1 main report - Roads and Highways Department

Government of the People’s Republic of Bangladesh
Ministry of Communications
Roads and Highways Department
FEASIBILITY STUDY OF LEBUKHALI BRIDGE
ON BARISAL - PATUAKHALI ROAD (N8)
FINAL REPORT
VOLUME - 1
MAIN REPORT
A Joint Venture of
BCL Associates Ltd. STUP Consultants P Ltd.
June 2011

BCL Associates Ltd.
STUP Consultants P Ltd.
Feasibility Study of Lebukhali Bridge
Ref: LB/FS/015/16 Date: 28 June 2011
To
Project Director and Additional Chief Engineer, RHD
Bridge Management Wing
Roads and Highways Department
Sarak Bhaban, Ramna, Dhaka.
Kind Attention: Mr. Md. Saidul Haque
Sub: Feasibility Study of Lebukhali Bridge on Barisal - Patuakhali Road (N8)
- Submission of the Final Feasibility Study Report.
Dear Sir,
We are pleased to submit herewith the Final Feasibility Study Report after incorporation of all
comments and suggestions made during the presentation of Draft Feasibility Study Report on
15/6/2011, in 3 Volumes together with one soft copy in CD RoM towards complete compliance of
GCC clause 38 and Appendix 2 of the contract. The Contents of each of the 3 volumes are as
follows:
Volume - 1: Main Report – in 25 copies
Volume - 2: Appendices, on the Field Surveys and
Investigation (Appendices 1 to 5),
Schematic Design of the Bridge and
Approach Roads (Appendix 6) and
Detailed Cost Estimate (Appendix 7) – in 3 copies
Volume - 3: Drawings – in 3 copies
However, should you require any clarification or modification we will be pleased to offer the
same through our team members who are working and ready to take up such work.
Yours Sincerely,
_________
B.R Kundu
Team Leader
Encl: as stated.
Cc: 1. Mr. M A Aziz – Project Director, M/s BCL Ltd. with one copy of the Report.
2. Mr. Amitabha Datta – Executive Director, M/s STUP Consultants P. Ltd, with one
copy of the Report.
Project Office: BCL Office: STUP Office
Lebukhali Bridge Project BCL Associates Limited STUP Consultants P. Ltd
House-41, Road-4, Block-F, Banani, House-95A, Road-4, Block-F, Banani, P-11, Darga Road, Park Circus
Dhaka-1213, BANGLADESH Dhaka-1213, BANGLADESH Kolkata-7000, INDIA
Tel : 880-2-9884130 Tel: 880-2-9862713-6, Fax : 9893321 Tel: 22807430,228074431,22807046
E-mail: bclgroup@bcl.bd.com E-mail: bclgroup@bcl.bd.com Fax: (91-33) 22401876, 22807531
Email: kolkata@stupmail.com

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Final Feasibility Study Report, June 2011
STRUCTURE OF FINAL REPORT
Bridge Location Plan
Executive Summary
Abbreviations
Record Notes of Meeting in the Form of Comments Matrix
VOLUME-1 MAIN REPORT (THIS VOLUME)
CHAPTER 1 INTRODUCTION
CHAPTER 2 BRIDGE LOCATIONS AND APPROACH ROADS STUDY
CHAPTER 3 TRAFFIC STUDY AND FORECAST
CHAPTER 4 GEOTECHNICAL AND MATERIALS STUDY
CHAPTER 5 RIVER HYDROLOGY AND HYDRAULIC STUDY
CHAPTER 6 PRELIMINARY ENGINEERING AND COST ESTIMATE
CHAPTER 7 SOCIAL IMPACT, RESETTLEMENT AND SOCIO-ECONOMIC STUDY
CHAPTER 8 ENVIRONMENTAL IMPACT ASSESSMENT
CHAPTER 9 ECONOMIC EVALUATION OF THE PROPOSED LEBUKHALI BRIDGE
CHAPTER 10 CONCLUSION AND RECOMMENDATION
VOLUME-2 APPENDICES
APPENDIX-1 BRIDGE LOCATION STUDY
APPENDIX-2 TOPOGRAPHICAL SURVEY AND GEOMETRIC DESIGN OF THE
BRIDGE AND APPROACH ROADS
APPENDIX-3 GEOTECHNICAL INVESTIGATIONS ALONG THE PROPOSED
BRIDGE ALIGNMENT
APPENDIX-4 HYDROGRAPHIC SURVEY OF THE RIVER AT PROPOSED BRIDGE
LOCATION
APPENDIX-5 TRAFFIC SURVEY REPORT
APPENDIX-6 SCHEMATIC DESIGN OF BRIDGE AND APPROACH ROADS
APPENDIX-7 COST ESTIMATE DETAIL
VOLUME-3 DRAWINGS
SECTION-1: PSC BOX GIRDER (OPTION-1) BRIDGE’S 12 NOS. GENERAL ARRANGEMENT
DRAWINGS
SECTION-2: EXTRADOSED PSC BOX GIRDER (OPTION-2) BRIDGE’S 11 NOS. GENERAL
ARRANGEMENT DRAWINGS
SECTION-3: TOPOGRAPHIC SURVEY 10 NOS. DRAWINGS

Feasibility Study of Lebukhali Bridge BCL-STUP JV
SECTION-4: GEOMETRIC DESIGN DRAWINGS OF THE BRIDGE AND APPROACH ROADS
FOR 2-ALTERNATIVE LOCATIONS, 17 NOS. DRAWINGS
SECTION-5: RIVER TRAINING AND PROTECTION WORKS, 4 NOS. DRAWINGS
SECTION-6: HYDROGRAPHIC SURVEY, 2 NOS. DRAWINGS
SECTION-7: LAND ACQUISITION PLANS, 2 NOS. DRAWINGS
SECTION-8: BEAUTIFICATION DRAWINGS
(COVERED IN COMMENT MATRIX)
SECTION-9: SOLAR POWER AND LIGHTING, 3 NOS. DRAWINGS
Final Feasibility Study Report, June 2011

Feasibility Study of Lebukhali Bridge BCL-STUP JV
FEASIBILITY STUDY OF LEBUKHALI BRIDGE ON
BARISAL-PATUAKHALI ROAD (N8)
FINAL REPORT
VOLUME-1 MAIN REPORT
CONTENTS
Bridge Location Plan
Executive Summary
Abbreviations
Record Notes of Meeting in the Form of Comments Matrix
CHAPTER 1 : INTRODUCTION........................................................................................................1-1
1.1 Background.................................................................................................................................1-1
1.2 Project Objectives .......................................................................................................................1-4
1.3 Scope of Consultancy Services...................................................................................................1-4
1.4 Outline of the Report ..................................................................................................................1-7
CHAPTER 2 : BRIDGE LOCATIONS AND APPROACH ROADS STUDY ................................2-9
2.1 Introduction.................................................................................................................................2-9
2.2 Bridge Locations Study...............................................................................................................2-9
2.2.1 Salient Features of Alternative Bridge Locations Study and selection of Bridge Location .......2-9
2.3 Selection of Bridge and Approach Roads Locations ................................................................2-11
CHAPTER 3 : TRAFFIC STUDY AND FORECAST .....................................................................3-14
3.1 Background and Objective........................................................................................................3-14
3.2 Survey Methodology.................................................................................................................3-14
3.2.1 Methodology Traffic Survey/Transport Study..........................................................................3-14
3.2.2 Collection of Historical Data ....................................................................................................3-15
3.2.3 Road Traffic Survey..................................................................................................................3-15
3.2.4 Vehicle Classification ...............................................................................................................3-15
3.3 Traffic Data Analysis and Presentation of Results ...................................................................3-16
3.4 Analysis of Traffic Count by Individual Station.......................................................................3-17
3.4.1 Traffic on Barisal-Lebukhali Ferry Ghat, Barisal End..............................................................3-17
3.4.2 Traffic on Patuakhali-Lebukhali Ferry Ghat, Patuakhali End ..................................................3-18
3.4.3 Traffic on Patuakhali-Amtali- Kuakata Road ...........................................................................3-18
3.4.4 Non-Motorized Traffic..............................................................................................................3-19
3.5 Origin-Destination Survey ........................................................................................................3-19
3.5.1 Passenger Vehicle OD ..............................................................................................................3-19
3.5.2 Freight Truck OD......................................................................................................................3-20
3.5.3 Freight Traffic: Commodity......................................................................................................3-20
3.5.4 Travel Time Delay Survey........................................................................................................3-20
3.6 Approach to Traffic Forecast ....................................................................................................3-21
3.7 Estimation of Traffic on the Bridge ..........................................................................................3-21
3.7.1 Estimation of Normal Traffic....................................................................................................3-22
3.7.2 Estimation of Diverted Traffic..................................................................................................3-22
3.7.3 Estimation of Generated Traffic ...............................................................................................3-22
3.8 Growth Rates and Traffic Forecast ...........................................................................................3-22
3.8.1 Growth Rates Forecast..............................................................................................................3-23
3.9 Traffic Projection......................................................................................................................3-24
3.10 Summary of Finding for the Study ...........................................................................................3-24
3.11 Conclusion ................................................................................................................................3-26
CHAPTER 4 : GEOTECHNICAL AND MATERIALS STUDY ...................................................4-27
4.1 Geotechnical Investigation........................................................................................................4-27
4.1.1 General......................................................................................................................................4-27
4.1.2 Field Investigations...................................................................................................................4-27
4.1.3 Laboratory Tests .......................................................................................................................4-27
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
4.1.4 Presentation of Results..............................................................................................................4-27
4.2 Materials Investigations............................................................................................................4-30
4.2.1 General......................................................................................................................................4-30
4.2.2 Source of availability of Materials............................................................................................4-30
CHAPTER 5 : RIVER HYDROLOGY AND HYDRAULIC STUDY............................................5-32
5.1 Introduction...............................................................................................................................5-32
5.2 Objectives .................................................................................................................................5-32
5.3 The River System......................................................................................................................5-32
5.3.1 Tide in the Region.....................................................................................................................5-34
5.4 The River Paira .........................................................................................................................5-34
5.5 Field Investigation ....................................................................................................................5-35
5.5.1 Data Collection and Review .....................................................................................................5-35
5.5.2 Data Analysis............................................................................................................................5-36
5.6 Historical Information on Change of River Course and Bank Line Shifting............................5-42
5.7 Design Criteria and Design Flood Levels.................................................................................5-48
5.7.1 Computation of Design Flood Levels (DFL)............................................................................5-48
5.7.2 Standard High Water (SHW) ....................................................................................................5-49
5.7.3 Design Flow Discharge.............................................................................................................5-49
5.7.4 Waterway Opening and Computation of Design Discharge.....................................................5-50
5.8 Navigation Clearance................................................................................................................5-51
5.9 River Training Works ...............................................................................................................5-52
5.9.1 Proposed River Training Works ...............................................................................................5-52
5.9.2 Scour Depth ..............................................................................................................................5-54
5.9.3 Computation of Scour...............................................................................................................5-54
5.10 Design of River Training Works...............................................................................................5-55
5.10.1 Design Data...............................................................................................................................5-55
5.10.2 Design Computation .................................................................................................................5-55
CHAPTER 6 : PRELIMINARY ENGINEERING AND COST ESTIMATE ...............................6-62
6.1 Design Standards ......................................................................................................................6-62
6.1.1 Bridge Design Criteria ..............................................................................................................6-62
6.1.2 Other Design Criteria................................................................................................................6-68
6.1.3 Summary of Bridge Design Criteria .........................................................................................6-69
6.2 Approach Road Design Criteria................................................................................................6-70
6.2.1 Functional Classification (Design type)....................................................................................6-70
6.3 Preliminary Bridge Design .......................................................................................................6-74
6.3.1 Design of Lebukhali Bridge......................................................................................................6-74
6.3.2 Piers ..........................................................................................................................................6-76
6.4 Design of Bank Protection Work..............................................................................................6-78
6.4.1 General......................................................................................................................................6-78
6.5 Preliminary Cost Estimate ........................................................................................................6-78
6.5.1 Project Cost, Economic Cost and Financial Cost .....................................................................6-78
6.5.2 Operation and Maintenance Cost..............................................................................................6-80
CHAPTER 7 : SOCIAL IMPACT, RESETTLEMENT AND SOCIO-ECONOMIC STUDY ....7-82
CHAPTER 8 : ENVIRONMENTAL IMPACT ASSESSMENT.....................................................8-83
8.1 Project Background...................................................................................................................8-83
8.2 Location ....................................................................................................................................8-83
8.3 Purpose of EIA Study ...............................................................................................................8-83
8.4 Methodologies ..........................................................................................................................8-85
8.4.1 Scoping .....................................................................................................................................8-85
8.4.2 Bounding...................................................................................................................................8-85
8.4.3 Data Collection .........................................................................................................................8-85
8.4.4 Public consultation....................................................................................................................8-85
8.5 Legal Requirement....................................................................................................................8-85
8.5.1 GoB Requirements....................................................................................................................8-85
8.5.2 ADB Requirements...................................................................................................................8-86
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
8.5.3 World Bank Guidelines.............................................................................................................8-86
8.6 Institutional Arrangements........................................................................................................8-86
8.6.1 National Institutions..................................................................................................................8-86
8.7 Project Interventions .................................................................................................................8-86
8.7.1 Type of Interventions................................................................................................................8-86
8.7.2 Need of the Project....................................................................................................................8-87
8.8 Environmental Components and Impacts .................................................................................8-87
8.9 Environmental Impacts .............................................................................................................8-87
8.9.1 Transport and Communication .................................................................................................8-87
8.9.2 Water Management...................................................................................................................8-88
8.9.3 Fisheries....................................................................................................................................8-88
8.10 Ecological Resources................................................................................................................8-89
8.10.1 Forests and Wildlife Biodiversity .............................................................................................8-89
8.10.2 Wetlands ...................................................................................................................................8-90
8.10.3 Homesteads...............................................................................................................................8-90
8.10.4 Agricultural Land......................................................................................................................8-90
8.11 Physical Resources....................................................................................................................8-91
8.11.1 Climate......................................................................................................................................8-91
8.11.2 Topography...............................................................................................................................8-92
8.11.3 Soils and Land Use ...................................................................................................................8-92
8.11.4 Soil and Water Salinity .............................................................................................................8-92
8.11.5 Geology and Seismicity ............................................................................................................8-92
8.11.6 River Training Work.................................................................................................................8-93
8.11.7 Hydro-geology ..........................................................................................................................8-93
8.11.8 Hydrology .................................................................................................................................8-93
8.11.9 Distribution of Particle Sizes ....................................................................................................8-94
8.11.10 Disasters and Cyclones .............................................................................................................8-94
8.11.11 Sea Level Rise Issue .................................................................................................................8-94
8.12 Human Interest Related Resources ...........................................................................................8-95
8.12.1 Protected / Vulnerable Sites......................................................................................................8-95
8.12.2 Health and Sanitation................................................................................................................8-95
8.12.3 Archaeological / Historical relics..............................................................................................8-95
8.12.4 Disturbance to Road Traffic......................................................................................................8-95
8.13 Chemical Pollutions..................................................................................................................8-96
8.13.1 Water Pollution .........................................................................................................................8-96
8.13.2 Air Pollution .............................................................................................................................8-96
8.13.3 Soil Pollution ............................................................................................................................8-97
8.13.4 Noise Pollution .........................................................................................................................8-97
8.14 Socio-Cultural Structures..........................................................................................................8-97
8.15 Socio-Economic Conditions .....................................................................................................8-97
8.15.1 Demography and Population.....................................................................................................8-97
8.15.2 Gross Domestic Product (GDP) and Per Capita Income ..........................................................8-98
8.15.3 Literacy Rate.............................................................................................................................8-98
8.15.4 Agriculture Practice ..................................................................................................................8-99
8.15.5 Occupation and Employment....................................................................................................8-99
8.15.6 Industries...................................................................................................................................8-99
8.15.7 Resettlement Issue ..................................................................................................................8-100
8.16 Environmental Impacts and Mitigation Measures ..................................................................8-100
8.16.1 Impacts on the Environmental Parameters and Mitigation Measures.....................................8-100
8.16.2 Measures needed at Construction Stage..................................................................................8-102
8.16.3 Environmental Issue relating the Project Activities................................................................8-103
8.17 Environmental Enhancement ..................................................................................................8-104
8.17.1 Tree Plantation........................................................................................................................8-104
8.17.2 Common Facilities..................................................................................................................8-104
8.17.3 Digging of Pond......................................................................................................................8-105
8.18 Environmental Management...................................................................................................8-105
8.18.1 Management Requirements ....................................................................................................8-105
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
8.18.2 Environmental Management Schedule ...................................................................................8-105
8.18.3 Environmental Management Costs .........................................................................................8-105
8.19 Environmental Monitoring......................................................................................................8-107
8.19.1 Organizational Framework of RHD........................................................................................8-107
8.19.2 Components to Monitoring.....................................................................................................8-107
8.20 Conclusion ..............................................................................................................................8-108
CHAPTER 9 : ECONOMIC EVALUATION OF THE PROPOSED LEBUKHALI BRIDGE 9-118
9.1 General....................................................................................................................................9-118
9.1.1 Introduction.............................................................................................................................9-118
9.1.2 Background.............................................................................................................................9-118
9.1.3 Objectives ...............................................................................................................................9-118
9.2 Evaluation Approach and Methodology .................................................................................9-119
9.2.1 Economic Evaluation Assumptions ........................................................................................9-119
9.2.2 Technical Investigations and Options.....................................................................................9-119
9.3 Economic Project Cost and O&M Cost ..................................................................................9-119
9.3.1 Construction Costs..................................................................................................................9-119
9.3.2 Operation and Maintenance Cost............................................................................................9-120
9.4 Project Benefits and Beneficiaries ..........................................................................................9-120
9.4.1 Determination of Vehicle Operating Costs (VOC).................................................................9-120
9.4.2 TTC Savings and VOC Savings .............................................................................................9-122
9.4.3 Vehicle Waiting Time Costs at Ferry .....................................................................................9-122
9.5 Evaluation Process..................................................................................................................9-123
9.5.1 Premises of Economic Evaluation: Internal Rate of Return (EIRR).......................................9-123
9.5.2 Results of Economic Analysis ................................................................................................9-123
9.5.3 Sensitivity Tests......................................................................................................................9-124
9.6 Summary and Conclusions .....................................................................................................9-124
CHAPTER 10 : CONCLUSION AND RECOMMENDATION .................................................10-125
10.1 Project Background...............................................................................................................10-125
10.2 Proposed Lebukhali Bridge along the Existing N8 Route Across Paira River .....................10-125
10.2.1 Selection of Bridge Location ................................................................................................10-125
10.2.2 The Bridge and Approach Road Alignment .........................................................................10-125
10.3 Conclusion from the Study ...................................................................................................10-126
10.3.1 Structural Configuration .......................................................................................................10-126
10.3.2 Foundation Type Consideration............................................................................................10-126
10.3.3 Social and Resettlement Impact Consideration ....................................................................10-126
10.3.4 Environmental Consideration ...............................................................................................10-126
10.3.5 Economic Justification..........................................................................................................10-126
10.4 Recommendations of the Study ............................................................................................10-127
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
Final Feasibility Study Report, June 2011
Bridge Location Plan

