24 9.79
BCR 2.21 1.84 1.77 1.47
EIRR (%) 26.18% 22.37% 21.58% 18.22%
Sensitivity
NPV (Lac Switching
Sensitivity Test EIRR % BCR Indicator
Tk) Values (SV) %
(SI)
Ba s e Ca s e 26.18% 2.21 20.86 - -
Co s t +20% Hi gh e r 22.37% 1.84 17.41 0.83 121.05
Be n e fi t -20% Lowe r 21.58% 1.77 13.24 1.83 54.76
Bo th Ca s e 18.22% 1.47 9.79 2.65 37.70
NOTE: QD Turnover of the Growth Center Ma rket a re ta ken from the fi el d s urvey, 2014.
Ma rket Model QD_A = 1.24383+0.40686 QD_B
126
c) Sample EIRR, NPV AND BCR calculation for a Growth Centre Market (GCM)
under Sustainable and Integrated Rural Transport Project (SIRTP)
SIRTP, Economic Analysis of a River Jetty (RJ)

Package No: HAB/RJ-1
Economic Analysis of a S ub-project
Unit = B D T M illio n
Name of the Sub-p roject Chatalpur Ghat
Up azila Nabiganj
District Habiganj
Total area of the Up azila (sqm) 439.6
Total Household (No) 62,363
Total Pop ulation (No) 348,493
Benefit from direct, indirect and other Benefit = 10% linear growth after every 5 y ear
4.50
Revenues M aintence cost = 1st 5y rs 2% of cap ital, 2nd 5y rs 3%
Construction cost 15.00 of cap ital and Rest of y rs 4% of cap ital
M aintenance cost 0.48 Investment/Cap ital cost 12.00
SCF 0.8
Economic Analysis at Constant Price

Base Case
Benefit Net savings Net savings
Const ruct ion Maint enance Net Bot h
Year T ot al Cost (wit hout wit h cost wit h benefit -
Cost Cost Benefit T oget her
Cat chment +20% 20%
1 3.60 0.00 3.60 0.00 -3.60 -4.32 -3.60 -4.32
2 3.60 0.00 3.60 0.00 -3.60 -4.32 -3.60 -4.32
3 4.80 0.00 4.80 0.00 -4.80 -5.76 -4.80 -5.76
4 0.24 0.24 4.50 4.26 4.21 3.36 3.31
5 0.24 0.24 4.50 4.26 4.21 3.36 3.31
6 0.24 0.24 4.50 4.26 4.21 3.36 3.31
7 0.24 0.24 4.50 4.26 4.21 3.36 3.31
8 0.24 0.24 4.50 4.26 4.21 3.36 3.31
9 0.36 0.36 4.95 4.59 4.52 3.60 3.53
10 0.36 0.36 4.95 4.59 4.52 3.60 3.53
11 0.36 0.36 4.95 4.59 4.52 3.60 3.53
12 0.36 0.36 4.95 4.59 4.52 3.60 3.53
13 0.36 0.36 4.95 4.59 4.52 3.60 3.53
14 0.48 0.48 5.45 4.97 4.87 3.88 3.78
15 0.48 0.48 5.45 4.97 4.87 3.88 3.78
16 0.48 0.48 5.45 4.97 4.87 3.88 3.78
17 0.48 0.48 5.45 4.97 4.87 3.88 3.78
18 0.48 0.48 5.45 4.97 4.87 3.88 3.78
19 0.48 0.48 5.99 5.51 5.41 4.31 4.22
20 0.48 0.48 5.99 5.51 5.41 4.31 4.22
To ta l 12 . 0 0 6 .3 6 18 . 3 6 8 6 .4 5 6 8 .0 9 6 4 .4 2 5 0 .8 0 4 7 . 13
NP V 11.14 24.57 13.42 11.20 8.51 6.28
BCR 2.20 1.84 1.25 1.47
E IR R 28.18% 23.89% 22.98% 19.15%