Feasibility Study of Lebukhali Bridge BCL-STUP JV
EXECUTIVE SUMMARY
1. BACKGROUND INFORMATION AND PROJECT BRIEF
The Government of Bangladesh (GoB) through their nodal agency - Roads and Highways
Department (RHD) within Ministry of Communication (MoC) has been planning for
construction of the Lebukhali Bridge for a long time. RHD had prepared a Development
Project Proposal (DPP) for a 1450.9m long Dual carriage way bridge with the main bridge
being in pre-stressed concrete (PSC) Box Girder together with 6.0 km approach roads at an
estimated investment cost of BDTK 4,461.002 million (US$ 65M) in November 2010.
GoB had approached the Donor agency, the Kuwait Fund for Arab Economic Development
(KFAED), for funding the construction of the project. The agency together with the Embassy
of Kuwait made a site visit on 30 th January, 2011 and advised the GoB to submit a Techno-
Economic Feasibility Study Report, carried out through a reputed Consultant, to enable them
to judge the Economic Viability of the project prior to sanctioning of the fund.
Accordingly, GoB has now entrusted the Joint Venture of M/s BCL Associates Ltd of
Bangladesh and M/s STUP Consultants P. Ltd of India, as the Consultant for the Feasibility
Study of the proposed Lebukhali Bridge on Barisal-Patuakhali Road (N8), on the 9 th of
February 2011.
The Consultant has immediately started their work from the 10 th of February 2011, submitted
the Draft Feasibility Study Report (DFSR) on the 9 th of June, as directed by RHD, at a
shortened time. A presentation of the DFSR was held at RHD’s office as desired by RHD on
the 15 th of June 2011, which was attended by all concerned officials of RHD including their
in-house advisor from JICA. The presentation was followed by exhaustive discussions among
all presents. RHD concluded the presentation session by requesting the Consultant for
finalization and submission of the Final Feasibility Study Report in its present condition with
only inclusion of incorporation of their comments made during the presentation, as soon as
possible within again a shortened time before the end of June 2011.
The summary of discussion and comments stating the actions taken by the Consultants are
presented in the form of comment matrix as a leading section of this Final Report.
Accordingly, the Consultant is submitting this Final Feasibility Study Report on the 28 th of
June 2011, keeping provision for further improvement, if desired by RHD, at a later date.
2. STUDY APPROACH AND TECHNICAL STANDARDS
The Consultants Field Studies and Investigations, Preliminary Engineering, Schematic
Designs and Techno-Economic Evaluations are in accordance with international standards
and procedures but are largely based on Roads and Highways Departments (RHD’s)
established standards for design of Bridges and Geometric Design standards. The principal
international and RHD standards adopted are:
a) Analysis and design of Bridge – As per American Association of State Highway and
Transportation Officials (AASHTO) Standard. Specifications for Highway Bridges,
latest addition presently use in Bangladesh (16 th edition 1996).
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
b) The design specification for loading has been considered as per AASHTO HS 20-44
with provision of IRC class ‘A’ loading (as per ToR) and stress checking with single
IRC HB-45 loading.
c) Geometric Design of the Bridge and Approach roads – as per RHD’s approved
Geometric Design Standard Manual (Revised), June 2005, and RHD’s Bridge Design
Standard, January 2004.
d) Material Standard – AASHTO latest revision in use in Bangladesh.
3. FINDINGS AND SUM-UP
a) The Consultant has conducted the following field surveys and investigation:
i) Extensive Reconnaissance surveys by the Consultants team members to identify
the most probable bridge location and approach road alignment and possible
alternative locations and alignments.
ii) Morphological (satellite imagery) studies for river bank stability/shifting
information for last 22 years (1989 to 2010), in the vicinity of the bridge location to
identify alternative bridge location at stable bank locations with or without River
Protection Work.
iii) Hydrographic Survey of the river covering sufficient upstream and downstream of
the proposed bridge alignment and navigational clearance requirement study.
iv) Topographic Survey of the proposed bridge locations and approach road
alignments.
v) Preliminary Land Acquisition and Resettlement and Environmental study at
each alternative bridge location.
vi) Traffic Survey and Forecast Study
vii) Preliminary Geotechnical Investigations at the proposed bridge locations.
b) Bridge location and Approach Road Alignment has been finalized from the above
studies along the existing N8 route crossing over the river and the same has been
accepted by RHD. This alignment provides the least cost techno-economic solution with
minimum disturbances to the existing environment.
c) Structural Configuration and Foundation Type
i) Main Bridge
Following two options have been studies:
• Option-1, 100m span PSC Box Girder
Comprising of 4x100m span + 2x75m anchor span totalling 550m in length.
• Option-2, 200m span Extradosed PSC Box Girder
Comprising of 2x200m + 2x115m anchor span totalling 630m in length.
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
ii) Viaduct portion
• Option-1: 12x30m span totalling PSC-I Girder on North bank and 18x30m
span PSC-I Girder on South bank totalling 900m long.
• Option-2: 12x30m span PSC-I Girder on North bank and 16x30m span PSC-I
Girder on South bank totalling 840m long.
Total length of bridge and viaduct for option-1 = 1450m
Total length of bridge and viaduct for option-2 = 1470m
iii) Foundation
Foundation in the main river channel for option-1 (100m span) has been suggested
in 1500mm diameter RCC Bored Cast-in-situ piles and that for option-2 (200m
span) in 3000mm diameter RCC Bored Cast-in-situ piles. Foundation for the
viaduct portion for both the options has been suggested in 1000mm diameter RCC
Bored Cast-in-situ piles.
iv) Abutments and Embankment Heights
Abutments and maximum embankment height on North bank (Barisal end) has
been kept at 7.5m height while that at South bank (Patuakhali end) has been
restricted for approximately 2.5m height due to poor soil condition at this end.
v) Traffic Forecast
Total forecast projected traffic (vehicles per day) at the selected years are as
follows:
Year of
Significant Year Motorized traffic
Forecast
per day
2017 1 st year of operation of the bridge 5,408
2042 Year of saturation of 2-lane traffic 24,293
2047 Last year of evaluation period (30 years after completion) 31,005
vi) Estimated Project Cost
Estimated project cost (base year May 2011) for the bridge for the two options
along the selected alignment-1 (along the existing N8 route) in BDT and equivalent
US dollar (at BDT 74.5 to 1 US dollar) are shown below:
BD Taka US Dollar
Option-1 (in PSC Box Main bridge) 4,039.81 million 54.23 million
Option-2 (in Extradosed Main bridge) 4,376.80 million 58.75 million
vii) Economic Analysis and Justification
Economic analysis and evaluation shows the following results:
For Option-1
EIRR = 15.9% (base case)
= 14.3% with 10% higher cost and 10% down benefit
BCR = 1.67
NPV = BDT 1,740 million
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
For Option-2
EIRR = 15.3% (base case)
= 13.7% with 10% higher cost and 10% down benefit
BCR = 1.58
NPV = BDT 1,633 million
In addition to above, there will be substantial intangible qualitative benefits to socioeconomic
backdrop and poverty reduction needs of the entire South-Central Region of
Bangladesh.
4. CONCLUSION
The bridge in both the options 1 and 2 are found to be Techno-Economically feasible with
EIRR of 15.9% for option-1 and 15.3% for option-2, both of which are above the 15%
accounting rate of return considered for taking investment decisions. However, during the
presentation of Draft Feasibility Study Report (DFSR) on 15 th June 2011, RHD expressed
their preference for option-2 (the Extradosed type PSC Box Girder) and the Consultant
agreed to this for better aesthetic value at a marginal higher cost within Techno-Economic
feasible limit. Therefore, the construction of the bridge may be taken up with immediate
effect.
The bridge has been designed for 4-lane traffic carrying capacity. It may be noted that last
72km of road between Kuakata and Patuakhali will reach traffic saturation for 2-lane road by
the 2042 and may need to be taken up for 4-laning by then, which RHD has ensured during
the presentation of DFSR.
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
ABBREVIATION
AADT - Annual Average Daily Traffic
AASHTO - American Association of State Highway and Transport Officials
ACV - Aggregate Crushing Value
ADB - Asian Development Bank
ADT - Average Daily Traffic
AP - Affected Person
ASTM - American Society of Testing Material
BBS - Bangladesh Bureau of Statistics
BCL - Bangladesh Consultants Ltd
BCR - Benefit Cost Ratio
BIWTA - Bangladesh Inland Water Transport Authority
BR - Bangladesh Railway
BTM - Bangladesh Transverse Mercator
BWDB - Bangladesh Water Development Board
CBR - California Bearing Ratio
CCL - Cash Compensation under Law
CEGIS - Center for Environmental and Geographic Information Services
CLARAP - Consolidated Land Acquisition and Resettlement Action Plan
CPI - Cost of Price Index
CPR - Common Property Resources
CRO - Chief Resettlement Officer
CSC - Construction Supervision Consultant
DAE - Department of Agriculture Extension
DC - Deputy Commissioner
DCI - Direct Calorie Intake
DOF - Department of Forest
DoF - Department of Fisheries
DSM - Design Supervision and Monitoring
EA - Executing Agency
EC - Entitlement Card
EC Circle - Economic Circle
EIA - Environmental Impact Assessment
EIRR - Economic Internal Rate of Return
EP - Entitled Person
FGD - Focus Group Discussion
FM - Fineness Modulus
FS - Feasibility Study
ft - foot /feet (3.28ft=1 m)
FY - Financial Year
GDP - Gross Domestic Product
GOB - Government of Bangladesh
GRC - Grievance Redress Committee
ha - hectare
HDM - Highway Development and Management
HIES - Household Income and Expenditure Survey
HH - Household
HS - Hydrographic Survey
Final Feasibility Study Report, June 2011 5

Feasibility Study of Lebukhali Bridge BCL-STUP JV
HYSD - High Yield Steel Deformed
IA - Implementing Agency
ID card - Identify Card
IOL - Inventory of losses
IR - Involuntary Resettlement
IRC - Indian Roads Congress
IRI - International Roughness Index
IWT - Inland Water Transport
JBIC - Japan Bank for International Co-operation
JICA - Japan International Cooperation Agency
JVS - Joint Verification Survey
JVT - Joint Verification Team
KFAED - Kuwait Fund for Arab Economic Development
km - kilometer
LA - Land Acquisition
LAO - Land Acquisition Officer
LAP - Land Acquisition Plan
LAAV - Los Angles Abrasion Value
LA&R - Land Acquisition and Resettlement
LGI - Local Government Institution
LIRIP - Livelihood and Income Restoration Program
LMS - Land Market Survey
LV - Light Vehicles
MARV - Maximum Allowable Replacement Value
M&E - Monitoring & Evaluation
MIS - Management Information System
MOC - Ministry of Communications
MOL - Ministry of Land
MT - Motorized Traffic
NGO - Non Government Organization
NMT - Non Motorized Traffic
NPV - Net Present Value
NRS - National Resettlement Specialist
OD - Origin Destination
O&M - Operations and Maintenance
OPC - Ordinary Portland Cement
OSD - Overtaking Site Distance
PAH - Project Affected Household
PAU - Project Affected Unit
PCU - Passenger Car Unit
PD - Project Director
PDB - Power Development Board
PIB - Public Information Brochure
PMB - Padma Multipurpose Bridge
PPR - Project Progress Report
PPTA - Project Preparatory Techniques Assistance
PRA - Participator Rapid Appraisal
PSC - Pre Stress Concrete
PVAT - Property Valuation Advisory Team
Final Feasibility Study Report, June 2011 6

Feasibility Study of Lebukhali Bridge BCL-STUP JV
PWD - Public Works Department
R&R - Resettlement and Rehabilitation
RAC - Resettlement Advisory Committee
RAP - Resettlement Action Plan
RE - Reinforced Earth
RF - Resettlement Framework
RHD - Roads and Highway Department
RO - Resettlement Officer
RoR - Record of Rights
RU - Resettlement Unit
RV - Replacement Value
ROW - Right of Way
RTW - River Training Works
SA - Service Area
SAARC - South Asian Association for Regional Co-operation
SASEC - South Asia Sub-regional Economic Cooperation
SPARRSO - Space Resources and Remote Sensing Organization
SDE - Sub-Division Engineer
SES - Socio-Economic Survey
SIA - Social Impact Assessment
SLWL - Standard Low Water Level
SOR - Schedule of Rate
SSD - Stopping Side Distance
SW - South West
TA - Technical Assistance
TOR - Terms of Reference
TK - Taka
TTC - Travel Time Cost
TS - Topographic Survey
UNESCAP - United Nations Economic and Social Commission for Asia and the Pacific
VAT - Value Added Tax
VH - Vulnerable Household
VOC - Vehicle Operating Cost
WB - World Bank
Final Feasibility Study Report, June 2011 7

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Feasibility Study of Lebukhali Bridge Project on Barisal-Patuakhali Road (N8)
RECORD NOTES OF MEETING
IN THE FORM OF COMMENTS MATRIX
(Only verbal comments have been received from RHD during the presentation of the Draft Feasibility Study Report (DFSR) on 15 th June 2011.
Exhaustive discussion was held between RHD and the Consultants during this presentations when clarifications were given by the Consultants to RHD
to the comments whenever possible. This record notes of meeting present the comments and their incorporation in the Final Report as the action taken
by the Consultants in the form of comments matrix).
Present: RHD The Consultants
(List of the participants from RHD and the Consultants are presented in the separate sheet enclosed herewith).
SlNo Subject
(1) (2)
1 Navigational
clearance
2 Foundation
Design on
position of Pile
Caps in the
main river
Channel
Reference to DFSR
(3)
Volume-1, Chapter-5,
section 5.5 and
Chapter-6, section
6.1.1.5
Volume-1, Chapter-6,
section 6.3.2 and
Volume-3, section 1&2
drawing nos.
RHD/FS-OP-1/GA/01,
RHD/FS-OP-1/PIER/01
RHD/FS-OP-2/GA/01,
RHD/FS-OP-2/PIER/02
Comment in Brief Consultants Response to Comments Action taken by the Consultants
(4)
(5)
(6)
Navigational clearance Navigational Clearance Certificate Copy of Navigational Clearance Certificate
provided for the Bridge as per issued by BIWTA to RHD dated 06 under issuing reference no. 18, 66, 045, 06,
Guideline of BITWA’s Class-I February 2011 Reference no. 18, 66, 02, 016, 2010/118 dated 06/02/2011 has
Channel is justified but
requires incorporation of
Navigational Clearance
Certificate from BIWTA, in
this respect for this bridge.
045, 06, 02, 016, 2010/118 has been been enclosed in section 6.1.1.5 of Chaptercollected,
and shall be incorporated in 6, of Volume-1 of the Final Report.
the Final Report.
Piles Cap bottom levels were
kept above the Lowest Water
Level (LWL) for ease of
construction during dry season.
RHD desired that they should
be embedded in the river bed
ground.
Consultant responded that they could
bring the top level down below the
LWL as bringing it further down to
embedment would be expensive.
However, the Consultant agreed to
revise the pile cap levels to
embedment level as desired by RHD.
The Consultant has revised the pile cap
levels to embedment level, and has made
related changes to other sections of the
studies as per revised design requirement,
and also has revised the entire cost estimate
and the economic analysis. Changes made
are reflected in Volume-3, section 1&2
related drawings, Volume-1, Chapter-6,
Chapter-9 and Chapter-10.
Final Feasibility Study Report, June 2011 Page 8

Feasibility Study of Lebukhali Bridge BCL-STUP JV
SlNo Subject
(1) (2)
3 Sub-structure
design, on
Shape of Pier
Column.
4 Report
presentation
consistency.
5 Lighting of the
Bridge and
Power Supply
Scheme
Reference to DFSR Comment in Brief Consultants Response to Comments Action taken by the Consultants
(3)
(4)
(5)
(6)
Volume-1, Chapter-6, RHD commented that the This comment was not discussed in A thorough review of all the pier columns
section 6.3.2
Main Bridge Sub-structure the meeting during presentation. was made together with the changes
Volume-3, section 1&2 Pier Columns have been However, the Consultant agreed to required for the pile cap lowering
drawings.
provided as 2 nos. Circular review and take appropriate action in requirement mentioned by RHD.
Columns of each 2.5m the Final Report.
diameter. From aesthetic point
of view Elliptical shape single
pier may be considered if
found reasonable.
It has been observed that Circular Columns
have been used for all the piers of both the
options from aesthetic point of view and not
in the restricted places only as mentioned by
RHD.
Due to lowering of pile cap levels as desired
by RHD, re-analysis was required for the
substantial height increase of the piers. The
related pier size and shapes have been
revised using the similar mathematical
model within the very short available time
and the drawings and cost estimate has been
revised accordingly.
Volume-1 Chapter-2,
Section 2.3 page 2-11,
2.12 & 2-13
Being a Feasibility
Study made in a very
short time, a Lump sum
provision was made for
lighting only in the cost
estimate of the DFSR.
Volume-1, Chapter-2, section
2.3 has been repeated on page
2-12 & 2-13 and page 2-12 has
been repeated for Figure 2.2-1.
RHD commented that Solar
Power Panels for 6-hour backup
be considered for the
lighting requirements of the
bridge.
Consultant has done a thorough
review of the entire Report of
Volume-1 and Volume-2 and has
made all the necessary corrections.
The Consultants agreed to incorporate
the solar power supply and lighting
requirement in the Final Report.
Page 2-13 in Section 2.3 has been deleted
and replaced by Figure 2.2-1 as page 2-13.
A lighting scheme for the bridge has been
developed and added to Volume-3, Section
9 together with Solar Power Panel
requirements. A note has been added in the
summary sheet of cost estimate that the
Consultant is of the opinion that the cost of
Solar Power Supply and Lighting being only
a small formation of the contingencies
provided, shall be accommodated within the
estimated cost.
Final Feasibility Study Report, June 2011 Page 9

Feasibility Study of Lebukhali Bridge BCL-STUP JV
SlNo
(1)
Subject
(2)
6 Beautification
scheme for the
bridge
7 Economic
Analysis
-Sensitivity
Study
8 Finalization of
the DFSR and
submission of
Final Report.
Reference to DFSR
(3)
Not considered in the
Draft Feasibility Study
Report (DFSR)
Volume-1, Chapter-9.
Not included in the
DFSR
All 3 Volumes of
DFSR.
Comment in Brief
(4)
RHD commented that possible
beautification scheme for the
bridge may be considered.
RHD pointed out that the
sensitivity analysis has not
been done in the DFSR and the
Consultant has stated that it is
mentioned in the DFSR that no
such analysis is made, but will
be carried out and incorporated
in the Final Report.
In the concluding session of
the presentation meeting RHD
accepted the DFSR in the
present state and instructed the
Consultant for finalization and
submission of Final Report
after incorporation of their
comments only within another
shortened time preferably
within a week.
Consultants Response to Comments
(5)
The Consultant agreed to review and
make necessary incorporation in the
Final Report.
The Consultant agreed with RHD and
stated that this shall be included in
the Final Report.
Consultant replied to RHD saying
that they would try to finalize the
report as desired by RHD and try to
submit the Final Report as soon as
possible, before end of June 2011.
Action taken by the Consultants
(6)
During the presentation, RHD expressed
their preference for Option-2 (Extra-dozed
type PSC Box). Such bridges are
conventionally beautified by Decorative
lighting only. A provision has been made in
the cost-estimate for such beautification.
The Entire cost-estimate has been revised
due to the effect of incorporation of RHD’s
comments in the Final Report. The
sensitivity analysis has also been
incorporated in the Final Report in Volume-
1, Chapter-9.
The Consultant has taken into account all
the above mentioned comments,
incorporated their effect in relevant places
during preparation and Submission of this
Final Report for the Feasibility Study of the
Lebukhali Bridge on Barisal-Patuakhali
Road (N8), as per the instruction of RHD
during the presentation of DFSR on 15 th
June, 2011.
Final Feasibility Study Report, June 2011 Page 10

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Feasibility Study of Lebukhali Bridge Project on Barisal-Patuakhali Road (N8)
List of participants in the presentation of DFSR at RHD’s office on 15 June 2011.
Present: RHD The Consultants
1. Mr Shahabuddin, Chief Engineer, Roads and Highways Department
2. Mr Md Shafiqul Islam, Additional Chief Engineer, RHD
3. Mr Md Saidul Haque, Additional Chief Engineer, RHD, Bridge Management Wing &
Project Director, Lebukhali Bridge Project
4. Mr Abdul Azim Zoarder, Additional Chief Engineer, RHD, Administration
5. Mr Md Mahbubul Alam, Additional Chief Engineer, RHD, Technical Services
6. Mr Ito, JICA Expert to RHD
7. Mr Md Abdul Quddus, Additional Chief Engineer, RHD, Dhaka Zone
8. Mr Deleep Kumar Guha, Additional Chief Engineer, RHD, Barisal Zone
9. Mr Md Aftab Hossain Khan, Superintending Engineer, RHD, Maintenance Division
10. Mr Md. Hafizur Rahman, Superintending Engineer, RHD, Administration
11. Mr Bidhan Chandra Dhar, Superintending Engineer, RHD, Chittagong Circle
12. Mr Md Ahmedur Rahman, Superintending Engineer, RHD, Bridge Management Wing
13. Mr Bipul Chandra Saha, Superintending Engineer, RHD, Procurement Division
14. Mr Riaz Ahmed Jaber, Executive Engineer, RHD, Bridge Design Division
15. Mr Abdulla Al Mamun, Project Manager, RHD, Dapdapia Bridge Project
16. Ms Shamim Ara Nargis, SDE, RHD
17. Ms Fahmida Haque Khan, SDE, RHD
18. Mr Md Shahidul Alam, AE, RHD
19. Mr Md Badrul Alam, AE, RHD
20. Mr Md Azharul Islam, AE, RHD
1. Mr B. R. Kundu, Team Leader, STUP
2. Mr Kapil Uddin Ahmed, Bridge Design Engineer and
Co-ordinator of BCL
3. Mr Rafiqul Islam, Expert, Transport Economist of BCL
Final Feasibility Study Report, June 2011 Page 11

Feasibility Study of Lebukhali Bridge BCL-STUP JV
CHAPTER 1: INTRODUCTION
1.1 Background
The project relates to construction of a bridge on the river Paira at Lebukhali at 189 km on
Dhaka-Mawa-Bhanga-Barisal-Patuakhali Road (N8), which is at 26 km on Barisal-Patuakhali
Road.
The location of the proposed Lebukhali Bridge is shown on two (2) location maps. The first
location map (Figure 1.1.1) shows the location of the bridge in the overall Bangladesh map,
and the second location map (Figure 1.1.2) shows the location of the bridge in the RHD’s
Road Network map of the Barisal zone together with a satellite map of the river Paira near
the proposed bridge location at Lebukhali.
The Barisal-Patuakhali link further extends upto Kuakata about 287 km from Dhaka, which is
an attractive tourist centre where massive development work is taking place.
RHD has recently completed the Dhapdhapia bridge on this N8 route near Barisal and opened
the same to traffic on the 22 nd February 2011.
RHD has also undertaken the widening of the 72 km road from Kuakata towards Patuakhali,
which includes construction of major bridges at the remaining 3-ferry ghats at Kalapara,
Hazipur and Mohipur.
Therefore, with the completion of construction of the proposed Lebukhali bridge over the
river Paira, the entire transportation link from Dhaka-Mawa-Bhanga-Barisal-Patuakhali-
Kuakata will provide an uninterrupted through road transport which will aid and promote the
developments at Kuakata and to the entire southern region of Bangladesh.
The other related feasibility studies for major river crossings in Bangladesh show that road
transport in Bangladesh plays an increasingly important role for overall socio-economic
developments of Bangladesh.
Transport demand by all modes has increased between 1971 and 2001 by about 6% per
annum for passenger traffic and at 5% per annum for freight traffic and more so after 2001 at
8% per annum for passenger traffic and at 7% per annum for freight traffic 1 .
The provision of the proposed Lebukhali Bridge is expected to further increase the traffic
demand through improvement of the following:
- Uninterrupted road transport between Dhaka and Kuakata Sea Beach via Dhaka-
Mawa-Bhanga-Barisal-Patuakhali-Kuakata route
- Direct road connectivity with Barguna and Patuakhali district headquarters with
Barisal divisional headquarters
- Direct road connection of the southern region of Bangladesh with the capital city
Dhaka as well as other parts of Bangladesh
- Consideration of a Third Sea Port at Patuakhali by Government of Bangladesh. This
corridor promises economic opportunity to the country 2 .
1
PPTA Study for Padma Bridge, ADB TA # 4652-BAN by STUP 2007
Final Feasibility Study Report, June 2011 Volume-1 Main Report Page 1-1

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Figure 1.1.1: Location Plan-1
2
DPP prepared by RHD for this project in December 2010
Final Feasibility Study Report, June 2011 Volume-1 Main Report Page 1-2

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Figure 1.1.2: Location Plan-2
Final Feasibility Study Report, June 2011 Volume-1 Main Report Page 1-3

Feasibility Study of Lebukhali Bridge BCL-STUP JV
1.2 Project Objectives
The Government of Bangladesh (GoB) through their Nodal Agency- Roads and Highways
Department (RHD) within Ministry of Communications (MoC), has been planning for
construction of this bridge for a long time. RHD had prepared a Development Project
Proposal (DPP) for a 1450.94m Dual carriageway bridge and 6.00 km approach roads at an
estimated investment cost of BD Tk 4,461.002 million (US$ 65 m) in November 2010. GoB
had also approached the Donor agency, the Kuwait Fund for Arab Economic Development
(KFAED) for funding the construction of the project. The agency together with the Embassy
of Kuwait made a site visit on 30 th January 2011 and has advised the GoB to submit a
Techno-Economic Feasibility Study to enable them to judge the Economic Viability of the
project prior to sanctioning of the fund. The main objective of establishing the Technoeconomic
viability analysis for this project is to obtain the necessary funding from the GoB
identified KFAED Funding organization as the donor agency for this project.
Accordingly, RHD has entrusted BCL Associates Ltd. in joint venture with STUP
Consultants P. Ltd of India with the Project for Preparation of the Feasibility Study Report.
1.3 Scope of Consultancy Services
The Consultant has to conduct all the required field surveys, investigations and data
collections including socio-economic and environmental investigations, data analysis,
carryout the selection of bridge location, prepare preliminary design and cost estimate and
finally conduct the techno-economic viability analysis, all as per acceptable professional
standard and sound engineering practice, to fulfill the objectives of the project.
The Consultant has planned, in consultation with RHD to execute the project in distinct 2-
Phases. The 1 st Phase is for preparation of a Draft Feasibility Study Report covering the field
studies, data analysis schematic design of the bridge and approach road together with
preparation of essential GA drawings and cost estimate and to prepare the Techno-Economic
viability report within a RHD’s desired shortened time of 4-months as against the tight
contractual period of 5 months and the 2 nd Phase was intended to cover the preparation of
Final Report incorporating the impact of all the expected comments from the competent
authority on the Draft Report together with preparation of Design Calculations for analysis of
the selected option of the schematic designs.
Broad activities for each phase are as follows:
Phase-1: Preparation of Draft Feasibility Study Report, Comprising of :
• Alternative Bridge Locations Study and Selection of Bridge Location, consisting of
� Reconnaissance surveys to identify the possible alternative Bridge Locations
including connectivity of the access roads for each alternative
� Morphological survey for river bank shifting information for 22 years (1989 to 2010)
in the vicinity of the bridge location, and finding out the alternative bridge location
for stable bank location, with or without River Protection Work
� Hydrographic survey of the river covering sufficient upstream and downstream of
the proposed bridge alignment
Final Feasibility Study Report, June 2011 Volume-1 Main Report Page 1-4

Feasibility Study of Lebukhali Bridge BCL-STUP JV
� Topographic survey of the proposed bridge location including the viaduct and
approach road
� Conduct the preliminary land acquisition and resettlement study at each
alternative Bridge Location to assess the Cost of Social and Resettlement impact of
each alternative, including the cost of Access Road for each alterative
� Carry out indicative design and cost estimate including the Social and
Environmental impact for each alternative
� Analysis of all data and selection of appropriate Bridge Location in Consultation
with RHD
A bridge Location map showing alternative Bridge Location is enclosed in Figure 1.1.3.
• Collection of Mouza maps and carry out Hydrological and Hydraulic study including
Navigational clearance requirement and river bank protection requirement.
• Carry out Geotechnical Investigation along the proposed bridge alignment within the
River bed at char location as well as on lands and for sub-grade strength of material for
pavement design.
• Conduct Traffic Survey and carryout the Traffic projection forecast for economic
evaluation.
• Fixing of Bridge alignment and Approach Road alignment.
• Carry out Schematic Design of the bridge structures, substructures, Foundations
and Abutments.
• Carry out Material Study and Preliminary Pavement Design.
• Carry out Resettlement, Social and Environmental impact studies and mitigation
requirements.
• Prepare the cost estimate for the bridge, the Approach roads, River Protection
Work and the necessary improvement to all Access Roads including Land Acquisition
cost and Social and Environmental mitigative cost.
• Perform Techno-economic Evaluation.
Phase-2: Preparation of Final Feasibility Study Report, Comprising of :
• Incorporation of comments from the competent authority on the Draft Feasibility Study
Report and carrying out the remaining work of Phase-1.
• Preparation of Analysis and Preliminary Design for the selected option of the
schematic design and making necessary revisions to the drawings, and
• Preparation of revised cost estimate and the revised Economic Analysis, if required.
Accordingly above and as per the directive of RHD, the Consultants completed the Phase-1
work and submitted the Draft Feasibility Study Report (DFSR) on time at the end of 4 th
month on 09 June, 2011.
RHD forthwith examined the DFSR, gathered their comments and asked the JV Consultants
for a presentation of the DFSR on the 15 th June, 2011 in the conference room of the Chief
Engineer, in the presence of all the concerned RHD officials.
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
Final Feasibility Study Report, June 2011 Volume-1 Main Report Page 1-6

Feasibility Study of Lebukhali Bridge BCL-STUP JV
The presentation was conducted on the 15 th of June 2011 in presence of all the concerned
officials of RHD and their JICA Expert and was followed by exhaustive discussions among
all the concerned officials. Clarifications were given by the Consultants to all the queries
raised in the discussions.
RHD accepted the Consultants proposal for the bridge location at Alternative-1 location
along the existing N8 route across the river Paira and through the existing ferry ghats, this
being the least cost techno-economic solution and most environmental friendly as well.
RHD also communicated to the Consultants regarding their preference of choice for the
extradosed type PSC Box Girder as in option-2 of the Consultants report.
Finally, RHD concluded that they are happy with the present state of Draft Feasibility Study
Report and the Consultant shall forthwith finalize and submit the Final Feasibility Study
Report in its present condition, with inclusion of incorporation of their comments made
during the presentation as soon as possible within again at a shortened time before the end of
June 2011.
1.4 Outline of the Report
The Final Feasibility Study Report contains the findings of the Preliminary Field Surveys and
Investigations, Bridge Location Study, Schematic Design and Cost estimates, Environmental
and Social impact Studies including their mitigative measures and the effect of incorporation
of comments made by RHD during the presentation of DFSR and the results of revised
Techno-Economic analysis of the project.
This Final Feasibility Study Report is being presented in 3 Volumes as follows:
VOLUME-1 MAIN REPORT, containing
Bridge Location Plan
Executive Summary
Abbreviations
Record Notes of Meeting in the Form of Comments Matrix on DFSR
Chapter-1 Introduction
Chapter-2 Bridge Locations and Approach Roads Study
Chapter-3 Traffic Study and Forecast
Chapter-4 Geotechnical and Materials Study
Chapter-5 River Hydrology and Hydraulic Study
Chapter-6 Preliminary Engineering
Chapter-7 Social Impact, Resettlement and Socio-Economic Study (covered in Chapter 8)
Chapter-8 Environmental Impact Assessment
Chapter-9 Economic Evaluation of the proposed Lebukhali Bridge
Chapter-10 Conclusion and Recommendation
Final Feasibility Study Report, June 2011 Volume-1 Main Report Page 1-7