S ensitivity Analysis
NP V (Lakh Sensit ivit y Swit ching
Sensit ivit y T est EIRR (%) BCR
T k) @ 12% Indicat or (SI) Values (SV) %
Base Case 28.18% 2.20 13.42 - -
Cost 20%
23.89% 1.84 11.20 0.83 120.48
Higher
Benefit 20%
22.98% 1.25 8.51 1.83 54.64
Lower
Bot h Cases 19.15% 1.47 6.28 2.66 37.59
S o urc e : T his m o de l ha ve be e n de ve lo pe d by D r. G ho la m M o s ta fa a nd M o ha m m a d Z a fa r Ulla h fro m a c ro s s -s e c tio na l s tudy o f 3 P o rt/T e rm ina ls S o c io -

E c o no m ic B e nc hm a rk S urve y pf-3 s a m ple , P o rt o f C o nta ine r Te rm ina l a t D ha ka -N a ra ya nga nj, O c to be r 1994, B IWTA .
127
128
d) Sample EIRR, NPV AND BCR calculation for a Growth Centre Market
(GCM) under Sustainable and Integrated Rural Transport Project (SIRTP)
SIRTP, Economic Analysis of Dredging Work (RWT)

Package No: MYM/RWT-1
Economic Analysis of a Rural Waterway Transport (RWT)
Unit= B D T M illio n
N a m e o f the S ub-pro je c t D re dging fro m S hibga nj bridge a t G a ffa rga o n Upa zila to T rim o ho ni o f S utia rive r (Le ngth = 22.7 km )
Upa zila G a ffa rga o n
D is tric t M ym e ns ingh
T o ta l a re a o f the Upa zila (s qm ) 401.16
T o ta l H o us e ho ld (N o ) 99,093
T o ta l P o pula tio n (N o ) 430,746
T o ta l la nd in c a tc hm e nt a re a (ha ) 195
B e ne fit fro m dire c t, indire c t a nd o the r R e ve nue s 25
C o ns truc tio n c o s t 90.00
M a inte na nc e c o s t 4.50
SCF 0.8
E c o no m ic A na lys is a t C o ns ta nt P ric e
Bas e Cas e
B e ne fit (witho ut
N e t s a vings with N e t s a vings with
Ye a r C o ns truc tio n C o s t M a inte na nc e C o s t T o ta l C o s t C a tc hm e nt N e t B e ne fit B o th T o ge the r
c o s t +20% be ne fit -20%
A re a )
1 21.60 0.00 21.60 0.00 -21.60 -25.92 -21.60 -25.92
2 21.60 0.00 21.60 0.00 -21.60 -25.92 -21.60 -25.92
3 28.80 0.00 28.80 0.00 -28.80 -34.56 -28.80 -34.56
4 3.60 3.60 25.00 21.40 20.68 16.40 15.68
5 3.60 3.60 25.00 21.40 20.68 16.40 15.68
6 3.60 3.60 25.00 21.40 20.68 16.40 15.68
7 3.60 3.60 25.00 21.40 20.68 16.40 15.68
8 3.60 3.60 25.00 21.40 20.68 16.40 15.68
9 3.60 3.60 25.00 21.40 20.68 16.40 15.68
10 3.60 3.60 25.00 21.40 20.68 16.40 15.68
11 3.60 3.60 25.00 21.40 20.68 16.40 15.68
12 3.60 3.60 25.00 21.40 20.68 16.40 15.68
13 3.60 3.60 25.00 21.40 20.68 16.40 15.68
14 3.60 3.60 25.00 21.40 20.68 16.40 15.68
15 3.60 3.60 25.00 21.40 20.68 16.40 15.68
16 3.60 3.60 25.00 21.40 20.68 16.40 15.68
17 3.60 3.60 25.00 21.40 20.68 16.40 15.68
18 3.60 3.60 25.00 21.40 20.68 16.40 15.68
19 3.60 3.60 25.00 21.40 20.68 16.40 15.68
20 3.60 3.60 25.00 21.40 20.68 16.40 15.68
21 3.60 3.60 25.00 21.40 20.68 16.40 15.68
22 3.60 3.60 25.00 21.40 20.68 16.40 15.68
23 3.60 3.60 25.00 21.40 20.68 16.40 15.68
To ta l 7 2 .0 0 7 2 .0 0 14 4 . 0 0 5 0 0 .0 0 3 5 6 .0 0 3 2 7 .2 0 2 5 6 .0 0 2 2 7 .2 0
NP V 76.14 132.92 56.77 41.54 30.19 14.96
BCR 1.75 1.45 1.25 1.16
E IR R 23.80% 19.59% 18.70% 14.92%