Feasibility Study of Lebukhali Bridge BCL-STUP JV
VOLUME-2 APPENDICES
Appendix-1 Bridge Location Study
Appendix-2 Topographic and Geometric Design of the Bridge and Approach Roads
Appendix-3 Geotechnical Investigations along the Proposed Bridge Alignment
Appendix-4 Hydrographic Survey of the River at Proposed Bridge Location
Appendix-5 Traffic Survey Report
Appendix-6 Schematic Design of Bridge and Approach Roads
Appendix-7 Cost Estimate Detail
VOLUME-3 DRAWINGS
Section - 1: PSC Box Girder (Option-1) Bridge’s General Arrangement Drawings
12 nos. drawings as per list of drawings in Volume-3*
Section - 2: Extradosed PSC Box Girder (Option-2) Bridge’s General Arrangement
Drawings
11 nos. drawings as per list of drawings in Volume-3*
Section - 3: Topographic Survey Drawings
10 nos. drawings as per list of drawings in Volume-3*
Section - 4: Geometric Design Drawings of the Bridge and Approach Roads for 2-
Alternative Locations
17 nos. drawings as per list of drawings in Volume-3*
Section - 5: River Training and Protection Works Drawings
4 nos. drawings as per list of drawings in Volume-3*
Section - 6: Hydrographic Survey Drawings
2 nos. drawings for River Cross Sections as per drawings list in Volume-3*
Section - 7: Land Acquisition Plans Drawings
2 nos. drawings as per list of drawings in Volume-3*
Section - 8: Beautification Drawings*
(Covered in Comment Matrix) Volume-3**
Section - 9: Solar Power and Lighting Drawings
3 nos. drawings as per list of drawings in Volume-3*
Note: * The drawings enclosed in section-1 although to section 9 prepared as per the in principle guidance
of the Team Leader could not be checked by the Team Leader during Phase-1, due to shortage of
time. These drawings were intended to be checked during Phase-2. However, as per RHD’s
instruction during presentation of DFSR on 15/6/2011, no further work has been done except
incorporation of RHD’s comments.
** Beautification scheme has been covered in the comment matrix and a lump sum provision has been
made in the cost estimate. Drawings have not been prepared as stated in the comment matrix.
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
CHAPTER 2: BRIDGE LOCATIONS AND APPROACH
ROADS STUDY
2.1 Introduction
As per the Terms of Reference (ToR), the Consultant shall work out all possible bridge
locations and approach embankment including river cross sections, provide a comparative
study and recommend the best for consideration by the Government. Further the Consultant
shall perform all necessary field surveys and investigations at the proposed bridge location.
The time allotted for selection of bridge location after conducting all necessary surveys and
investigations at the proposed bridge location, data analysis and carrying out the necessary
preliminary design, prepare the drawings and the cost estimate, conduct the techno-economic
analysis and prepare and submit a Draft Feasibility Study Report was within 5 months and
the Final Report within 6 months.
In the pre-proposal meeting the bidders requested to increase the time from the proposed 6
months to 9 months due to the large amount of field work involved.
At the out-set of starting the Feasibility Study by the Consultants Team, RHD stated that their
higher authorities desires that the Draft Feasibility Study Report be submitted within a
shortened period of 4 months, instead of the allotted 5 months. This was further complicated/
shortened by the visa requirement of the International Team Leader for his input requirement
stretched over the entire 6 months.
Under the circumstances it was discussed and agreed between the Consultant and RHD that,
the Consultants could be allowed to start the necessary field works and investigation
immediately at the most probable selected location from the detailed reconnaissance site visit
by the Consultants Team and then prepare the justification of bridge location for the same
after the field investigations and studies.
Accordingly and to make the optimum use of time and resources, the Consultant had divided
this feasibility study into 2 Phases. Broad activities under each phase have been stated under
section 1.3 of this report.
2.2 Bridge Locations Study
The Consultant undertook this study and the details of this study are presented in Volume-2,
Appendix-1 titled ‘Bridge Location Study’. As detailed here in after, in this study report, the
location along the existing alignment of Barisal-Patuakhali Road (N8) designated as
Alternative-1 has been seen as the most desirable proposed alignment location from all
aspects of techno-economic and socio-environmental studies.
2.2.1 Salient Features of Alternative Bridge Locations Study and selection of Bridge
Location
As stated in section 1.3 of this report, this study includes the following broad activities:
• Detailed Reconnaissance Survey of all possible Bridge Locations and probable
approach roads locations.
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
• Morphological Survey
This study has been conducted keeping in mind to collect information for river bank
stability and/or shifting of river course, if any, in the vicinity of the probable bridge
location covering nearly 5 km upstream and 5 km down stream of the existing N8
alignment across the river. Available satellite maps of this area between the years 1989 to
2010, covering a period of 22 years has been collected and analyzed by super impositions
of these maps on a single map. The detail of this study together with all the maps has
been presented in Chapter-5 of this report.
It may be observed from this superimposed map that from the stability of river bank point
of view, 4 alternative locations marked 1, 2, 3 & 4 as shown in the enclosed Figure 2.2-1
are possible.
However, alternatives 3 and 4 are nearly 3 km downstream and 3 km upstream
respectively, although the river banks are most stable at these locations. The RHD’s latest
road network at this area shows that there is no existing road network at these locations.
Therefore a bridge at these 2 locations will need nearly 4.5 km new approach road at each
bank and will cause substantial disturbance to the people and environment. Therefore,
these two alternatives were not considered any further, and the other two alternatives 1
and 2 with necessary River Protection Works remained viable from bank stability point of
view.
• Hydrographic Survey
This survey has been conducted covering sufficient upstream and down steam areas from
the existing N8 route.
Detail of this hydrographic survey has been repeated in Chapter-5, Volume-1, and the
river bed contour maps have been included in section 6 of Volume-3 of this report.
It may be observed from these river bed contour maps that there is a substantial
depression along Alignment-1 with steep river bank slope on the southern bank. The
desired location avoiding this deep river bed depression is available around 300m
downstream of the existing N8 route. However, there is an Electrical High Tension Power
line at this location. Therefore, Alignment-2 has been chosen around 250m downstream
instead of 300m downstream.
• Topographic Survey
This study has been conducted along the Alignment-1 route covering nearly 2 km on each
bank Alignment of the proposed bridge and approach roads have been shown in the
topographic map. Detail of the topographic survey has been reported in Volume-2,
Appendix-2, and the topographic survey drawings are presented in section 3 of Volume-3.
• Conduct the Preliminary Resettlement Study for the Two Alternative Bridge Locations
to estimate resettlement costs, land acquisition cost and environmental mitigative cost,
detail of which are presented in Chapter-8 of this report.
• Carry out indicative design and cost estimate including the Social and Environmental
impact of each alternative as shown in Table 2.2-1 and 2.2-2 for option-1 and option-2
respectively.
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Table 2.2-1: Comparison of Project cost of Alternative Alignments for Bridge Option 1
(Twin Box type)
Sl.
Description
Amount (BDT in million)
No.
Alternative-1 Alternative-2
1 Project cost for Total Bridge 2,801.71 2,801.71
2 Project cost for Approach Roads 99.54 115.37
3 River Training Works 178.82 178.82
4 Environmental Management and Land Acquisition &
Resettlement Cost
i. Land 45.00 108.13
ii. Trees 0.60 15.00
iii. Crops - 0.40
iv. Fisheries 0.20 0.20
v. Rehabilitation 22.00 29.20
vi. Relocation 0.20 1.50
Sub-total of Sl. 4 68.00 154.43
Total 3,148.07 3,250.33
Table 2.2-2: Comparison of Project cost of Alternative Alignments for Bridge Option 2
(Extradosed type)
Sl.
Description
Amount (BDT in million)
No.
Alternative-1 Alternative-2
1 Project cost for Total Bridge 3,064.72 3,064.72
2 Project cost for Approach Roads 98.58 115.37
3 River Training Works 178.82 178.82
4 Environmental Management and Land Acquisition &
Resettlement Cost
i. Land 45.00 108.13
ii. Trees 0.60 15.00
iii. Crops - 0.40
iv. Fisheries 0.20 0.20
v. Rehabilitation 22.00 29.20
vi. Relocation 0.20 1.50
Sub-total of Sl. 4 68.00 154.43
Total 3,410.12 3,513.34
2.3 Selection of Bridge and Approach Roads Locations
Bridge Location Study
Selection of a bridge alignment on a specified road network route depends mainly on river
width, river geometry, navigational clearance requirement, historical change in the river
course, required length of approach road for a specific alignment and availability of land and
its acquisition are for the bridge approaches.
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The Consultant have undertaken detail bank line stability study of river Paira covering about
3.5 km upstream and 4.5 km down stream of the existing ferry ghat and the hydrographic
survey covering sufficient upstream and downstream of the river.
From the above study it appears that there is significant bank shifting during 1989 to 2004
along the river course both in the upstream and downstream of the existing ferry ghat. Stable
river bank however is available at about 3 km down stream and 3 km upstream of the present
ferry ghat.
Concluding from Hydrographic Survey, the Alignment-1 to locate the bridge along the
existing roads connecting the existing N8 route will involve minimum additional land to be
acquired for the bridge approach. The width of the river at this location is minimum but the
depth is quite high along with it’s steep bank slope at Patuakhali end. A deep pocket with
river bed level between -20 to -28m PWD also exists at Patuakhali end near the existing ferry
ghat.
The Alignment-2 is at about 250m downstream because at this place the river depth is about
20m and the side slope of river bank is mild, but the main problem is the existence of a high
voltage transmission line of 300m down, which crosses the river at this place. There fore
Alternative-2 has been chosen at 50m away from this power line.
The 3 rd Alternative may be at 3 km down stream of the ferry ghat where the river banks are
stable and no significant bank shifting has occurred during last 22 years. However this will
involve nearly 4.5 km of approach road embankment on each side through valuable
agricultural land and home stead land which may not be acceptable by the local community
and will not be economical.
The 4 th Alternative is at about 3 km upstream where the river is also more or less stable but
the required length of approach road of nearly 4.5 km in each bank will make the project
more costly and unacceptable.
Therefore, considering the above aspects, the Consultants feel that the Alignment along
Alternative-1 would be the most suitable location for the bridge. The bank erosion problem
shall be mitigated by taking appropriate protection measures as no bank shifting occurred
during last 6 years after BWDB has taken up the bank revetment works.
The report concludes that the proposed Lebukhali Bridge at Alternative-1 location along the
existing N8 crossing would provide the minimum project cost with minimum disturbance to
the existing properties and with maximum benefit for the techno-economic evaluation.
Therefore, Alternative-1 location has been suggested by the Consultant for the proposed
bridge and approach roads location.
During the presentation of the Draft Feasibility Study Report on 15-06-2011, RHD accepted
the Consultants proposal for the proposed Lebukhali Bridge at Alternative-1 location along
the existing N8 route crossing the Paira River.
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
CHAPTER 3: TRAFFIC STUDY AND FORECAST
3.1 Background and Objective
Lebukhali ferry across the river Paira is the only major ferry crossing (about 600 m long) still
exists on N8 in between Barisal, Patuakhali, Kalapara and Kuakata. N8 highway connects the
entire south and southwest regions of the country with the capital city Dhaka via Mawa –
Charjanajat ferry crossing over the mighty Padma. Previously there were number of large
ferries after Bhanga, the junction of N8 with N805 towards Khulna and Mongla and N804
towards Faridpur. All other major ferries en route Bhanga-Barisal-Patuakhali-Kuakata are
already connected by bridges such as: Shikarpur, Doarika, Dapdapia and Patuakhali, etc.
Bridge construction projects have already been undertaken on three other minor existing
ferries at Kalapara, Mohipur and Hajipur in between Amtali and Kuakata which are expected
to be completed within 2015. The construction of the Padma Bridge is on the highest priority
agenda of the government, design preparation, financing arrangement, etc have been finalized
which may start anytime soon.
Traffic data and information is the basic requirement for any transport development plan
including road network development or bridge construction. For Lebukhali Bridge Feasibility
study the Consultants planned for traffic survey and studies along with other technical and
engineering investigations. The objectives of the traffic survey were to collect data on the
existing traffic at selected points on the roads and compare them with the existing ferry traffic
data to confirm the traffic on the road. The traffic volume counts surveys have been
conducted at three selected locations on the National Highway N8. The locations are: (i)
Barisal-Lebukhali ferry ghat, Barisal End; (ii) Patuakhali-Lebukhali ferry ghat, Patuakhali
End; and (iii) Kalikapur on Patuakhali-Amtali-Kuakata road. All points are on the corridor, 2
near the crossings and another beyond Patuakhali town to get the present normal traffic flow
by directions. O-D surveys have been conducted simultaneously along with traffic count
survey to understand the pattern of traffic movement. The survey points have been selected in
such way that ferry crossing traffic may be interviewed and assessed.
Several transport studies had been conducted in recent years in the region under donor
financed projects such as SRNDP, Padma Bridge Construction, Priority Roads Project for
improvement of N8 corridor into 4-lane, ADB Corridor Improvement Project, Southwest
Rural Infrastructure Project, Tourism Promotion in Kuakata and Sundarban and so on. The
Consultants reviewed those reports and collected ferry traffic data from Lebukhali and
BIWTC to know and update the traffic on the selected corridors. The traffic data so collected
was analyzed and estimated the annual average daily traffic (AADT).
3.2 Survey Methodology
3.2.1 Methodology Traffic Survey/Transport Study
Following sections describe the methodology of traffic surveys and transport studies of
Lebukhali Feasibility Study. Transport study included collection of secondary data from
published materials of BBS, Planning Commission, RHD Economic and HDM Circles, etc as
well historical ferry traffic data from RHD regional and divisional offices, BIWTA, BIWTC
and other sources. Traffic surveys included manual classified traffic counts at 3 locations,
carrying out passenger and freight O-D, boat passenger survey and waiting time survey for
vehicles and passengers at ferry ghats. This also included interviewing vehicle drivers,
private ferry operators and RHD officials involved in ferry operation, servicing and
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maintenance costs, collected ferry procurement costs from central ferry procurement wing. In
course of transport study the Consultants reviewed recent study reports on various transport
projects such as Padma Bridge Project Preparation, Southwest Infrastructure Development
Project and feasibility of Priority Roads project.
3.2.2 Collection of Historical Data
The Consultants have collected historical traffic data as said from HDM Circle, Ferry
Divisions of Patuakhali and Barisal and RHD Ferry Wing provided procurement costs of new
vessels. RHD ferry data are recorded in a register every day from ferry operation and
compiled and preserved by month by Ferry Divisions. The Consultants collected four years
(2006, 2007, 2009 and 2010) ferry data with missing data for months from Patuakhali RHD.
However, the monthly ferry statistics provided a basis for estimating monthly and seasonal
variation of traffic on the route. Ferry traffics are different from road traffic and always found
less than normal traffic because of termination of many vehicles at ghats.
3.2.3 Road Traffic Survey
Traffic surveys were carried out at 3 selected locations for 5 consecutive days from 09 to 13
March, 2011 consisted of classified traffic counts, origin – destination interviewed and
vehicle waiting time survey. 2 Locations of survey were selected on Barisal-Patuakhali (N8)
in the vicinity of Lebukhali ferry on both sides and 1 location on Patuakhali-Amtali section of
R880. Descriptions of survey stations are as follows:
Station 1: Lebukhali ferry ghat, 500 meter away towards Barisal.
Station 2: Lebukhali ferry ghat, 500 meter away towards Patuakhali.
Station 3: Kalikapur, on Patuakhali-Amtali road, (4 km away from Patuakhali).
Out of 5 consecutive days traffic counts were carried out for 16 hours for 3 days and 24 hours
for 2 days respectively including week day and week ends. But O-D survey was conducted
for 16 hours all through 5 days. Additionally, waiting time survey i.e. time lost at ferry ghat
due to waiting and river crossing was also recorded at both ends of the ferry for 16 hours for
2 days.
3.2.4 Vehicle Classification
Directional counts were carried out manually for thirteen categories of vehicles, which are
presented in Table 3.2.4 below. These vehicle classifications are taken from (Manual Traffic
Count Instruction Guide of HDM Circle, RHD, December 1997). Survey was carried out
using the standard traffic count tally sheets used by the HDM Circle. The instruments also
include daily summary sheet and supervisors report. The survey time was for 24 hours (06:00
hour – 06:00 hour) for 2 days in 3 shifts of 8 hours each and for 3 days in 16 hours (06:00
hour – 10:00 hour) in 2 shifts of 8 hour each for week and non week days. Table 3.2.4
represents the standard RHD vehicle classification including non-motorized vehicles.
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Table 3.2.4: Vehicle Classification
Category Type Description
1 Heavy Truck Three or more axles, which includes multi-axle tandem trucks, Container
carriers and other articulated vehicles.
2 Medium Truck All 2-axle rigid trucks over three tons payload, typically 10-15 tons gross
weight. Agricultural tractors and tractors with trailers are also included.
3 Small Truck Small truck up to 3 tons payload and Jeep based conversion.
4 Large Bus More than 40 seats on 36 foot or longer chassis and double-decker buses.
5 Mini Bus Typical minibus having 16 to 39 seats.
6 Micro Bus Typical microbuses with 12/15 seats.
7 Utility Pick-up, jeeps and four-wheel drive station-wagons.
8 Car/Taxi All types of car used either for personal or taxi services.
9 Auto-rickshaw All motorized three wheel vehicles.
10 Motor Cycle All two wheeled motorized vehicles.
11 Bicycle All pedal cycles.
12 Rickshaw/Van All three wheeled non-motorized vehicle. Includes cycle rickshaw vans.
13 Cart All animal and manually drawn/pushed carts.
Source: Manual Traffic Count Instruction Guide of HDM Circle, RHD, 1997
3.3 Traffic Data Analysis and Presentation of Results
Traffic tally data was transferred to daily summary sheet by hours of counts and direction.
Traffic analysis was done to calculate the Average Daily Traffic (ADT) and Annual Average
Daily Traffic (AADT) from the volume count survey data. Establishing ADT means
calculating daily traffic for 24 hours irrespective of week and non-week days. The AADT is
equal to 1/365 th of the annual traffic volume irrespective of seasonal variation. The road
traffic are subject to hourly, daily and seasonal variations. Therefore, calculation of AADT
must include influence of those variations. Following three steps have been used for
converting the counted traffic into ADT and AADT.
• Convert 16 hours traffic count results into 24 hours traffic both for week days and
week ends.
• Calculate mean 24 hours traffic from three week days and two non-week day counts.
• Adjust the seasonal factors to ADT volume to estimate AADT.
The survey results are adjusted for hourly, daily and seasonal variation and presented in terms
of Average Daily Traffic (ADT) and Annual Average Daily Traffic (AADT). Volume of
motorized traffic only has been considered for presentation which includes potential traffic
diverted to the bridge. Table 3.3.1 presents the summary of traffic survey results, 2011.
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Table 3.3.1: Annual Average Daily Traffic at Selected Locations, 2011
Road Name Survey
location
Barisal-
Lebukhali
ferry ghats
Patuakhali-
Lebukhali
ferry ghats
Patuakhali-
Barguna road
Ferry Ghat
(Barisal End)
Ferry Ghat
(Patuakhali
Heavy
Truck/
Trailer/
Container
Medium
Truck
Small
Truck
Large
Bus
Medium
Bus
Micro
Bus
Utility Car Auto
Rickshaw
Motor
Cycle
Total
Motorized
3 160 39 119 237 173 237 77 189 695 1,930
2 166 39 110 189 132 360 79 125 1,507 2,711
End)
Kalikapur 14 117 47 100 207 101 633 51 294 2,042 3,605
Source: Lebukhali Bridge Feasibility Study, 2011
The results of survey on both ends of the ferry show that traffic was similar for 3 wheels and
above categories of motorized vehicles except for 48 medium buses terminated at Barisal
end. On the other hand Patuakhali end shows about 1000 more motor cycles than other end to
carry passengers of terminated vehicles at Barisal end. It can be rightly assumed that the
passenger traffic crossing the ferry by boat or otherwise are direct passengers and potential
traffic of the proposed bridge.
The details of traffic volume survey results are presented by date, location and road section in
Tables of Appendix-5.
3.4 Analysis of Traffic Count by Individual Station
3.4.1 Traffic on Barisal-Lebukhali Ferry Ghat, Barisal End
The Barisal-Lebukhali Ferry Ghat, Barisal End situated on the char land without any
settlement or market place unlike most of the river ghats. Therefore, it is not a traffic
generating and terminating point of its credit. The data show that the shares of trucks (heavy,
medium and small truck), buses and light vehicles was about 10.49%, 18.44% and 71.07%
respectively of total of 1,930 motorized traffic. The traffic analysis by category is shown in
the Table 3.4.1 below and the detail results of traffic survey in this ghat are presented in
Table 5A in Appendix-5.
Table 3.4.1: AADT Composition of Barisal-Lebukhali Ferry Ghat, Barisal End
Category of traffic Total traffic % of total traffic
Heavy Truck/Trailer/container 3 0.17
Medium Truck 160 8.28
Small Truck 39 2.04
Large Bus 119 6.18
Medium bus 237 12.26
Micro Bus 173 8.98
Utility 237 12.28
Car 77 3.99
Auto Rickshaw 189 9.80
Motor Cycle 695 36.01
Total 1,930 100.00
Source: Lebukhali Bridge Feasibility Study, 2011
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3.4.2 Traffic on Patuakhali-Lebukhali Ferry Ghat, Patuakhali End
The Patuakhali-Lebukhali Ferry Ghat at Patuakhali End is situated on the permanent
approach, market place and settlement around. Some traffic also generates and terminates at
this ghat. The share of trucks, buses and light vehicles was about 7.66%, 11.05% and 81.29%
respectively, of the total 2,711 motorized traffic. Among the motorized traffic motor cycle
constitutes about 56 percent. Whereas, on the other side of the ferry it was 36 percent.
Growth and use of motor cycle as a commercial vehicle to carry passenger on hire is a recent
phenomenon. Unemployed educated youth provide the service for passengers traveling
medium range distance of 20-80 km. This has slowed down the growth of NMT as well as
improvised intermediate motorized vehicles like Auto-rickshaw/Tempo. The traffic analysis
is shown in the Table 3.4.2 below:
Detail results of traffic survey in AADT including NMT by location and date are presented in
Table 5B in Appendix-5.
Table 3.4.2: AADT Composition of Patuakhali -Lebukhali Ferry Ghat, Patuakhali End
Category of traffic Total traffic % of total traffic
Heavy Truck/Trailer/container 2 0.08
Medium Truck 166 6.14
Small Truck 39 1.44
Large Bus 110 4.08
Medium bus 189 6.97
Micro Bus 132 4.87
Utility 360 13.30
Car 79 2.90
Auto Rickshaw 125 4.61
Motor Cycle 1,507 55.61
Total 2,711 100
Source: Lebukhali Bridge Feasibility Study, 2011
3.4.3 Traffic on Patuakhali-Amtali- Kuakata Road
Patuakhali-Amtali-Kuakata road is a continuation of N8 after Patuakhali as Regional Roads
R880 and R881. After the development of Kuakata as a full fledged Tourist Spot the roads
might be upgraded to become part of N8. The share of trucks, buses and light vehicles was
about 4.93%, 8.53% and 86.54% respectively of a total 3,605 motorized traffic. Share of
motor cycle was 57 percent symbolizing similar phenomenon. The traffic analysis is
presented and shown in the Table 3.4.3 and the detail results of traffic survey in AADT
including NMT are presented in Table 5C in Appendix-5.
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Table 3.4.3: AADT Composition of Patuakhali-Amtali-Kuakata Road, R880
Category of traffic Total traffic % of total traffic
Heavy Truck/Trailer/container 14 0.40
Medium Truck 117 3.24
Small Truck 47 1.29
Large Bus 100 2.77
Medium bus 207 5.76
Micro Bus 101 2.80
Utility 633 17.55
Car 51 1.41
Auto Rickshaw 294 8.15
Motor Cycle 2,042 56.64
Total 3,605 100
Source: Lebukhali Bridge Feasibility Study, 2011
3.4.4 Non-Motorized Traffic
The NMT on the existing road was found to be small in relation to motorized vehicles unlike
other major roads in other regions of the country. On the north side of the ferry (Barisal End)
there has been no township or settlement around the ghat as a result few NMT (67 bicycles
and 99 rickshaws) was found during the survey. On the south side of the ferry (Patuakhali
End) there is a market place and a township nearby (Dumki) and settlements as a result few
hundred (82 bicycle and 322 rickshaw) NMT was found. The growth of NMT looks slow in
the area and available motor cycle service may have caused the slackening growth. Normally
long bridges such as Lebukhali on the highways are toll bridges and NMT is not allowed to
pass over the bridges to avoid accident hazards or otherwise. Moreover methodology of
economic evaluation of bridges and highways normally excludes estimation of NMT benefits
suspecting highly subjective judgment. However, the projection of NMT is made for the
whole of projection period.
3.5 Origin-Destination Survey
Origin-Destination surveys were carried out to establish the current movement pattern of
passenger and freight in the project influence zones and know the possible diversion to the
new facilities. OD information should include origin, destination, purpose of journey, mode
of transport used, fare or freight, distance traveled, time required for travel, waiting time, etc.
This helps calculate the possible traffic diversion, if any, to new facilities from different
alternative existing modes and routes for economic benefits. The origin-destination survey
was carried out at both approaches of proposed Lebukhali Bridge and at Kalikapur on
Patuakhli-Amtali-Kuakata road simultaneously with classified traffic counts survey. In all
825 loaded trucks and 737 passenger buses of different configuration were intercepted and
interviewed. Standard questionnaire and format was used to carry out the OD survey for
passengers and freight. Questionnaires, results are presented in Appendix-5.
3.5.1 Passenger Vehicle OD
Passenger Vehicle OD information included origin, destination, purpose of journey, mode of
transport used, fare charged, distance traveled, time required for travel, etc. Individual
passenger OD was not done for obvious reason of time constraints. Among the total of 737
vehicles 534 passenger bus and 203 car and microbus were interviewed. Major origins of
passenger vehicles were found Patuakhali (36%), Barguna (30%), Barisal (9%), Dhaka
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(11%), Khulna (8%) and Chittagong (3%). Major destinations were Patuakhali (29%), Dhaka
(20%), Barguna (15%), Barisal (12%), Pirojpur (6%) and Khulna (4%). Patukhali includes
the places of Kuakata and Kalapara. As mentioned earlier that Kuakata Sea Beach is the
second sea beach in the country and place of tourist attraction and Kalapara is the major
township in the coastal area provides IWT to coastal islands. Dry months are tourism season
when traffic peaks. The survey result indicated that 70% of buses travel within the region
(Barisal Division) providing local services and rest 30% were inter-district services traveling
from and to distant places like Dhaka, Khulna, Chittagong, Rajshahi and other places to
Patuakhali and Kuakata. Most of the passengers of 193 cars and jeeps interviewed were
found traveling from greater Dhaka area to Kuakata. This indicates that travel demand for
tourism industry is growing in this route.
3.5.2 Freight Truck OD
The freight truck OD survey was carried out in the same 3 spots as traffic counts done for 5
days. This was carried out to understand the movement pattern of goods commodities to and
from Patuakhali and Barguna areas. The information asked for included the origin,
destination, type of commodity carried, weight of cargo, freight and time traveled. This
involved interviewing drivers of 825 trucks of different configurations – large, medium and
small. Major origins of trucks interviewed were Patuakhali (41%), Barisal (21%), Barguna
(12%), Dhaka (8%) and Khulna (2%). Major destinations are also Patuakhali (37%), Barguna
(18%), Barisal (18%), Dhaka (8%), Khulna (6%) and Kushtia (2%). Of the total 634 trucks
were interviewed at both ends of Lebukhali Ferry proposed location of bridge. Table 3.5.2
below describes the movement of trucks.
3.5.3 Freight Traffic: Commodity
Commodity OD was carried out to understand the movement pattern of goods in the area.
All commodities transported are classified into 14 major categories of goods presented in
Table 3.5.3 in Appendix-5. The supplies of food grain, consumer goods, grocery items, edible
oil, clothing and garments, cement and other construction materials, petroleum products,
electronics, medicine, machinery and equipment, etc received by Patuakhali in 302 trucks and
Barguna 146 trucks mainly coming from cities on the other side of the ferry i.e. from Barisal
175 trucks, Dhaka 88 trucks, Chittagong 18 trucks, Khulna 31 trucks and from greater
Faridpur 23 trucks. Potatoes, spices, carp fishes, machinery produced of local engineering
workshops, imported fruits, etc are coming from Jessore 10 trucks, Bogra 19 trucks and other
northern districts 27 trucks. On the other hand cities such as Dhaka, Khulna, Barisal has been
receiving supplies of sea fish, hilsa fish, vegetables, water melon, fire woods, timber logs,
local fruits from Barguna by 96 and Patuakhali by 338 trucks respectively. The results of the
commodity OD is presented in Table 3.5.2 in Appendix-5.
3.5.4 Travel Time Delay Survey
Travel time delay survey was done at Lebukhali ferry crossing simultaneously with Traffic
Count Surveys in March 2011. The survey included vehicle waiting time, ferry crossing time
and embarkation and disembarkation time survey. For vehicle waiting time about 600
vehicles of different category were surveyed for arrival time at ghat, waiting time at ghat,
departure time of ferry, arrival time of ferry at other ghat and embarkation and
disembarkation time. The result of the survey showed that average waiting time was 28
minutes for all vehicles and average ferry crossing time was 8 minutes. Ferry loading and
unloading time for vehicles takes 10 minutes in both ways. Maximum delay was found to be
1.15 hour and minimum 11 minutes and average ferry crossing time was observed as 8
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minutes. December to March is very quite season in a year when the rivers in coastal area
remains calm and quite and ferry can cross the river easily in high and low tide situation. But
in rest of the year the rivers remain vulnerable and rough particularly during high tides and
ferry takes much more time to cross the river. It was reported that during high tide in full
moon period in monsoon season traffic remain suspended for hours due to over flooding of
shores and inundation of gangways. Considering all the above situations the average existing
vehicle waiting time was considered as 1 hour. The results of the survey are presented in
Appendix-5.
3.6 Approach to Traffic Forecast
It is necessary to make long-term (30 year) traffic forecast based on traffic survey report and
other pertinent factors for the proposed bridge and approach road covering the time horizon
of economic analysis period of the project for the following decision support purposes:
• Designing the bridge and approach roads for the forecasted traffic and the design life
of the bridge and approach road; and
• Assessing the economic viability of the investment on the proposed project over the
time horizon of economic analysis.
Potential traffic on the bridge project comprise of
• Normal Traffic
• Diverted Traffic and
• Generated/Induced Traffic
The estimation process of above mentioned traffic type has been described in the following
paragraphs 3.7 through 3.9.
3.7 Estimation of Traffic on the Bridge
It is expected that the construction work of Lebukhali Bridge will start in mid- 2014 and
complete in early 2017 and opened to traffic soon after completion. Time line of the project is
considered as follows: Feasibility Study in 2011, review, acceptance and approval of the
Feasibility Report within 2011, completion of Tendering process and Consultants selection
for detailed technical studies and design, and searching financing arrangement, etc in 2012,
preparation of detailed Engineering Design and social and environmental Compliance studies
in 2013, Donors negotiation, processing for tendering for selection of contractors and
Consultants, early 2014, and Construction Phase in 2014-2017.
The proposed bridge will provide N8 as a direct ferry free connection between Dhaka,
Chittagoong, Sylhet and rest of the country with Patuakhali, Barguna and Kuakata sea beach
after the construction of the Padma Bridge at Mawa after 2017. The proposed Padma Bridge
at Mawa is supposed to be opened to traffic some time in 2015. This will benefit whole
country providing uninterrupted connection by road particularly the south western region.
Construction of Lebukhali Bridge will enhance the benefits of construction of the Padma
Bridge further to southwest districts.
The estimation of traffic on the Lebukhali Bridge will start from the existing normal traffic of
2011 which will grow usually with the growth of population and economic scenario of the
country without bridge situation till 2015. As soon as the bridge is constructed in 2017 the
diversion of traffic is assumed to be happened from other modes particularly from IWT and
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other alternative surface routes. The impact of the bridge will also inspire traffic generation
because of improved facilities and cheaper transportation. The projection of the bridge for 30
years after opening in 2017 will be made considering normal, diverted and generated traffic.
3.7.1 Estimation of Normal Traffic
The normal traffic is considered as the existing traffic of a transport system. Normal traffic on
this road is estimated combining the present road traffic AADT presented in Tables 2.4.1 and
2.4.2 calculated from the traffic counts of March, 2011 at the fixed ferry crossing points. The
combined AADT was found to be 1799 motorized vehicles including motor cycle and 469
NMT including bicycle and rickshaw. This has been calculated smoothing out seasonal and
variations affecting the normal traffic. Normal traffic is the function of population of the
influence zone, economic activities and distance of centers of trade and commerce from the
locality and travel habit of the inhabitants. The growth of normal traffic is considered 1% less
than national level traffic growth due to backward economy and slower traffic growth.
3.7.2 Estimation of Diverted Traffic
Diverted traffic at a new facility is estimated from the possible points of diversion such as
neighboring alternative roads, waterways and railways as well as diversion from possible
modes of traffic such as pedestrian to vehicular traffic, NMT to MT and so on. The Barisal-
Patuakhali section of N8 is a straight and unique alignment and has no alternative routes in
between pools of rivers. Very few local roads have branched out from it. Therefore the traffic
as present time will ply direct from Barisal to Patuakhali and beyond. Possible diversion of
traffic will take place is from long distance IWT traffic at Dhaka and Narayanganj. Because
of improvement of the road and ferry services in recent years the IWT traffic from Barisal to
Patuakhali has already stopped. The existing ITW service from Barisal–Barguna will
continue to carry traffic due to convenience of east-west travel to and from riverine centers.
There is little possibility of diversion of traffic from local rural roads on the west of
Patuakhali due to alienation of places by river gaps. However, the Consultants have estimated
half of the existing passenger traffic as possible diversion of IWT long route traffic Dhaka-
Patuakhali and Dhaka-Barguna route to the bridge.
3.7.3 Estimation of Generated Traffic
The generated/induced traffic is grown from the development process in the project area.
Better road connectivity (shortening of route length and reduction of roughness), reduced
vehicle operating cost and travel time cost will generate traffic in the project area. The
generated traffic on the bridge is assumed to be 70% of the base year traffic comprising of
normal and diverted traffic. The generation of traffic takes usually 3 years time to be realized
after the opening of the bridge. For ease of estimation all the generated traffic is attributed to
the existing traffic in opening year 2017.
3.8 Growth Rates and Traffic Forecast
The Government has given special attention to develop Kuakata as a Tourist spot and
undertook planning for its development. During the tourist season (November-February),
more light vehicles and passenger buses travel than usual months towards Kuakata from
different parts of the country using Lebukhali ferry. After the bridge the traffic will increase
in large scale while Kuakata will be also grown with all infrastructure facilities, logistics and
residential accommodations.
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
Barisal, Kalapara, Patharghata and Hajipur are several fish landing centers for catches made
within the Bangladesh economic zone in the northwest Bay of Bengal. Fish is carried by
trawler and fishing boats up to the landing centers then after whole sale auction those are
carried to local markets at Patuakhali, Barguna, Barisal and further to Dhaka and other
consumption centers by truck. During peak fishing season catches require more supplies of
ice, storage facilities and large number of trucks to carry them inside all-over Bangladesh.
The Government has been recently discussing to construct a Third Sea Port in the coastal area
under Patuakhali district. Although, it is a possibility in future but will take long time to plan
and develop. But if it is a reality the location of the port is likely to be selected within
influence zone of the N8 and the proposed bridge will be a connecting point. The port
development still in conceptual stage and no study has been done yet, as a result no additional
traffic on the bridge has been considered.
There are number of Motor Cycle (as compared to other types of traffic) at ferry ghat to carry
passengers (on hire basis) within greater Patuakhali and part of Barisal from & to Lebukhali
ferry ghat. There will be a gradual change in modal share affected by the shift as soon as the
Lebukhali Bridge is opened to traffic. Thus the journey will not end at or start from
Lebukhali ferry ghat. Then there will be continuous trips of four wheelers having safe and
time saving journey to carry passenger among those locations.
The Padma Bridge is expecting to be opened within next four years. Then there will also be a
time saving for the traffic using Lebukhali Bridge as soon as the construction of bridge is
completed. Some 50% of the passenger presently using launch to travel from Sadar ghat
(Dhaka) to Patuakhali or vice-versa will be diverted or attracted to use road.
An ADB funded feasibility study project (Project Preparation Technical Assistance; TA
7383-BAN called as Priority Roads Project) of RHD is on going covering Faridpur- Barisal
& Dhaka-Mawa-Bhanga roads having linkage with Barisal-Patuakhali (Lebukhali Bridge)
road. It is expected that the out come of this study will recommend improving the roads to 2lane
dual (4-lane with median) carriageway. The scenario of Barisal-Patuakhali road will
change largely at the end of Priority Roads Project.
3.8.1 Growth Rates Forecast
Traffic forecast for Lebukhali Bridge is made under following assumptions: (i) traffic in 2011
calculated from traffic count survey and OD at appropriate check points considered as normal
traffic on the road; (ii) normal traffic will grow at 6% which is less than national level growth
rate considering the road in moderate growth region and will continue until 2017; (iii)
diverted traffic is estimated from IWT O-D survey done for the Padma Bridge Project
Preparation Study in 2006 and applied for the year 2017; (iv) generated traffic is estimated
from the year 2017 (v) base year traffic is established for 2017 the opening year of the bridge;
(vi) The growth rates from 2011 will continue up to 2017 at 6% and applied for all types of
vehicle; (vii) higher growth is assumed and applied at 8% respectively for freight and
passenger accommodating initial years (2017-2022) due to joint acceleration of traffic after
opening of Padma and the proposed bridge; and (viii) declining growth rates are assumed
after 2023 as shown in Table 3.8.1; (ix) traffic projection made for 30 years from the base
year. The same growth rate is applied for all type of vehicles and presented in Table 3.8.1.
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Table 3.8.1: Traffic Growth Rates (2011-2037)
Years Trucks Buses Light vehicles
2011-17
2018-22
2023-27
2028-32
2033-37
2038-42
2042-47
3.9 Traffic Projection
6%
8%
7%
6%
5%
5%
5%
6%
8%
7%
6%
5%
5%
5%
Traffic projection is necessary requirement for designing the Bridge, the pavement and for
the economic analysis of the project. For a Bridge project, it is a standard procedure to adopt
an economic life span of the Bridge although design life of a bridge may be 100 year. For
economic viability analysis purpose economic life of the bridge is assumed 30 years after the
completion of construction of the Bridge expected to be in 2017.
However, for design of pavement life in Bangladesh normally considered 20 years subject to
the projected traffic does not exceed the saturation capacity of flow for designed width.
Normal traffic projection between the year 2011 and 2017 has been made using the accepted
traffic growth rate of 6% per annum between these years. The base year traffic data for 2017
was established combined for normal, diverted and generated traffic.
Traffic projection is made and presented in Table 3.9 for major classes of motorized vehicles.
The projection with all classes of vehicles including mile stone traffic at each 5 year interval
is presented in Table 3.10.
3.10 Summary of Finding for the Study
From the projection of total traffic data it is seen that assuming the maximum capacity of a 4-
Lane bridge and approach road as 30,900 motorized vehicles is expected to ply /day in 2047,
the terminal year of economic life.
Traffic volume capacity as estimated above differs from the conventional estimate or RHD
guide lines due to following reasons;
• Roadway factors like lane width, lateral clearance, shoulder width, provision or nonprovision
of NMV lane and NMV lane width, surface condition etc. which are not
same in Bangladesh as per conventional standards and most importantly.
• Level of service in Bangladesh for such express ways is designated as ‘E’ with overall
operating speed of below 50-60 km PH as against conventional desired level of
service factor of B with overall operating speed of 95 km PH.
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6%
8%
7%
6%
5%
5%
5%

Feasibility Study of Lebukhali Bridge BCL-STUP JV
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3.11 Conclusion
The above results and analysis is made on the basis of traffic study, manual traffic count
surveys, OD surveys and waiting time surveys at ferry points and other relevant locations as
well as reviewing different study reports. The traffic projection made and presented can be
used for road and bridge design as well as for economic cost-benefit analysis.
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
CHAPTER 4: GEOTECHNICAL AND MATERIALS STUDY
4.1 Geotechnical Investigation
4.1.1 General
One of the main purposes of this feasibility study is to prepare a preliminary design of the
bridge including the sub-structures and foundation and the preliminary design of the
pavement of the approach roads, with the intension of preparing a reliable cost estimate for
this study. Therefore, the Geotechnical Investigation has been planned and executed to assess
the necessary data required for the preliminary design of the bridge foundation and for the
preliminary design of the pavement structures of the Approach roads. Emphasis has been
given to assess the sub-soil profile under the river bed and along the bridge alignment on
land, and to assess the CBR Values for the design of approach roads pavement structure.
Accordingly, 5 nos. Bore holes (BH No: 1, 2, 3, 4 & 5), 1 no: in the river bed at the char area
on the North Bank (BH No. 3) and 2 nos. on land at each bank were drilled. A sketch
showing the locations of these Bore Holes is presents in Figure 4.1-1.
4.1.2 Field Investigations
Field investigation has been carried out for conducting SPT at 1.5 m interval in each Bore
Hole, Preparation of Field Bore Hole Logs, Collection of selective disturbed samples from
each Bore Hole and Collection of ample amount of soil from the Trial Pits to Conduct
required number of CBR Tests and other associated Laboratory Tests necessary for the
design of pavement structure. It was observed that the soil from the Bore Holes did not
contain any cohesive soil. Therefore, no attempt was done to collect any undisturbed soil,
which is normally required for Laboratory test for Atterbarg Limits, Shear strength, and
Consolidation test of cohesive soils.
4.1.3 Laboratory Tests
All the collected samples were carefully inspected visually and by touch and the Bore Logs
were finalized accordingly after grain size analysis. Gain size analysis and Atterberg Limit
tests have been carried out on selected soil samples, for classification of the soil.
For the soil samples collected from the Trial Pits, Standard Proctor Compaction tests,
Atterbert Limit tests and CBR tests have been carried out on 4-days soaked samples at
Optimum Moisture Content (OMC).
4.1.4 Presentation of Results
Field Bore Logs have been modified on the basis of Laboratory inspection and classification
of soil from the Grain size analysis tests. A sub-soil profile diagram has been drawn showing
the variation of soil layers encountered, as shown in Figure 4.1-2. It may be noted that the
sub-soil has 3 distinct layers / stratum of varying thickness in each Bore Hole, as follows;
• Stratum-I: Very loose to loose, very fine to fine Sandy-Silt on the North bank and
Clayey-Silt on South bank. The layer thickness on the North bank varies from
approximate 7.5 to 8.0m and on the South bank the thickness is between 20m to 24m.
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Figure 4.1-1: Bore Hole Location Plan
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Figure 4.1-2: Sub-Soil Strata
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• Stratum-II: Medium dense, fine to medium Sandy-Silt. The layer thickness on the
North bank is approximately 7.0 to 8.0m increasing to nearly 20.0m in the river bed.
On the South bank this layer is very thin of approximately 3.0 to 4.0m depth.
• Stratum-III: Dense, fine to medium Silty-Sand starting from approximately 16.0 to
17.0m on North bank increasing to 28.0 to 30.0m in the river bed. On the South bank
this layer starts around 24.0 to 25.0m depth. The dense layer continued in all 5 bore
holes upto terminated depth varying in depth from 27.0 to 49.0m, where it started to
be very dense.
The Proctor compaction tests and the CBR Test results show the anticipated field CBR values
for 4-days soaked sample for the nature of soil in this locality are near or below 5%.
An independent report has been prepared on the Geotechnical Investigation and its finding,
and is being enclosed as Appendix-3; to this report.
4.2 Materials Investigations
4.2.1 General
There are basically two types of materials required for this project namely;
• The Bridge Materials, comprising of material required for production of concrete
like cement, sand (fine aggregate), stone chips (coarse aggregate), water, plasticizer,
Reinforcing steel, Pre-stressing Tendon, Structural steel, bearings, expansion joints
etc..
• The Road Materials, comprising of Sub-base material generally comprising of a
mixture of well burnt brick chips and fine sand compacted to obtain a minimum CBR
value of 25%, Base course material in two layers namely Base type-1 for the upper
layer and Base type-2 for the lower. The upper Base course material generally
comprises of a mixture of well graded crushed stones and coarse sand, compacted to
obtain minimum CBR values of 80% at 100% modified compaction. The lower layer
of base course generally comprises of well burnt brick chips and medium sand
compacted to obtain a minimum CBR value of 50%, Bituminous Surface course
material comprising of bitumen of penetration grade 80-100 as binder, coarse
aggregate comprising of crushed boulders and gravel, fine aggregate comprising of
coarse sand and mineral filler.
4.2.2 Source of availability of Materials
Source of availability of each of the above mentioned material was studied and the study
results are as follows:-
a) Cement
Good Quality Ordinary Portland Cement (CEM-II) to meet the standard of AASHTO-
M85 or BS-12 are available in plenty of Local or foreign origin.
b) Reinforcing Steel bars
Mild Steel (MS grade 40) and High Yield Tensile Steel (HYTS, grade 60) reinforcing
bars are manufactured in Bangladesh in sufficient quantity to meet the requirement.
Cold Twisted deformed bars produced in Bangladesh, meeting the standard
requirement may also be used.
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c) Pre-stressing Tendons and accessories
These materials are not available in Bangladesh and are to be imported.
d) PTFE Pot Type Bearing
These materials are not available in Bangladesh and are to be imported.
e) Coarse and Fine Aggregates
Coarse aggregate materials of boulders and gravel are available in the river beds in
Sunamgonj which meets the standard requirement of Los Angeles Abrasion Value
(LAAV) and Aggregate Crushing Value (ACV). Natural Sylhet sand usually meets
the standard requirement of Fineness Modulus (FM 2.8) and specific gravity (≈ 2.6).
f) Construction water
Construction water shall be free from dissolved mineral salts such as chlorides and
sulphates and should be within turbidity limits of 1000 to 2000 parts per million
(PPM). Water from streams and wells should be allowed to stand in settling basin and
the impurities should be treated before use. Normally a deep tube well should be
installed.
g) Brick Chips
Well burnt brick chips are available in plenty in local areas / markets.
h) Bitumen
This material is manufactured in the Eastern Refinery in Chittagong as a by product of
petroleum and is available in Bangladesh throughout the year.
i) Embankment fill materials
Soil for embankment fill materials are available in local areas/ markets.
j) Improved sub-grade materials
Local sand for improved sub-grade materials are available in plenty in local areas/
markets.
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CHAPTER 5: RIVER HYDROLOGY AND HYDRAULIC STUDY
5.1 Introduction
Bangladesh is located in a sub-tropical monsoon zone and has four main seasons namely
winter (November to February), pre-monsoon or summer (March to May), monsoon (June to
August) and post-monsoon (September to November). Annual average temperatures range
from 19 to 29°C. Temperature varies from 21 to 34°C during April to September and from 9
to 29°C during November to January.
Annual average rainfall varies from 1,200 mm in the west to over 5,000 mm in the north east.
Long periods of steady rainfall persisting over several days are common during the monsoon,
but sometimes, local high intensity rainfall of short duration also occurs. Seventy three
percent of rainfall over Bangladesh occurs between June and September.
Bangladesh is a flood porn country and the floods are generally classified, namely, (1)
Normal Monsoon Flood, (2) Flush Flood, (3) Tidal Surge, and (4) Local Inundation due to
high rainfall. Normal monsoon flood mainly generates from high upland flow from beyond
the national boundary but when it associates with higher local rainfall, the flood becomes
devastating and inundates a vast area for a long period. Figure 5.1-1 shows the flooding area
of Bangladesh during 2004 flood which was a devastating one.
5.2 Objectives
The main objectives of the hydrological study of the project are:
• to identity High Flood Levels (HFL) at the bridge location
• to compute the waterway opening of the proposed bridge to identify suitable bridge
length
• to assess requirement of navigational clearance for the inland water traffic and
• to assess necessary river training works for the bridge by computing maximum
expected scour depth
5.3 The River System
The Southwest Area has a complex drainage pattern of boundary and regional rivers, cross
channels, estuarial and ephemeral water courses driven by heavy seasonal rainfall and inputs
of water and sediment from one of the world’s greatest river system. The network of
interlinked channels flows broadly southwest with a number of large tidally driven rivers fed
from the Meghna which flow southwest. There is strong evidence in the form of abandoned
meander scars, cut-off rivers and documented changes in the river courses that the area was,
and in some areas still is, highly dynamic and subject to major natural changes as part of the
delta building process.
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Figure 5.1.1: Map of Bangladesh showing Areas Affected by Flood, July 2004
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With such a dynamic river system the impact of human intervention can be critical and, if not
carefully planned, significant unforeseen effects can become apparent.
The major esturial rivers of the Southwest are mainly Haringhata/Baleswar, Biskhali, Paira,
Buriswar, Lohalia and Tentulia channels which are dominated by tidal interchange with the
Meghna and to a lesser degree the Padma through the Arial Khan. The estuarial channels are
cross connected increasing tidal flows and providing navigable routes across the area with
additional smaller channels, which provide locally important drainage paths.
5.3.1 Tide in the Region
The tides in the Bay of Bengal are predominantly semi-diurnal, that is the tidal period is 12
hours 25 minutes. The predicted ranges of tides varies from 2.5 to 3.0m in the project areas.
The mean water level of the river changes between wet and dry season, thus the extreme high
water is high tide in the wet season and extreme low water is low tide in the dry season.
As the tidal wave propagates inland, it loses its symmetrical shape due to the different
hydrodynamic characteristics of the rivers and cross channels, so the flood and ebb tide
characteristics are different.
In addition to tidal effects, there are seasonal changes in water level in the northern part of the
Bay of Bengal due to the onset of the monsoon wind. This results in a 600mm increase in the
sea level from March to July.
One of the most dramatic meteorological spectacles of this area is the tropical cyclone
originating in the Bay of Bengal. These storms have winds with recorded velocities up to 200
km/h generate waves or surges which extend many kilometers inland.
Cyclones are most prevalent over the Bay of Bengal during the months of May to October.
About 5 or 6 depressions occur each year and approximately one in ten of such depressions
results in a storm which destroys life and property.
Surges created by winds of 160 km/h are not more than three to four meters high at the
coastal area and diminish rapidly as the wave moves inland. The most inland point at which
surge has been measured is at Bagerhat, about 95 kilometers from the coast, which recorded a
0.8m rise above normal river level.
5.4 The River Paira
The Bridge will be located over Paira river on Barisal-Patuakhali Road (N8) at Lebukhali.
Paira river originates from lower Meghna river discharge direct to the Bay of Bengal naming
Buriswar in its lower end. Like other coastal rivers, river Paira is associated with strong tidal
current, salinity and waves. Fine sediment is transported by tidal currents into the sea. It is
probable that the sediment originated from the Meghna discharge during the wet season and
is carried westwards by near shore currents created by the NE monsoon in the period July to
November. Sediment is also carried in to the Area by the freshwater rivers at Mirzagonj. The
river falls within the coastal boundary of the country which comprises of extensive flat
coastal and deltaic land of the Ganges delta and crossed by large tidal rivers discharging into
the Bay of Bengal.
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5.5 Field Investigation
The Consultant undertook field investigation, following mobilization of the project team. The
main aspects of the field investigation are as follows:
• Field reconnaissance
• Erosion of the river near the proposed bridge alignment
• Adequacy of bridge opening in peak flooding condition
• Bathymetric survey covering 650m up stream and 850m down stream of the proposed
bridge alignment along with 5 river cross sections
• Topographic survey of the river bank to identify the existing river bank slope.
5.5.1 Data Collection and Review
Water Level Data
Bangladesh Water Development Board (BWDB) maintains water level and discharge records
for all major rivers and for number of medium type rivers all over the country. Bangladesh
Inland Water Transport Authority (BIWTA) maintains water level record in the coastal areas.
But no water level gauging station in river Paira at the proposed bridge location is available.
Also no discharge measurement is recorded for river Paira. Therefore, the Consultant have
collected historical water level data which are available in the surrounding rivers adjacent to
the project area to identify the design flood level at the proposed bridge location. Water level
gauging stations are shown in Figure 5.5-1. Available data from BWDB are as follows:
Water level
(1) Bakerganj - 1985 - 2009 – 22 years
(2) Kait Para - 1996 - 2009 – 8 years
(3) Mirzaganj - 1990 - 2009 – 20 years
(4) Amtali - 1985 - 2009 – 21 years
Rainfall
(1) Patuakhali - 1985 - 2009 – 22 years
Yearly maximum and minimum water levels at 4 stations are shown in Table 5.5-1.
Table 5.5-1: Yearly maximum and minimum water levels at different stations
Year
Station Name
Bakerganj Kait Para Mirzaganj Amtali
Max. Min. Max. Min. Max. Min. Max. Min.
1985 2.36 -0.25 - - - - 2.93 -0.87
1986 2.99 -0.09 - - - - 2.93 -0.96
1987 2.33 -0.42 - - - - 2.71 -0.71
1988 2.82 -0.92 - - - - 2.71 -0.64
1989 2.72 -0.96 - - - - 2.80 -0.68
1990 2.37 -0.94 - - 3.05 -0.60 2.90 -0.72
1991 2.22 -0.43 - - 2.43 -0.72 2.82 -0.75
1992 2.20 -0.42 - - 2.49 -0.58 2.73 -0.66
1993 2.22 -0.55 - - 2.78 -0.68 2.87 -0.69
1994 2.50 -0.37 - - 2.60 -0.52 3.18 -0.65
1995 2.55 -0.50 - - 3.23 -0.56 3.52 -0.78
1996 2.58 -0.41 2.73 -0.14 3.22 -0.24 2.92 -0.69
1997 2.52 -0.20 2.70 -0.17 2.75 -0.51 2.50 -0.75
1998 2.60 -0.50 2.83 -0.23 2.85 -0.60 3.00 -0.80
1999 2.52 -0.13 2.64 -0.10 2.64 -0.40 2.88 -0.48
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Year
Station Name
Bakerganj Kait Para Mirzaganj Amtali
Max. Min. Max. Min. Max. Min. Max. Min.
2000 2.40 -0.40 2.80 -0.20 2.78 -0.40 3.13 -0.81
2001 2.55 -0.26 2.52 0.03 2.85 -0.26 3.41 -0.62
2002 2.40 -0.32 2.68 -0.20 2.85 -0.47 3.27 0.50
2003 2.87 -0.15 2.70 -0.12 2.78 -0.60 3.40 0.50
2004 2.83 -0.24 - - 2.92 -0.53 - -
2005 - -0.02 - - 2.83 -0.60 - -
2006 - - - - 4.05 -0.53 - -
2007 - - - - 2.82 -0.60 - -
2008 2.32 -0.21 - - 2.90 -0.52 2.63 -0.07
2009 2.27 -0.47 - - 3.37 -0.47 2.44 -0.08
Above data have been analyzed and interpolated to identify the design flood level at the
bridge location.
5.5.2 Data Analysis
Annual maximum water levels of the hydrological gauge stations as mentioned earlier have
been analyzed to derive the Highest Water Level (HWL) and daily rainfall of different return
periods based on the available data. The following analysis has been done by using
1) Grumble Type 1 Distribution.
X = Χ +K δx
Where X = is a Flood of specific probability
Χ = is the mean of the Flood series and
K = a frequency factor defined by a specific distribution
x = is a function of probability level (Hydrology for Engineer-1 by
Linsley --- page 347
2) Plotting positions have been determined by using the following Weibull's formula:
T = (N+1)/M
Where, N = Number of Years of Records Used
M = Order Number; and T = Return Period
Table 5.5-2: Water Level at Different Return Period
Location
Water Level m PWD
2.33 Years 5 Years 10 Years 20 Years 50 Years 100 Years
Max. Min. Max. Min. Max. Min. Max. Min. Max. Min. Max. Min.
Bakerganj 2.51 -0.4 2.67 -0.21 2.80 -0.06 2.93 0.08 3.09 0.27 3.22 0.41
Kait Para 2.70 -0.14 2.77 -0.08 2.82 -0.03 2.88 0.01 2.95 0.07 3.00 0.12
Mirzaganj 2.91 -0.52 3.17 -0.43 3.37 -0.36 3.57 -0.29 3.83 -0.20 4.03 -0.14
Amtali 2.94 -0.54 3.15 -0.25 3.32 -0.01 3.48 0.22 3.69 0.52 3.85 0.74
Note: Detail computation sheets are shown in Table 5.5.3, 5.5.4, 5.5.5 and 5.5.6
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Figure 5.5-1: Water Level Stations
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Table 5.5-3: Frequency Analysis of River Water Level, Bakerganj
River : Barisal-Buriswar Flow Type: Tidal
Station: SW18.1 Bakerganj Period 1985 - 2009
Year Annual Annual
Monthly Maximum & Minimum Water Level (m, PWD)
Maximum Minimum Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
WL. WL. HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL
1985 2.36 -0.25 1.02 -0.24 0.82 -0.25 1.70 -0.25 1.68 -0.04 1.78 -0.02 2.11 0.08 2.15 0.28 2.20 0.02 2.23 -0.02 2.36 0.48 1.68 0.30 1.56 0.06
1986 2.99 -0.09 1.14 -0.09 0.96 -0.03 1.04 0.01 1.87 0.06 2.99 0.27 2.50 0.26 2.91 0.32 2.22 0.37 2.08 0.51 2.12 0.22 1.92 0.18 1.44 0.05
1987 2.33 -0.42 1.11 -0.11 0.99 -0.25 1.52 -0.29 2.03 -0.33 1.28 -0.42 1.78 -0.32 2.24 0.53 2.33 0.92 2.22 1.01 1.93 0.41 1.61 0.05 1.33 -0.09
1988 2.82 -0.92 1.11 -0.47 1.18 -0.83 0.92 -0.92 2.53 -0.73 2.61 0.18 2.63 0.24 2.33 0.27 2.43 0.37 2.22 0.28 1.82 0.27 2.82 0.21 1.93 0.17
1989 2.72 -0.96 1.18 0.12 1.70 -0.63 1.71 -0.96 0.83 -0.93 1.60 -0.77 1.32 -0.71 2.72 -0.63 1.26 0.03 1.43 0.22 1.29 0.08 1.08 -0.77 0.64 -0.84
1990 2.37 -0.94 0.32 -0.92 0.37 -0.92 0.60 -0.94 0.62 -0.92 1.68 -0.85 1.83 -0.67 1.81 0.21 1.87 0.14 1.52 0.16 2.37 -0.26 1.19 -0.53 1.14 -0.73
1991 2.22 -0.43 1.50 -0.40 1.25 -0.39 1.58 -0.43 1.79 -0.40 1.90 0.02 2.06 0.28 2.18 0.63 2.22 0.78 2.09 0.72 1.91 0.45 1.63 -0.01 1.43 -0.31
1992 2.20 -0.42 1.28 -0.32 1.56 -0.42 1.66 -0.40 1.72 -0.36 1.86 -0.30 2.12 0.05 2.20 0.59 2.15 0.32 2.05 0.45 1.91 0.40 1.58 0.10 1.43 -0.12
1993 2.22 -0.55 1.35 -0.40 1.46 -0.40 1.88 -0.55 1.85 -0.40 1.97 -0.25 2.15 0.10 2.03 0.45 2.22 0.53 2.10 0.60 2.00 0.20 1.80 0.05 1.60 0.03
1994 2.50 -0.37 1.35 -0.10 1.35 -0.36 1.90 -0.37 1.90 -0.35 2.00 -0.33 2.40 0.10 2.50 0.40 2.40 0.30 2.10 0.10 1.78 - 1.60 -0.18 1.20 -0.17
1995 2.55 -0.50 0.80 -0.45 0.70 -0.50 1.20 -0.48 1.90 -0.25 2.50 -0.10 2.45 0.09 2.55 0.60 2.25 0.30 2.30 0.35 2.15 0.50 1.98 0.40 1.35 -0.11
1996 2.58 -0.41 1.15 -0.31 1.31 -0.41 1.57 -0.31 1.69 -0.26 1.98 0.14 1.99 0.19 2.18 0.59 2.25 0.70 2.12 0.62 2.58 0.53 1.95 0.27 1.49 -0.05
1997 2.52 -0.20 1.42 -0.02 1.40 -0.01 1.17 -0.13 1.10 -0.15 1.93 -0.09 2.07 0.09 2.30 0.35 2.52 0.15 2.06 0.78 2.00 0.05 1.72 -0.07 1.46 -0.20
1998 2.60 -0.50 1.72 -0.41 1.29 -0.47 1.61 -0.50 1.45 -0.38 2.12 -0.15 2.34 0.25 2.35 0.63 2.19 1.00 2.60 0.76 2.00 0.50 1.84 0.30 1.78 -0.08
1999 2.52 -0.13 1.40 -0.06 1.38 -0.13 1.47 0.01 2.12 0.07 2.42 0.04 2.42 0.32 2.42 0.61 2.52 0.88 2.52 0.93 2.37 0.63 1.86 0.17 1.35 0.12
2000 2.40 -0.40 1.35 -0.20 1.42 -0.40 1.52 -0.17 1.62 0.01 1.74 0.01 2.14 0.27 2.2 0.60 2.2 1.1 2.2 0.63 2.40 0.29 1.80 0.02 1.60 0.02
2001 2.55 -0.26 1.45 -0.13 1.56 -0.22 1.65 -0.26 1.80 -0.22 2.07 0.04 2.23 0.33 2.2 0.61 2.3 0.70 2.6 0.63 2.09 0.63 2.00 0.33 1.45 -0.07
2002 2.40 -0.32 1.00 -0.31 1.45 -0.32 1.46 0.07 1.65 -0.05 2.10 0.20 2.22 0.35 2.3 0.78 2.4 1.0 2.1 0.63 2.20 0.36 1.98 0.60 2.00 0.60
2003 2.87 -0.15 1.97 0.05 1.45 -0.02 1.60 -0.08 1.87 0.13 2.11 0.20 2.10 0.15 2.25 0.45 2.9 0.78 2.05 0.68 2.11 0.55 1.71 0.10 1.40 -0.15
2004 2.83 -0.24 1.53 -0.24 1.40 0.18 1.83 0.20 1.98 0.50 2.05 0.53 2.4 0.63 2.6 0.83 2.7 0.93 2.8 0.70 2.35 0.51 1.73 0.30 1.64 0.28
2005 - -0.02 1.44 -0.02 - - - - - - - - - - - - - - - - - - - - - -
2006 - - - - - - - - - - - - - - - - - - - - - - - - - -
2007 - - - - - - - - - - - - - - - - - - - - - - - - - -
2008 2.32 -0.21 - - - - - - - - - - - - - - 2.13 0.79 2.32 0.71 2.22 0.89 2.09 0.08 1.81 -0.21
2009 2.27 -0.47 1.13 -0.33 1.10 -0.47 1.57 -0.42 1.70 -0.37 2.27 -0.16 2.05 0.27 - - 2.11 0.33 2.11 0.51 - - - - - -
No. of Data = 22 23 22 22 21 21 21 21 21 21 21 21 21 21 20 20 22 22 22 22 21 20 21 21 21 21
Mean, X = 2.51 -0.40 1.26 -0.24 1.24 -0.35 1.48 -0.34 1.70 -0.26 2.05 -0.09 2.16 0.11 2.32 0.46 2.26 0.56 2.17 0.54 2.09 0.38 1.79 0.09 1.48 -0.09
Stdev = 0.23 0.26 0.33 0.23 0.32 0.26 0.33 0.32 0.42 0.34 0.37 0.33 0.29 0.32 0.25 0.31 0.31 0.34 0.31 0.27 0.28 0.25 0.34 0.30 0.29 0.30
Co-eff. of Skewness = 0.58 -1.00 -0.67 -1.04 -1.23 -0.22 -1.26 -0.53 -1.03 -0.17 0.57 -0.73 -1.06 -1.56 0.52 -2.44 -1.27 -0.14 -0.41 -0.51 -0.89 -0.65 0.76 -1.36 -0.77 -0.60
Frequency: Frequency Analysis of Max. & Min. Water Level of Annual and Individual Month using Extreme Value Distribution
1 in 2.33 2.51 -0.40 1.26 -0.24 1.24 -0.34 1.48 -0.34 1.70 -0.26 2.05 -0.09 2.16 0.11 2.32 0.46 2.26 0.56 2.17 0.54 2.09 0.38 1.79 0.09 1.48 -0.09
1 in 5 2.67 -0.21 1.50 -0.08 1.47 -0.16 1.72 -0.11 2.00 -0.01 2.31 0.15 2.36 0.34 2.50 0.67 2.5 0.80 2.39 0.74 2.30 0.56 2.04 0.31 1.69 0.13
1 in 10 2.80 -0.06 1.69 0.05 1.66 0.00 1.91 0.08 2.25 0.19 2.53 0.34 2.53 0.53 2.6 0.85 2.7 1.00 2.6 0.89 2.46 0.71 2.24 0.49 1.86 0.31
1 in 20 2.93 0.08 1.88 0.18 1.84 0.15 2.09 0.26 2.49 0.38 2.74 0.53 2.7 0.71 2.8 1.03 2.8 1.19 2.7 1.04 2.62 0.85 2.43 0.66 2.02 0.48
1 in 25 2.97 0.13 1.94 0.22 1.90 0.19 2.15 0.31 2.57 0.44 2.81 0.58 2.7 0.76 2.8 1.08 2.9 1.2 2.8 1.09 2.67 0.89 2.49 0.71 2.07 0.54
1 in 50 3.09 0.27 2.1 0.34 2.08 0.34 2.33 0.49 2.80 0.63 3.01 0.76 2.9 0.94 3.0 1.25 3.1 1.4 3.0 1.23 2.82 1.03 2.68 0.88 2.23 0.70
1 in 100 3.22 0.41 2.3 0.47 2.25 0.48 2.51 0.66 3.03 0.81 3.2 0.94 3.1 1.1 3.1 1.4 3.2 1.6 3.1 1.38 2.98 1.17 2.86 1.04 2.39 0.87
Max 2.99 -0.02 1.97 0.12 1.70 0.18 1.90 0.20 2.53 0.50 2.99 0.53 2.63 0.63 2.91 0.83 2.87 1.05 2.83 1.01 2.58 0.89 2.82 0.60 2.00 0.60
Min 2.20 -0.96 0.32 -0.92 0.37 -0.92 0.60 -0.96 0.62 -0.93 1.28 -0.85 1.32 -0.71 1.81 -0.63 1.26 0.02 1.43 -0.02 1.29 -0.26 1.08 -0.77 0.64 -0.84
Final Feasibility Study Report, June 2011 Volume-1 Main Report Page 5-38