S e ns itivity A na lys is
N P V (La kh T k) S e ns itivity S witc hing

S e ns itivity Te s t E IR R (%) BCR
@ 12% Indic a to r (S I) Va lue s (S V) %
Bas e Cas e 23.80% 1.75 56.77 - -
C o s t 20% H ighe r 19.59% 1.45 41.54 1.34 74.56
B e ne fit 20% Lo we r 18.70% 1.25 30.19 2.34 42.71
B o th C a s e s 14.92% 1.16 14.96 3.68 27.16
S o urc e : T his m o de l ha ve be e n de ve lo pe d by D r. G ho la m M o s ta fa a nd M o ha m m a d Z a fa r Ulla h fro m a C ro s s -s e c tio na l s tudy o f 3 P o rts /T e rm ina ls S o c io -

E c o no m ic B e nc hm a rk S urve y o f 3 s a m ple po rt o f c o nta ine r te rm ina l a t D ha ka -N a ra ya nga nj, O c to be r 1994, B IWT A .
129

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Feasibility Study Report for Consultancy Services for Feasibility Study & Project Preparation of

3.6.1 Strength of the Proposed Project..................................................................................................24

5.6.2 Loss of Natural Vegetation and Trees..........................................................................................58

8.5 Allocation in 8th Five Year Plan (FY2020-FY2025).......................................................................97

ABBREVIATIONS AND ACRONYMS

SIRTP Sustainable and Integrated Rural Transport Project

1.2 Sponsoring Ministry/Division

1.3 Implementating Agency

1.4 Project Objectives

In the enhancement of asset management practices, update LGED’s Asset

1.6 Sector & Sub-Sector

Sub-Sector: Rural Institutions & Coordination Wing.

1.7 Project Category (Based on Environment Conservation Rules, 1997)

1.8 Project Geographic Location

1.9 Project Duration

Figure 1.1: Location of the Proposed Project

2.2 Objectives of the Proposed Project

To support the Government of Bangladesh in the implementation of the climate

Rural roads improvements - improvement of about 8,000 km of rural roads to

2.3 Approach and Methodology of the Feasibility Study

2.3.1 Preparation of the Priority List of the Projects

the vulnerability of infrastructure such as flooding, droughts, landslides, etc. In this

2.3.2 Environmental Study

alternative analysis, assessment and designing mitigation measures, and in preparing

2.3.3 Economic Analysis

The project is accepted if BCR > 1.0 (ADB, 1997).

2.3.4 Structural Design and Cost Estimate

2.3.5 Gender Aspect

In the preparatory project also following were reported:

2.3.6 Safety Aspect

2.4 Organization of the Feasibility Study

(1) Rural Road Development Strategy:

(2) Rural Road Operation and Maintenance Strategy:

3.2 Linkage with National Strategies, Policies and Development Goals

3.2.2 Second Perspective Plan of Bangladesh (2021-2041)

3.2.3 Eighth Five Year Plan of Bangladesh (2020-2025)

3.2.4 Sustainable Development Goals (SDGs)

Goal 1 End poverty in all its forms everywhere:

Develop quality, reliable, sustainable and resilient infrastructure, including

3.3 Proposed Project Interventions (Project Inputs and Outputs)

Sl. Component Inputs (with Outputs (with

3.4 Stakeholders Analysis

2 Regional Highways connecting District H/Qs or main river RHDb

3.5 Demand Analysis

3.6 SWOT Analysis

3.6.1 Strength of the Proposed Project

 Existing condition of the road network within the district.

It is to mentioned that implementation of the maintenance program will jointly be

 The project will improve mobility and accessibility;

 The project will reduce road traffic accidents etc;

 Women movement will be accelerated and they can move easily;

 The lifestyle of the local people will be changed positively;

 Increase employment opportunity for local people;

 Economic activities would be much better;

 Adequate compensation amount for land can help livelihood development.

3.6.2 Weakness of the Proposed Project

Intersection oriented linear settlement as well as roadside encroachment including

Some of the identified weaknesses are:

 Unusual rise in price of construction material and non-availability of labor or high

3.6.3 Opportunity of the Proposed Project

The improvement of Upazila, Union and Village roads and construction/re-construction of

3.6.4 Threat of the Proposed Project

Inadequate roads/transportation resulting difficulties in access to market, building