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Table 5.5-4: Frequency Analysis of River Water Level, Kaitpara
River : Lohalia Flow Type: Tidal
Station: SW183 Kaitpara Period 1985 - 2009
Year Annual Annual
Monthly Maximum & Minimum Water Level (m, PWD)
Maximum Minimum Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
WL. WL. HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL
1985 - - - - - - - - - - - - - - - - - - - - - - - - - -
1986 - - - - - - - - - - - - - - - - - - - - - - - - - -
1987 - - - - - - - - - - - - - - - - - - - - - - - - - -
1988 - - - - - - - - - - - - - - - - - - - - - - - - - -
1989 - - - - - - - - - - - - - - - - - - - - - - - - - -
1990 - - - - - - - - - - - - - - - - - - - - - - - - - -
1991 - - - - - - - - - - - - - - - - - - - - - - - - - -
1992 - - - - - - - - - - - - - - - - - - - - - - - - - -
1993 - - - - - - - - - - - - - - - - - - - - - - - - - -
1994 - - - - - - - - - - - - - - - - - - - - - - - - - -
1995 - - - - - - - - - - - - - - - - - - - - - - - - - -
1996 2.73 -0.14 1.48 -0.14 1.92 -0.13 1.99 0.07 2.00 -0.06 2.09 0.41 2.24 0.48 2.56 0.75 2.66 1.05 2.42 0.90 2.73 0.67 1.87 0.46 1.65 0.21
1997 2.70 -0.17 1.61 -0.13 1.45 -0.14 1.64 -0.08 1.82 -0.15 2.24 -0.07 2.35 0.55 2.55 0.77 2.70 0.79 2.21 0.51 2.41 0.19 1.71 0.15 1.51 -0.17
1998 2.83 -0.23 1.25 -0.22 1.61 -0.21 1.62 -0.23 1.81 -0.21 2.35 -0.22 2.51 0.85 2.63 1.09 2.72 1.23 2.83 1.07 2.30 0.80 2.37 0.55 1.81 0.24
1999 2.64 -0.10 1.65 -0.09 1.62 0.04 1.86 -0.10 2.17 0.10 2.24 0.45 2.39 0.67 2.48 0.93 2.64 1.00 2.55 1.02 2.41 0.80 2.00 0.44 1.86 0.18
2000 2.80 -0.20 1.63 0.01 1.58 -0.20 1.82 - 2.13 0.08 2.38 0.50 2.72 0.62 2.7 1.05 2.8 1.2 2.7 1.05 2.80 0.77 2.17 0.47 1.95 0.40
2001 2.52 0.03 1.77 0.18 2.08 0.03 2.11 - 2.18 0.03 2.24 0.10 2.37 0.52 2.5 0.90 2.5 0.93 2.4 0.90 2.33 0.84 2.14 0.50 1.77 0.13
2002 2.68 -0.20 1.40 -0.18 1.82 -0.20 1.88 -0.19 2.13 -0.14 2.39 0.22 2.47 0.60 2.6 0.81 2.7 1.1 2.5 0.67 2.20 0.49 2.05 0.28 1.71 0.06
2003 2.70 -0.12 1.55 - 1.57 -0.10 1.85 -0.12 2.16 - 2.48 0.18 2.43 0.18 2.62 0.96 2.7 1.14 2.48 1.07 2.47 0.87 - - - -
2004 - - - - - - - - - - - - - - - - - - - - - - - - - -
2005 - - - - - - - - - - - - - - - - - - - - - - - - - -
2006 - - - - - - - - - - - - - - - - - - - - - - - - - -
2007 - - - - - - - - - - - - - - - - - - - - - - - - - -
2008 - - - - - - - - - - - - - - - - - - - - - - - - - -
2009 - - - - - - - - - - - - - - - - - - - - - - - - - -
No. of Data = 8 8 8 7 8 8 8 6 8 7 8 8 8 8 8 8 8 8 8 8 8 8 7 7 7 7
Mean, X = 2.70 -0.14 1.54 -0.08 1.71 -0.11 1.85 -0.11 2.05 -0.05 2.30 0.20 2.44 0.56 2.56 0.91 2.67 1.05 2.50 0.90 2.46 0.68 2.04 0.41 1.75 0.15
Stdev = 0.10 0.08 0.16 0.14 0.21 0.10 0.16 0.10 0.16 0.12 0.12 0.26 0.14 0.19 0.07 0.13 0.07 0.14 0.18 0.21 0.21 0.23 0.21 0.14 0.14 0.18
Co-eff. of Skewness = -0.61 1.37 -0.63 1.35 0.81 0.85 0.04 0.89 -1.01 0.03 -0.32 -0.43 1.03 -0.79 -0.19 0.16 -1.58 -0.69 0.36 -1.19 0.81 -1.66 -0.13 -1.24 -0.45 -0.72
Frequency: Frequency Analysis of Max. & Min. Water Level of Annual and Individual Month using Extreme Value Distribution
1 in 2.33 2.70 -0.14 1.54 -0.08 1.71 -0.11 1.85 -0.11 2.05 -0.05 2.30 0.20 2.44 0.56 2.56 0.91 2.67 1.05 2.50 0.90 2.46 0.68 2.04 0.41 1.75 0.15
1 in 5 2.77 -0.08 1.66 0.02 1.86 -0.04 1.96 -0.03 2.16 0.04 2.39 0.38 2.54 0.70 2.61 1.00 2.7 1.15 2.63 1.05 2.61 0.85 2.20 0.51 1.86 0.28
1 in 10 2.82 -0.03 1.75 0.10 1.98 0.02 2.06 0.03 2.25 0.11 2.46 0.53 2.62 0.81 2.7 1.07 2.8 1.23 2.7 1.17 2.73 0.98 2.32 0.59 1.94 0.38
1 in 20 2.88 0.01 1.85 0.17 2.10 0.07 2.15 0.09 2.34 0.18 2.53 0.67 2.7 0.91 2.7 1.14 2.8 1.31 2.8 1.28 2.84 1.11 2.44 0.67 2.02 0.48
1 in 25 2.90 0.03 1.88 0.20 2.14 0.09 2.18 0.10 2.37 0.20 2.55 0.72 2.7 0.95 2.7 1.16 2.8 1.3 2.9 1.32 2.88 1.15 2.48 0.70 2.05 0.51
1 in 50 2.95 0.07 2.0 0.27 2.26 0.14 2.27 0.16 2.45 0.27 2.62 0.86 2.8 1.05 2.7 1.23 2.9 1.4 3.0 1.44 3.00 1.28 2.60 0.77 2.13 0.61
1 in 100 3.00 0.12 2.1 0.35 2.37 0.20 2.36 0.22 2.54 0.33 2.7 1.00 2.9 1.2 2.8 1.3 2.9 1.5 3.1 1.55 3.11 1.40 2.72 0.85 2.20 0.70
Max 2.83 0.03 1.77 0.18 2.08 0.04 2.11 0.07 2.18 0.10 2.48 0.50 2.72 0.85 2.66 1.09 2.75 1.23 2.83 1.07 2.80 0.87 2.37 0.55 1.95 0.40
Min 2.52 -0.23 1.25 -0.22 1.45 -0.21 1.62 -0.23 1.81 -0.21 2.09 -0.22 2.24 0.18 2.46 0.75 2.52 0.79 2.21 0.51 2.20 0.19 1.71 0.15 1.51 -0.17
Final Feasibility Study Report, June 2011 Volume-1 Main Report Page 5-39

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Table 5.5-5: Frequency Analysis of River Water Level, Mirzaganj
River : Barisal-Buriswar Flow Type: Tidal
Station: SW19 - Mirzaganj Period 1985 - 2009
Year Annual Annual
Monthly Maximum & Minimum Water Level (m, PWD)
Maximum Minimum Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
WL. WL. HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL
1985 - - - - - - - - - - - - - - - - - - - - - - - - - -
1986 - - - - - - - - - - - - - - - - - - - - - - - - - -
1987 - - - - - - - - - - - - - - - - - - - - - - - - - -
1988 - - - - - - - - - - - - - - - - - - - - - - - - - -
1989 - - - - - - - - - - - - - - - - - - - - - - - - - -
1990 3.05 -0.60 - - - - - - 2.21 -0.15 2.58 -0.05 2.70 0.40 2.85 0.47 3.05 0.85 2.65 0.65 2.80 0.25 2.35 0.05 1.90 -0.60
1991 2.43 -0.72 1.45 -0.67 1.34 -0.67 1.79 -0.72 2.08 -0.72 2.14 -0.32 2.34 -0.15 2.42 0.07 2.43 0.19 2.25 0.25 2.05 -0.06 1.88 -0.24 1.56 -0.34
1992 2.49 -0.58 1.44 -0.50 1.74 -0.58 1.87 -0.55 1.94 -0.52 2.18 -0.54 2.49 -0.27 2.44 - 2.48 -0.04 2.31 0.07 2.13 -0.08 1.65 -0.20 1.34 -0.30
1993 2.78 -0.68 1.38 -0.50 1.58 -0.53 1.82 -0.65 1.95 -0.68 2.36 -0.24 2.78 0.02 2.38 0.04 2.60 0.38 2.42 0.18 2.23 -0.07 1.83 -0.20 1.66 -0.30
1994 2.60 -0.52 1.59 -0.42 1.61 -0.52 2.25 -0.49 2.20 -0.48 2.30 -0.25 2.49 -0.13 2.54 0.03 2.60 0.04 2.32 -0.12 2.13 -0.50 1.87 -0.30 1.58 -0.34
1995 3.23 -0.56 1.38 -0.56 1.59 -0.45 1.99 -0.49 2.09 -0.30 3.23 0.05 2.70 0.14 2.91 0.24 2.75 0.53 2.85 0.40 2.50 0.13 2.30 0.29 1.81 -0.02
1996 3.22 -0.24 1.62 -0.24 1.74 -0.23 2.03 -0.14 2.26 -0.07 2.54 0.45 2.66 0.45 3.02 0.48 3.09 0.63 2.95 0.58 3.22 0.38 2.33 0.41 1.82 -0.20
1997 2.75 -0.51 1.60 -0.37 1.36 -0.43 1.77 -0.50 1.80 -0.51 2.34 -0.45 2.19 -0.19 2.54 - 2.75 0.10 2.27 0.01 1.99 -0.34 1.70 -0.48 1.48 -0.50
1998 2.85 -0.60 1.16 -0.60 1.55 -0.46 1.72 -0.50 1.75 -0.35 2.42 -0.45 2.53 0.30 2.55 0.35 2.85 0.45 2.75 0.45 2.40 0.25 2.40 - 2.18 0.75
1999 2.64 -0.40 1.50 -0.38 1.58 -0.38 1.83 -0.40 2.22 -0.25 2.30 -0.12 2.60 - 2.46 0.16 2.64 0.29 2.54 0.26 2.36 0.13 2.00 0.01 2.32 -0.15
2000 2.78 -0.40 1.59 -0.30 1.61 -0.34 1.80 -0.40 2.02 -0.25 2.30 -0.20 2.50 -0.25 2.5 0.16 2.8 0.2 2.7 0.33 2.65 0.10 2.20 -0.15 1.85 -0.20
2001 2.85 -0.26 1.55 -0.22 1.70 -0.26 1.97 -0.23 2.07 -0.21 2.50 0.02 2.57 0.12 2.6 0.15 2.9 0.37 2.5 0.25 2.47 0.30 2.38 0.13 1.73 -0.13
2002 2.85 -0.47 1.40 -0.45 1.75 -0.44 2.01 -0.47 2.22 -0.45 2.65 -0.15 2.70 0.10 2.6 0.17 2.9 0.4 2.7 - 2.29 - 2.15 -0.12 1.87 -0.27
2003 2.78 -0.60 1.51 -0.31 1.50 -0.50 1.72 -0.60 2.23 -0.47 2.35 -0.40 2.45 -0.20 2.55 0.12 2.8 0.37 2.45 0.22 2.45 0.10 2.00 -0.10 1.63 -0.12
2004 2.92 -0.53 1.34 -0.32 1.50 -0.50 2.00 -0.53 2.20 -0.27 2.59 -0.30 2.6 0.12 2.8 0.25 2.9 0.23 2.9 0.05 2.39 0.04 1.75 -0.20 1.72 -0.25
2005 2.83 -0.60 1.42 -0.33 1.44 -0.45 1.82 -0.60 2.10 -0.50 2.42 0.02 2.50 0.03 2.75 0.10 2.81 0.08 2.83 0.19 2.55 -0.28 2.20 -0.22 1.83 -0.26
2006 4.05 -0.53 1.72 -0.40 1.65 -0.47 2.02 -0.53 2.05 -0.21 2.40 -0.12 2.35 0.14 2.54 0.15 2.78 0.13 - - - - 4.05 -0.25 1.24 -0.36
2007 2.82 -0.60 1.30 -0.43 1.55 -0.40 1.78 -0.60 2.12 -0.35 2.51 -0.33 2.45 -0.05 2.65 0.20 2.82 0.25 2.52 0.25 2.17 0.07 1.77 -0.10 1.29 -0.35
2008 2.90 -0.52 1.60 -0.30 1.67 -0.52 1.97 -0.50 2.07 -0.30 2.44 -0.07 2.27 -0.03 2.70 0.15 2.75 0.30 2.90 0.25 2.40 -0.02 2.00 -0.08 1.80 -0.10
2009 3.37 -0.47 1.55 -0.30 1.70 -0.38 1.90 -0.47 2.15 -0.33 3.37 -0.20 2.47 0.05 2.65 0.13 2.55 0.03 2.80 0.18 - - - - - -
No. of Data = 20 20 19 19 19 19 19 19 20 20 20 20 20 19 20 18 20 20 19 18 18 17 19 18 19 19
Mean, X = 2.91 -0.52 1.48 -0.40 1.59 -0.45 1.90 -0.49 2.09 -0.37 2.50 -0.18 2.52 0.03 2.62 0.19 2.75 0.29 2.61 0.25 2.40 0.02 2.15 -0.10 1.72 -0.21
Stdev = 0.36 0.12 0.14 0.12 0.12 0.10 0.14 0.14 0.14 0.17 0.31 0.22 0.15 0.21 0.17 0.13 0.17 0.22 0.23 0.19 0.29 0.23 0.52 0.21 0.27 0.27
Co-eff. of Skewness = 1.82 0.90 -0.50 -0.65 -0.58 0.22 0.83 1.12 -1.05 -0.42 1.96 0.95 -0.34 0.44 0.81 1.25 -0.03 0.84 -0.12 0.36 1.23 -0.72 2.85 0.88 0.23 2.52
Frequency: Frequency Analysis of Max. & Min. Water Level of Annual and Individual Month using Extreme Value Distribution
1 in 2.33 2.91 -0.52 1.48 -0.40 1.59 -0.45 1.90 -0.49 2.09 -0.37 2.50 -0.18 2.52 0.03 2.62 0.19 2.75 0.29 2.61 0.25 2.40 0.02 2.15 -0.10 1.72 -0.21
1 in 5 3.17 -0.43 1.58 -0.31 1.67 -0.37 2.00 -0.40 2.19 -0.25 2.72 -0.02 2.63 0.18 2.75 0.28 2.9 0.44 2.78 0.38 2.61 0.19 2.52 0.06 1.91 -0.02
1 in 10 3.37 -0.36 1.66 -0.24 1.75 -0.31 2.07 -0.32 2.27 -0.15 2.89 0.11 2.72 0.30 2.8 0.36 3.0 0.57 2.9 0.50 2.78 0.33 2.83 0.18 2.07 0.14
1 in 20 3.57 -0.29 1.73 -0.17 1.81 -0.25 2.15 -0.24 2.35 -0.05 3.07 0.24 2.8 0.42 2.9 0.43 3.1 0.70 3.0 0.60 2.95 0.46 3.12 0.30 2.23 0.29
1 in 25 3.64 -0.27 1.75 -0.15 1.83 -0.23 2.17 -0.22 2.37 -0.02 3.12 0.28 2.8 0.45 3.0 0.45 3.1 0.7 3.1 0.64 3.00 0.50 3.21 0.34 2.28 0.34
1 in 50 3.83 -0.20 1.8 -0.08 1.90 -0.18 2.25 -0.14 2.45 0.07 3.29 0.40 2.9 0.57 3.1 0.52 3.2 0.9 3.2 0.74 3.16 0.63 3.50 0.46 2.43 0.49
1 in 100 4.03 -0.14 1.9 -0.02 1.97 -0.12 2.32 -0.07 2.53 0.16 3.5 0.52 3.0 0.7 3.2 0.6 3.3 1.0 3.3 0.85 3.32 0.75 3.79 0.57 2.58 0.64
Max 4.05 -0.24 1.72 -0.22 1.75 -0.23 2.25 -0.14 2.26 -0.07 3.37 0.45 2.78 0.45 3.02 0.48 3.09 0.85 2.95 0.65 3.22 0.38 4.05 0.41 2.32 0.75
Min 2.43 -0.72 1.16 -0.67 1.34 -0.67 1.72 -0.72 1.75 -0.72 2.14 -0.54 2.19 -0.27 2.38 0.03 2.43 -0.04 2.25 -0.12 1.99 -0.50 1.65 -0.48 1.24 -0.60
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Table 5.5-6: Frequency Analysis of River Water Level, Amtali
River : Barisal-Buriswar Flow Type: Tidal
Station: SW20 - Amtali Period 1985 - 2009
Year Annual Annual
Monthly Maximum & Minimum Water Level (m, PWD)
Maximum Minimum Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
WL. WL. HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL HWL LWL
1985 2.93 -0.87 1.13 -0.69 1.33 -0.87 1.68 -0.79 1.85 -0.78 2.40 -0.62 2.44 -0.33 2.53 -0.27 2.53 -0.14 2.51 -0.27 2.93 -0.29 1.91 -0.49 1.52 -0.62
1986 2.93 -0.96 1.17 -0.74 1.41 -0.96 1.83 -0.92 2.34 -0.69 2.33 -0.62 2.48 -0.34 2.93 -0.17 2.51 - 2.36 -0.27 2.45 -0.39 2.21 -0.42 1.66 -0.59
1987 2.71 -0.71 1.49 -0.59 1.56 -0.65 1.75 -0.71 2.05 -0.65 2.13 -0.54 2.43 -0.30 2.71 0.07 2.63 0.08 2.46 -0.19 2.32 -0.28 2.01 -0.21 1.69 -0.28
1988 2.71 -0.64 1.47 -0.47 1.74 -0.53 1.92 -0.63 2.19 -0.64 2.30 -0.58 2.59 -0.24 2.65 -0.26 2.71 -0.10 2.55 -0.02 2.16 -0.33 2.31 -0.30 1.61 -0.36
1989 2.80 -0.68 1.37 -0.62 1.77 -0.64 1.86 -0.68 2.16 -0.64 2.70 -0.31 2.46 -0.18 2.80 -0.23 2.46 -0.30 2.42 -0.12 2.30 -0.36 2.02 -0.40 1.48 -0.50
1990 2.90 -0.72 1.48 -0.65 1.65 -0.65 2.02 -0.72 2.40 -0.55 2.40 -0.48 2.60 -0.20 2.75 -0.27 2.90 -0.08 2.58 -0.02 2.67 -0.28 2.22 -0.33 1.52 -0.50
1991 2.82 -0.75 1.63 -0.61 1.50 -0.65 1.86 -0.75 2.09 -0.72 2.22 -0.44 2.50 -0.31 2.74 - 2.82 0.07 2.60 0.06 2.36 -0.13 2.14 -0.30 2.05 -0.30
1992 2.73 -0.66 1.60 -0.58 1.87 -0.59 1.92 -0.66 2.09 -0.56 2.27 -0.50 2.72 -0.38 2.62 -0.28 2.73 -0.33 2.69 -0.23 2.50 -0.25 2.05 -0.35 1.70 -0.29
1993 2.87 -0.69 1.75 -0.49 1.74 -0.57 2.15 -0.48 2.25 -0.69 2.60 -0.35 2.75 -0.30 2.81 -0.29 2.87 0.15 2.75 -0.10 2.45 -0.07 2.25 -0.48 1.90 -0.45
1994 3.18 -0.65 1.77 -0.50 1.80 -0.65 2.40 -0.55 2.28 -0.60 2.43 -0.30 2.70 -0.13 2.78 -0.12 3.03 -0.22 3.18 -0.10 2.68 -0.27 2.12 -0.39 1.72 -0.48
1995 3.52 -0.78 1.72 -0.68 1.52 -0.78 2.11 -0.68 2.22 -0.58 3.52 -0.32 3.08 -0.13 2.93 0.01 2.88 0.08 2.73 -0.02 2.58 -0.09 2.55 -0.14 1.99 -0.55
1996 2.92 -0.69 1.38 -0.64 1.37 -0.69 1.77 -0.61 2.26 -0.60 2.52 -0.38 2.54 -0.20 2.72 -0.12 2.92 -0.06 2.72 0.07 2.72 -0.37 2.27 -0.13 2.08 -0.24
1997 2.50 -0.75 1.87 -0.40 1.67 -0.54 2.05 -0.43 2.10 -0.29 2.50 -0.22 - - - - - - - - 2.12 -0.35 1.76 -0.55 1.38 -0.75
1998 3.00 -0.80 2.00 -0.70 1.80 -0.56 2.05 -0.65 2.15 -0.62 2.68 -0.80 2.82 -0.30 2.90 - 3.00 0.28 2.93 0.23 2.73 0.08 2.68 -0.12 1.98 -0.22
1999 2.88 -0.48 1.68 -0.44 1.77 -0.48 1.83 -0.47 2.48 -0.32 2.68 -0.12 2.78 -0.02 2.78 -0.12 2.78 -0.02 2.88 -0.02 2.78 -0.02 2.53 -0.32 2.38 -0.37
2000 3.13 -0.81 2.18 -0.37 2.48 -0.72 2.59 -0.81 2.50 -0.52 2.48 -0.52 2.68 -0.32 2.8 -0.32 2.8 -0.4 2.7 -0.22 3.13 -0.17 2.30 -0.12 2.10 -0.40
2001 3.41 -0.62 1.88 -0.62 1.78 -0.49 1.81 -0.54 1.96 -0.52 - - 2.07 0.76 2.6 0.60 3.4 0.56 3.1 0.51 2.75 0.55 2.60 0.55 2.65 0.53
2002 3.27 0.50 2.45 0.50 2.50 0.50 2.60 0.52 2.61 0.51 2.90 0.53 2.92 0.68 3.0 0.71 3.3 0.7 2.4 0.53 2.65 0.59 2.54 0.55 2.49 0.59
2003 3.40 0.50 2.48 0.55 2.30 0.50 2.35 0.59 2.75 0.60 3.15 0.59 2.85 0.59 3.00 0.60 3.4 0.58 2.95 0.58 3.10 0.60 2.45 0.60 2.00 0.60
2004 - - - - - - - - - - - - - - - - - - - - - - - - - -
2005 - - - - - - - - - - - - - - - - - - - - - - - - - -
2006 - - - - - - - - - - - - - - - - - - - - - - - - - -
2007 - - - - - - - - - - - - - - - - - - - - - - - - - -
2008 2.63 -0.07 - - - - - - - - - - - - - - - - 2.37 0.80 2.63 -0.07 2.19 -0.06 1.77 -0.07
2009 2.44 -0.08 1.67 -0.06 1.84 -0.06 1.92 -0.08 2.12 -0.06 1.99 0.42 2.44 0.04 - - - - - - - - - - - -
No. of Data = 21 21 20 20 20 20 20 20 20 20 19 19 19 19 18 16 18 17 19 19 20 20 20 20 20 20
Mean, X = 2.94 -0.54 1.71 -0.44 1.77 -0.50 2.02 -0.50 2.24 -0.45 2.54 -0.29 2.62 -0.08 2.78 -0.03 2.87 0.05 2.68 0.06 2.60 -0.10 2.26 -0.17 1.88 -0.26
Stdev = 0.29 0.41 0.37 0.36 0.33 0.39 0.27 0.40 0.22 0.38 0.36 0.39 0.23 0.36 0.14 0.35 0.28 0.32 0.24 0.32 0.28 0.32 0.25 0.35 0.35 0.39
Co-eff. of Skewness = 0.42 1.85 0.65 2.11 1.10 1.94 1.04 2.04 0.61 2.07 1.23 1.37 -0.27 1.69 0.05 1.43 0.61 0.67 0.61 1.12 0.15 1.46 -0.04 1.46 0.68 1.44
Frequency: Frequency Analysis of Max. & Min. Water Level of Annual and Individual Month using Extreme Value Distribution
1 in 2.33 2.94 -0.54 1.71 -0.44 1.77 -0.50 2.02 -0.50 2.24 -0.45 2.54 -0.29 2.62 -0.08 2.78 -0.03 2.87 0.05 2.68 0.06 2.60 -0.09 2.26 -0.17 1.88 -0.26
1 in 5 3.15 -0.25 1.97 -0.18 2.00 -0.23 2.22 -0.21 2.40 -0.17 2.80 -0.01 2.79 0.17 2.87 0.22 3.1 0.28 2.85 0.29 2.80 0.13 2.43 0.08 2.13 0.02
1 in 10 3.32 -0.01 2.19 0.04 2.20 0.00 2.38 0.02 2.53 0.05 3.01 0.22 2.92 0.38 3.0 0.43 3.2 0.47 3.0 0.48 2.96 0.32 2.58 0.28 2.33 0.25
1 in 20 3.48 0.22 2.39 0.24 2.38 0.22 2.53 0.25 2.65 0.26 3.21 0.44 3.0 0.58 3.0 0.62 3.4 0.65 3.1 0.66 3.12 0.50 2.71 0.47 2.53 0.47
1 in 25 3.53 0.29 2.46 0.30 2.44 0.29 2.58 0.32 2.69 0.33 3.27 0.51 3.1 0.65 3.1 0.68 3.4 0.7 3.2 0.71 3.16 0.56 2.76 0.54 2.59 0.54
1 in 50 3.69 0.52 2.7 0.50 2.62 0.50 2.72 0.54 2.81 0.54 3.47 0.73 3.2 0.84 3.1 0.87 3.6 0.9 3.3 0.89 3.32 0.73 2.89 0.73 2.78 0.76
1 in 100 3.85 0.74 2.9 0.70 2.79 0.71 2.87 0.76 2.93 0.75 3.7 0.94 3.3 1.0 3.2 1.1 3.7 1.1 3.4 1.06 3.47 0.90 3.03 0.91 2.97 0.97
Max 3.52 0.50 2.48 0.55 2.50 0.50 2.60 0.59 2.75 0.60 3.52 0.59 3.08 0.76 3.00 0.71 3.41 0.67 3.18 0.80 3.13 0.60 2.68 0.60 2.65 0.60
Min 2.44 -0.96 1.13 -0.74 1.33 -0.96 1.68 -0.92 1.85 -0.78 1.99 -0.80 2.07 -0.38 2.53 -0.32 2.46 -0.42 2.36 -0.27 2.12 -0.39 1.76 -0.55 1.38 -0.75
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5.6 Historical Information on Change of River Course and Bank Line
Shifting
To identify the change of river course and shifting of bank line at the bridge location, the
Consultant have collected Satellite imageries from Space Resources and Remote Sensing
Organization (SPARRSO) for past and. recent years. SPARRSO maintains Satellite imageries
since 1978 but for imageries before 1989 the resolutions are not suitable to identify river
bank line. Consultants, therefore collected the imageries for the year 1989, 1997, 2004 and
2010. Flooding years have been selected as there were high flood in 1988, 1997 and 2004.
The most recent image is however for the year 2010.
Bank line has been drawn on the imageries of each year which were then superimposed to
identify the shifting of the river course and bank line during last 22 years (1989 to 2011).
River course during 1989, 1997, 2004 and 2010 are shown in Figure 5.6-1 through Figure
5.6-4 while the superimposed bank lines for those years are shown in Figure 5.6-5 and 5.6-6.
From the above bank line study, it is observed that, like other meandering rivers, formation of
meandering loop is common in river Paira as a recent cut in it’s meandering loop at about 3.5
km downstream of the proposed bridge alignment is still prominent. The channel however
has taken it’s regular shape at this location and the old bend is gradually drying up.
Secondly from Figure 5.6-6 it is clear that maximum bank line changes occurred during last
22 years are at the river bends both in the up stream and in the down stream though the river
has not taken any new course. The bank line changes are prominent in it’s north bank (Barisal
end) in the up stream and down stream while there is movement of bank line in both banks at
the bridge location though the bank shifting at Patuakhali end appears to be greatly reduced
in recent years (2004-2010). This may be due to the protection works in the bridge location
under taken by BWDB. The channel however narrowed and a char land has been developed
at Barisal end. But a long stretch of the river bank at Patuakhali end covering about 3 km in
the upstream and 3 km in the down stream appears to be stable for last 6 years with the
BWDB Protective Works in place.
From the above observations the Consultant strongly feels that upper and lower meandering
bend is not likely to propagate to-wards the bridge location in near future. The proposed
bridge location at the existing ferry ghat is however erosion prone and likely to be shifted
further unless proper protective measures are taken. Present BWDB protective works though
appears to be effective but for the protection of the bridge, more dependable measures is
recommended taking the present morphological and hydraulic condition into account.
Proposed bridge alignment is shown in Figure 5.6-7 in a Google Map.
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Figure 5.5-5: Super-Imposition of Bankline and River Course Shifting
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Figure 5.5-6: Super-Imposition of Bankline and River Course Shifting
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5.7 Design Criteria and Design Flood Levels
Road Master Plan Project (RMPP) made an overall hydraulic analysis for the region in 1992
and suggested as follows.
Extract from RMPP (Volume V, Hydrology)
Quote
Water way Requirement
Classification of Roads for hydraulic condition assessment
The various stretches of the project road have been classified according to past and potential
conditions in the three following categories:
Category 1: Stretches exposed to direct overspill from large rivers.
Category 2: Roads subject to flush floods caused by high-intensity, short-duration rainfall.
Category 3: Roads located in areas subject to floods due to the tidal effect in the
rivers.
Selection of the correct size of waterway openings in a road embankment depends largely on
the hydraulic flow conditions and the soil stability at the site. A freeboard of 0.9m was set for
National and Regional roads, while 0.6m was considered appropriate for feeder roads.
For Category 1 roads, maximum rainfall and maximum flood are independent events and the
probability of their simultaneous occupancy is quite low. Therefore, in the assessment of
drainage needs, a flood frequency of 50 years and a rainfall intensity of an average yearly
maximum daily rainfall during maximum flooding was selected. For Category 2 roads, the
drainage capacity of the structure should be such that a maximum daily rainfall of 1 in 20
years can be handled.
Roads in Category 3, located within the active tidal zone, should have a crest height above
normal high tide and the waterway opening should be able to handle a 1 in 20 year maximum
rainfall for a 6 hour duration.
Unquote
Flooding around the project road falls under Category 3 i.e. due to tidal effect in the river.
Therefore, the Consultant is in the opinion that the Bridge should be designed for a flood
frequency of 50 years and the road embankment should be designed for a 20 years returns
period with 1m freeboard above the High Flood Level (HFL).
5.7.1 Computation of Design Flood Levels (DFL)
Among the above mentioned water level stations Bakerganj, Kait Para and Mirzaganj are
close to the bridge location where the 50 years flood level ranges between 2.95m to 3.83m
PWD.
From Figure 5.5-1, the proposed bridge location at Lebukhali is 6 km downstream of
Bakerganj and 16 km upstream from Mirzaganj whereas Kait Para is also at about 6 km up
stream of Lebukhali.
Average of Bakerganj and Kait Para = (3.09 + 2.95)/2 = 3.02.
By interpolating the above values, the HFL at Lebukhali comes to
3.02 +6 x (3.83–3.02)/(16+6) = 3.24 m PWD
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Therefore, from available data and by frequency analyze, the Consultant is in the opinion that
the 50 years flood level at Lebukhali can be considered as 3.24m PWD.
For the approach road the design flood level should be 20 years flood as per Road Master
Plan (RMP) recommendation. Therefore 20 years flood level at both bank of the river has
been computed as 2.93 m PWD.
5.7.2 Standard High Water (SHW)
Standard High Water Level (SHWL) has been obtained from BIWTA from their SHW
contour which is 2.50m PWD.
Daily Rainfall records for 25 years have been collected from BWDB at Patuakhali and
Bauphal which are very close to the Project site.
5.7.3 Design Flow Discharge
As mentioned earlier no historical discharge data of river flow within the vicinity of the
project area are available for statistical analysis. As such indirect method has been used for
calculation of design flow discharge. There are many methods for computing design
discharge and each of them has limitations depending on the catchment characteristics. The
most widely used indirect methods are:
• Rational formula for ill defined channels, and
• Slope area method for defined channels.
The Rational Formula Method
This method of computing design discharge is adopted normally for culverts and bridges
where the channel is not defined and the catchments boundary is easily demarkable.
Q = CIA
Where, Q = Rainwater discharge (m 3 /sec);
C = Run-off coefficient (for agricultural land C=0.50)
A = Catchment area (km 2 ); and
I = Rainfall intensity (mm/day)
Catchments boundary of Paira river at Lebukhali is not easy to identify. At the same time the
river is a tidal one therefore, such method can not be used.
Slope Area Method
This method of computation is widely used for defined channel with catchments boundary
extended far with the upstream.
The flow in a channel reach when computed by one of the open channel formula is known as
the Slope Area Method. The most commonly used formula in this method is the Manning's
formula. Unless a computer model is used, the velocity is generally determined using
Manning's formula which considers available cross sectional area for a few of water way at
the proposed bridge site and the gradient of the water surface or the channel bed. Manning's
formula for computing the mean velocity is as follows:
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V= 1/n S½ R2/3
Where, V-Flow velocity (m/sec)
S-Water level slope, and n- Roughness coefficient
R-Hydraulic radius (m), R = A/P
A-Cross sectional area of channel (m)
P-Length of wetted bed across the channel (m)
The discharge Q of the channel by using Manning's above equation is Q=AxV
5.7.4 Waterway Opening and Computation of Design Discharge
During the monsoon period, most of the project area is flooded. Within this flooded area any
flow discharge through the bridge is controlled by the water level downstream. Construction
of any structure across the channel may create constriction in the flow, resulting in rise of
water level and flooding in the area upstream.
Selection of proper waterway openings in bridge depends largely on the hydraulic flow
conditions and the stability of soil at the channel-crossing site. The structure should be able to
evacuate the downstream area of stored water at such a rate that there is no danger of an
abnormal rise in the upstream water level. An increase in the difference between upstream
and downstream water levels may produce high velocity, endangering the stability of the
structure by scouring or outflanking. These parameters have been taken into account in the
waterway opening definition.
The waterway opening includes the width of piers, which may accounts for maximum 5% of
the total waterway for multiple span bridges. Additional opening has been suggested for
greater safety where the floodwater originates outside the national boundary and therefore, no
analysis is possible. Net waterway opening for defined channel has been calculated by
Lacey's formula
Ws= 4.75 √ Q
Where, Ws- Required Waterway opening (m)
Q - Design discharge (m 3 /sec).
Design flood level = 3.24 m PWD
Q = VA
Where, Q = discharge, V = Flow velocity, A= Flow area
V = 1/n√ S½ R 2/3
Where, S = River gradient, n =Roughness Co-efficient, R= Hydraulic radius
R = A/P, where P = Wetted Perimeter
River Cross section at the proposed bridge center line has been considered to compute the
design discharge (Q at HFL 3.24m PWD).
n = 0.025 for river without stones and weeds
For tidal rivers the river bed slope cannot be easily identified. Therefore, the maximum
difference of water level in the river at a known distance for a particular time can be
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considered to identify the flow gradient. Bakerganj and Mirzaganj are two tidal stations
located about 22 km apart in the same river Paira. The maximum difference of river stage
was found as 1.08m (1.70-0.63) on 27 July/1998 at 9.00 AM.
Therefore S = 1.08/22,000= 4.8x10- 5
Design discharge QS at HFL 3.24m PWD, = 12,621m3/sec
Computable discharge at different river stage are shown in Table 5.7-1 & Table 5.7-2
Table 5.7-1: Main Channel Discharge
Level n S S
(m)
1/2 A P R=A/P R
(m2) (m) (m)
2/3 V Q=AV
(m/sec) (m3/sec)
-0.4 0.025 0.000048 0.007 5552.368 381.482 14.555 5.961 1.65 9173
0 0.025 0.000048 0.007 5702.028 390.619 14.597 5.973 1.66 9438
2 0.025 0.000048 0.007 6522.081 443.360 14.711 6.004 1.66 10851
3.1 0.025 0.000048 0.007 6997.833 445.438 15.710 6.273 1.74 12165
3.24 0.025 0.000048 0.007 7058.550 445.705 15.837 6.306 1.75 12336
Assuming the width of overland flow as 500m and the average level of the flood plain as
1.70m PWD. The depth of flow at HFL comes as =3.24-1.70=1.54m.
Table 5.7-2: Overland Flow Discharge
Level n S S
(m)
1/2 A P R=A/P R
(m2) (m) (m)
2/3 V Q=AV
(m/sec) (m3/sec)
2 0.025 0.000048 0.007 150.000 500.000 0.300 0.448 0.12 19
3.1 0.025 0.000048 0.007 700.000 500.000 1.400 1.251 0.35 243
3.24 0.025 0.000048 0.007 770.000 500.000 1.540 1.334 0.37 285
W = 4.75 √ Q = 4.75 √ 12,621 = 528.0m
W = Regime width of the river (Required waterway opening)
5.8 Navigation Clearance
In Bangladesh rivers and channels are generally used as water routes by both mechanized and
non-mechanized vehicles. Some of the rivers remain navigable through out the year, few
rivers for about 7-8 months and others get dry during the low water period. Transportation of
goods using the waterways is still the cheapest in this country. People living in and around
the flood plains have to transport their agricultural commodities. All these factors require
provision of navigation under the bridges.
Bangladesh Inland Water Transport Authority (BIWTA) maintains Navigation route all over
the country and the river routes are classified in three categories namely Class I, Class II and
Class III. Vertical and horizontal clearance required for each category of river routes are also
specified by BIWTA. River Paira at the proposed bridge location is classified as Class I
navigation route, where the required vertical clearance as specified by BIWTA is 18.3m
above Standard High Water level (SHW), which has been identified as 2.50 m PWD and
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therefore the bridge soffit level over the navigable area shall be maintained above 18.3 + 2.5
= 20.8m PWD.
5.9 River Training Works
As discussed earlier, the river Paira is a coastal river and have meandering characteristic, a
loop cut, at about 3.5 km downstream of the proposed bridge location has been identified
which appears to be a recent meandering out come in the river bend. The bridge location is
also close to a meandering bend and the left bank of the river was under constant erosion
since Bangladesh Water Development Board (BWDB) undertook river bank Protection work
since 2004.
During discussion with the Executive Engineer, BWDB, Patuakhali, it is learnt that, some
protective measures in the form of bank revetment has been taken up to protect the ferry ghat
and adjacent area from river bank erosion. But the work is not adequate and there are
occasional damages to their protection works due to failure of underlying river bank slope.
He expressed that the present protection work will not be dependable for such major bridge
project. And therefore suggested to undertake major river training works to protect the bridge
from further bank shifting with proper field investigation.
Present BWDB works is however extended from about 150m upstream to about 500m
downstream of the existing ferry ghat (our proposed bridge alignment). The upstream
protection work is mainly along the left bank of a canal adjacent to the ferry ghat. Protection
work on the other side of the canal at the out fall is also undertaken to protect the area from
canal erosion.
Present Bangladesh Water Development Board protection work comprise of Cement
Concrete (CC) blocks of different sizes. In the dry slope (upto minimum water level) the CC
block size is 400x400x200 mm and in the eroded slope, the block sizes are 300x300x300 and
400x400x400 mm. Blocks are randomly dumped directly over the river bank in the deep
water which is anticipated to work as a falling apron. While in the dry slope the blocks are
laid over a 3mm non woven geotextile layer. Existing Bangladesh Water Development Board
Protection works are shown in attached Google map in Figure 5.9-1.
5.9.1 Proposed River Training Works
The Consultant therefore recommends that suitable protection works would be undertaken to
protect the area at the bridge location at Patuakhali end which is vulnerable to major bank
shifting. From the Bathymetric survey it appears that a deep pocket with river depth from -25
to -27.00m PWD extends from 50m upstream upto 300m downstream of the proposed bridge
center line. And the river bank slope is quite steep at this location. It is therefore
recommended that this 350m stretch of the river bank at Patuakhali end should be protected
by constructing bank revetment with appropriate slope in the river bank. Protection work may
be further extended by another 200m in the downstream and another 150m in the upstream of
the existing Bangladesh Water Development Board protection works.
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5.9.2 Scour Depth
In designing the bridge and the associated protection works, it is vital to know to what depth
the bed of the river channel may scour, both generally and locally, so that the works can be
designed such that they are not destabilized by such scour. Scour in a river is often divided
into a number of subcategories in order to better understand the processes involved, and to
estimate the contribution of each to the overall picture. First it is necessary to differentiate
between bank scour and bed scour.
Bank scour is the erosion of the river bank. It can be localized or general over a length of
bank. Local bank scour is usually the result of an eddy or other local turbulence and is
common at downstream of structures or at the end of bank protection works. General bank
scour occurs as part of channel realignment (e.g. meandering). The mechanism of bank scour
depends very much on the nature of the material which forms the bank.
Bed scour is the deepening of the river channel either locally or generally, and can be divided
into two major subcategories:
• General scour results from long term morphological changes or hydrological changes
in the river system;
• Local scour is caused by an obstruction within the flow (e.g. a bridge pier.)
For design purposes it is normal to estimate scour depths by the use of empirical formula and
the results of model tests. The main types of scour which are relevant to the design of the
bridge and for protection works are general scour and local scour. General scour is an
important factor for bank protection work while local scour for fixing the pile/caisson depth.
5.9.3 Computation of Scour
General Scour (Gs) = 0.473 (Q/fs ) 1/3 fs =1.76 √ D50 = 1.76 √ 0.08mm = 0.5, D50 (grain size
mean diameter)
Local Scour (DS) = 2 x Gs
River discharge at different river stages and at HFL 3.24m PWD are computed and shown in
Table 5.7-1 and Table 5.7-2 respectively for the main channel and in the flood plain as over
land flow below Table 5.9-1 shows the Local scour corresponding to 3.24m PWD (HFL) is
at level - 24.55m PWD.
Therefore, Total Scour in the main channel would be Gs + scour due to pile affect, (Ps) which
is 2.25 x Pile dia, assuming pile dia = 3.00m. Ps = 3 x 2.25 = 6.75. So the maximum scour
level at pier position comes as - 24.55 - 6.75 = -31.30 m PWD
Total scour level in the Flood plain would be - 4.57 - 4.50 = -9.07m PWD. [Scour due to pile
effect is 1.5 times pile dia when flow depth is less than 5.0m]
The Consultants however do not anticipate that the level -31.30m PWD can be reached all
through out the main channel bed. The maximum scour may reach at the deepest point which
can be considered from chainage 3385m to 3425m. Deepest scour at other areas along the
river cross section may be identified by interpolating the value between -9.07 to -31.30m
PWD i.e. from the end of flood plain (chainage 3020m) up to start of deep channel at
chainage 3385m.
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It is however recommended that from chainage 3385m up to 3470m maximum expected
scour at level should be considered as -31.30m.This is because there will be river training
works in this bank and for river training works the design scour at the toe is also 2 x DS.
Computation of scour depth at various discharge condition are shown in Table 5.9-1.
Table 5.9-1: Scour Depth Calculation
Water Discharge Q (m3/sec)
Level Main Overland
WL (m) Channel flow Flow
Total
Discharge
QT (m3/sec)
W=
4.7√QT
(m)
D50
(mm)
fs=
1.76√D50
GS=0.473*
(Q/fs) 1/3
(m)
DS=2*GS
(m)
Scour Level =
HFL-Ds (m)
-0.4 9173 0 9173 450.138 0.080 0.50 12.493 24.986 -21.746
0 9438 0 9438 456.609 0.080 0.50 12.613 25.225 -21.985
2 10851 19 10870 490.020 0.080 0.50 13.221 26.441 -23.201
3.1 12165 243 12407 523.524 0.080 0.50 13.817 27.633 -24.393
3.24 12336 285 12621 528.004 0.080 0.50 13.895 27.791 -24.551
Scour depth at main Channel Scour depth at flood plain
Flood plain scour due to overland flow
Gs = 0.473*(Q/fs) 1/3 Gs = 0.473*(Q/fs) 1/3
= 0.473*(12336/0.5) 1/3 = 0.473*(285/0.5) 1/3
= 13.76 m = 3.90 m
Hence, Ds = 2*Gs = 2*13.76 = 27.79 m Hence, Ds = 2*Gs = 2*3.90 = 7.80 m
Scour level = 3.24-27.52 = -24.55 m PWD Scour level = 3.24-7.80 = -4.57 m PWD
5.10 Design of River Training Works
5.10.1 Design Data
The following design data used during the design phase of the project were also considered
for the design of revetment works:
- Design discharge (50 yr. return period) = 12,336 m 3 /sec.
- Design Highest Flood Level (HFL) for 50 years return period = 3.24 m PWD
- Lowest Water Level (LWL) = -0.4 m PWD
- Standard High Water Level (SHWL) = 2.5 m PWD
- River width at bridge location = 500 m
- Grain size of the bed materials (D50) = 0.08 mm
- Maximum velocity = 1.75 m/sec.
5.10.2 Design Computation
Revetment Work
Maximum scour level = - 31.30m PWD
Maximum scour depth from LWL, D= - 31.30 + (-) -0.40 = 30.70 (where -0.4m PWD is the
minimum water level)
The width of falling Apron = 1.5 D
= 1.5 x 30.70 = 46.05m
Considering the scour depth, the width of falling apron is recommended as 46.0m
The thickness of slope pitching by CC Block can be computed by T = K(Q) 1/3 (Manual on
Hydrologic and Hydraulic Design of Bridges By BUET & IWM Page -75)
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Where, K is constant value varying from 0.065 to 0.035
assuming K=0.05, T = 1.15m
Stone Size
Table 5.10-1 gives suggested grading specifications for riprap which will be suitable for
different stream flow situations. The table indicates approximate local velocities when used
on side slopes of 1:2. On steeper slopes the allowable velocities should be reduced some what
and on flatter slopes they may be slightly increased. Flow is assumed to be parallel to the
bank.
Computed maximum velocity is 1.7m/sec. Assuming a factor of safety of 1.5 for cyclonic
surge etc. the maximum velocity may go up to 2.55m/sec.
Table 5.10-1: Nominal 0.3m diameter or 35kg weight
Allowable local velocity up to 3m/sec.
Grading Kg
100% smaller than 140
at least 20% larger than 70
at least 50% larger than 35
at least 80% larger than 10
Stone diameter / weight conversion chart is shown in Figure 5.10-1.
Note: The percentage are by weight: The size are equivalent spherical diameters = 1.24x3√volume.
For the revetment work, CC blocks will be placed at between +0.4 to -24.55m PWD and
therefore, the falling height during erosion process will be less than the falling apron. So for
the revetment work, the maximum size of the cc blocks has been considered as 400x400x400
mm.
Stone Grading
weight of 400x400x400 mm = 154 kg (Maximum)
350x350x350 mm = 103 kg (Medium)
300x300x300 mm = 65 kg (Minimum)
River Cross sections at the proposed bridge location and typical sections for revetment works
are shown in Figure 5.10.2, 5.10.3, 5.10.4 and 5.10.5.
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Figure 5.10.2

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Figure 5.10.3

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Figure 5.10.4

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Figure 5.10.5

Feasibility Study of Lebukhali Bridge BCL-STUP JV
CHAPTER 6: PRELIMINARY ENGINEERING AND COST
ESTIMATE
6.1 Design Standards
6.1.1 Bridge Design Criteria
6.1.1.1 Analysis and Design Specification
The analysis and design of the bridge will be in accordance with American Association of
State Highway and Transportation Officials (AASHTO) standard Specification for Highway
Bridges latest edition presently use in Bangladesh (presently 16 th edition 1996). The Service
Load Design method is adopted. The design specification for loading has been considered as
per AASHTO HS 20-44 with the provision of IRC class ‘A’ loading (as per ToR), and stress
checking with single IRC HB-45 loading.
6.1.1.2 Design Life
The Bridge has been designed for a design life of 100 years.
6.1.1.3 Loading Criteria
The design criteria for Loading are classified in three types, Viz Dead Loading, Live Loading
and Environmental Loading.
Dead load
Structural Dead Loads are permanent loads which would exist during the life of the Structure
and would include self weights of all structural elements including parapet. Superimposed
Dead Loads will include footpath, wearing surface, utility services and road furniture (signs,
lights, access platforms). For design purpose, two sub categories can be combined together in
calculating the Total Deal Load effects but it must be appreciated that dead loads may be
imposed in stages, depending on the construction method adopted.
Live Loading
The design criteria for live loading are in accordance with the Terms of Reference (ToR).
This is ASHTO HS 20-44 with the provision for IRC class ‘A’ Loading and stress checking
with single HB-45 loading units. The side walk, curb and parapet loading are in accordance
with AASHTO Class 3.14.
6.1.1.4 Environmental Loading
Wind Loading
A basic wind speed of 260 km/hr in accordance with the Bangladesh National Building Code
1993 (BNBC 1993) has been considered. The wind speed map of the code has been
reproduced in Figure 6.1.
Temperature Effects
Based on the data of meteorological records of maximum and minimum air temperature and
relative humidity of Barisal zone, for design, a range of temperature of 34°c (+l0 o c to +44°c)
and average relative humidity of 76% are proposed for the project. The temperature gradient
for the design of structures would be as per AASHTO.
Seismic Loading
The site of the proposed Bridge is within zone 1 of the seismic zoning map given in the
BNBC 1993. The zone coefficient of this area is 0.075. The design has been based on single
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mode spectral analysis method as given in AASHTO IA with due regard for the Acceleration
Coefficient (A). The zoning map of the code is reproduced in Figure 6.2.
Figure 6.1: Basic Wind Speed Map of Bangladesh
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Figure 6.2: Seismic Zoning Map of Bangladesh
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6.1.1.5 Geometric Design Criteria of the Bridge
Standard Bridge Cross-Section
Based upon the RHD’s approved Geometric Design Standard Manual (Revised), June 2005, a
typical bridge cross section has been designed. The adopted width of the bridge cross section
is 17.5m with footpath. Carriageway width is 7.3m, exclusive of footpath. The width the
pedestrian footpath is 1.1m inclusive of 0.2m parapet width. The bridge configuration is
shown in Figure 6.3.
Longitudinal Gradient
The longitudinal gradient of the bridge has been taken 3% in consultation with RHD.
Deck Cross-fall
2% cross slope has been considered as per Appendix-2 of Bridge Design Standards of RHD,
January 2004.
Horizontal and Vertical Curve
In this Project Bridge, the minimum horizontal curve radius and vertical curve length has
been considered as 500m and 200m respectively (as per Geometric Design Standards
Manual, Revised, June 2005).
Navigational Clearance
The Navigational Clearance has been considered in accordance with the current Bangladesh
Inland Water Transport Authority (BIWTA) requirements.
The Table 6.1 below has been given for information purposes only and gives the present
minimum vertical and horizontal Navigation Clearance as per BIWTA.
Seq. No. Classification of
Table 6.1
Minimum Vertical Minimum Horizontal
Waterways
Clearance (m)
Clearance (m)
1 Class – I 18.30 76.22
2 Class – II 12.20 76.22
3 Class – III 7.62 30.48
4 Class – VI 5.00 20.00
Two spans has been kept wide enough to accommodate intended river traffic. The vertical
clearance should be measured from the Standard High Water Level. The Standard High
Water Level is 2.5m PWD for the project bridge. The project bridge is in the Class-I category
at the Table 6.1 with vertical clearance of 18.30m and horizontal clearance of 76.22m. With
the consideration of the width of pile cap and desirable clearance from pile cap, the
obligatory span shall be of minimum 90m.
The Navigational Clearance diagram and BIWTA’s above mentioned Navigation Clearance
requirement certificate are in Figure 6.4.
BIWTA Vide their letter Reference No. 18.765.045.06.02.016.2010/118 ZvwiL 06/02/2011 Bs
has given the Navigational Clearance for the bridge and is enclosed herewith.
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Figure 6.3: Bridge Cross Section for Twin Box
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Figure 6.4: Navigational and Vertical Clearance Diagram for Proposed Lebukhali
Bridge
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Table 6.2: Summary of the Geometric Design Criteria for Bridge
Maximum Design Speed 80 kmph
Horizontal Curve (minimum) 500m
Vertical Curve (minimum) 200m (Length)
Maximum Longitudinal Gradient 3%
Cross Fall of Carriageway 2%
Minimum Stopping Sight Distance (SSD) 120m
Minimum Overtaking Sight Distance (OSD) 500m
Formation Width 12.3m (2-Lane) & 22.4m (4-Lane)
Carriageway Width (each side) 7.3m
Footpath width including bridge parapet (each side) 1.1m
6.1.2 Other Design Criteria
6.1.2.1 Utilities
The proposed Bridge has been designed with provision for any potential utility services
including, gas and water pipes, cabling for electricity and telephone or other cable networks.
6.1.2.2 Safety Aspects
Safety aspects of the design has been considered in accordance with the principles set out in
section 10 of the RHD Bridge Designer’s Handbook.
6.1.2.3 Design Method
‘Design Principles’ of the RHD Bridge Designers’ Handbook has been followed.
6.1.2.4 Bridge Railings (Parapets)
Bridge parapets are to be designed to contain vehicles and to safeguard pedestrian.
6.1.2.5 Stream Velocity and Scour Depth
The stream velocity and scour depth in design of foundations of the bridge structure and for
deciding protection requirements are as per study on River Hydrology and Hydraulics in
Chapter-5. For the bridge of design stream velocity 1.75m/s and scoured bed level is (-)
24.55m PWD around the pier foundations within the main river bed, and at bed level (-)
4.57m PWD over the overhead flow area.
6.1.2.6 Bridge Lighting and Power Supply
During the presentation of Draft Feasibility Study Report (DFSR) at RHD’s office on 15 th
June 2011, RHD requested the Consultant to keep provision for solar panel power generation
and back up facilities for 6-hour lighting of bridge.
Accordingly the Consultant has provided for this arrangements as shown in the drawings and
documents under section 9 of Volume-3 of this report.
6.1.2.7 Material Properties
• Concrete
The concrete is to be produced from natural coarse aggregate, coarse sand, Ordinary Portland
Cement (OPC) and water without harmful chemical and suspended particles. Natural coarse
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aggregate is available from north of Sylhet along the Indian Border. Mechanically crushed
aggregate to achieve proper grading is proposed.
Cement is produced in Bangladesh. This has been seen to comply with criteria for Ordinary
Portland Cement and is considered suitable for this project. Reliable quality of cement is
available from many local factories. Whilst the river would provide a ready source of water
for mixing concrete, the presence of suspended solids and possible mineral salts render it
undesirable for the production of high quality concrete. It is proposed that any water source is
tested for quality but that a tube well source is to be preferred.
• Reinforcing Steel
Reinforcing steel both mild (Grade 40) and high yield (Grade 60) conforming to ASTM
A615, A616, A617 or A706 is manufactured in Bangladesh. The limiting bar size is 32mm.
The following bar sizes are available.
8, 10, 12, 16, 20, 22, 25, 28 and 32mm diameter.
Design data for local High Yield Steel Deformed (HYSD) reinforcements permissible stress
in Tension, Shear and Compression as per AASHTO-172 N/mm 2 .
• Pre-Stressing Tendons
These are not available in Bangladesh. Uncoated wire strands as required by the designers
shall conform to the requirement of AASHTO M203 (ASTM A416) supplement SI (Low-
Relaxation).
• Structural Steel
High quality structural steel is not available in Bangladesh. Imported Grade 50 steel
complying with European Code EN or American ASTM with a yield strength of 358 N/mm 2
is proposed for superstructure with steel truss, if considered. For ordinary structural steel
works in bridge joints, railing components and other miscellaneous work, structural Steel of
Grade 30 may be used.
6.1.3 Summary of Bridge Design Criteria
Table 6.3 summarizes the bridge design criteria.
Table 6.3: Summary of Bridge Design Criteria
Carriageway width – 7.3m Footpath width including parapet 1.1m
Total width with footpath 17.5m
Analysis and Design Code AASHTO Standard Specification for Highway bridge,
16 th Edition 1996
Live Loading AASHTO HS20-44/IRC Class A
Side Walk, Curb and Parapet loading AASHTO – Clause 3.14
Basic Wind Speec 260 Km/h
Earth pressure (Fill Soil)
- Soil density 1900 kg/m 3
- Φ 30 o
- Ka 0.33
- Ko 0.5
Earthquake Zone Zone 1 – coefficient = 0.075
Temperature Range Relative Humidity 10 o c to 44 o c
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Concrete Strengths M-50 Concrete for Bridge Girder and M-35 for other
except Minor structures in M-30
Post Tensioned Box Girders and RC Box 45 N/mm
Girder ƒ’c
2 (minimum)
Other ƒ’c 35 N/mm 2 Reinforcement Strengths
(minimum)
- Mild Grade 40 (258 N/mm 2 )
- High Yield Grade 60 (460 N/mm 2 )
(Note: maximum bar diameter locally
available is 32mm)
Prestressing Tendons Minimum Ultimate Tensile Strength 1860 N/mm 2
Structural Steelwork - yield strength (only 250 N/mm
at bridge joints and railing components)
2
Construction Type of Super Structure Pre-stressed Concrete (cast-in-situ) post tensioned Twin
box girder Continuous over 550m for option-1 and
continuous over 630m for option-2. PSC I-Girder pre-cast
with slab over the piers for viaduct.
Foundation Cast-in-situ bored concrete piles of 1500mm diameter for
main bridge and 1000mm diameter for viaduct for option-
1 and of 3000mm diameter for main bridge and 1000mm
dia for viaduct for option-2.
6.2 Approach Road Design Criteria
The approach road has been designed as per Geometric Design Standard Manual (Revised) in
June 2005 by Government of the People’s Republic of Bangladesh, Ministry of
Communications (MoC), Roads and Highways Division (RHD).
6.2.1 Functional Classification (Design type)
6.2.1.1 Design Speed
The bridge will be on National Highway N8.
The speed over the approaches and bridge is decided with due consideration to the terrain,
adjacent land use, type of road and the possible design speed of adjoining section in future.
Accordingly a design speed of 80km per hour has been proposed for the access roads. For the
design of main bridge and the viaduct the following criteria has been maintained:
(i) No passing and overtaking control will be enforced on the bridge and their
approach sections
(ii) A toll booth of barrier gate type may be installed close to the approach where all
vehicles have to stop for paying toll.
(iii) Horizontal curve radius has been designed to restrict the speed at 80 km per hour.
6.2.1.2 Grade
The longitudinal grade of 3% prevails in Bangladesh on the bridge approach section because
of the traffic characteristics like high percentage of over-loaded trucks, small trucks, bus of
old vintage and other slow moving vehicles. With flatter gradient, the total length of the
bridge approach becomes longer making it uneconomical in terms of construction cost. Since
the vertical clearance of the bridge is high, a 3% gradient is adopted which is generally
acceptable to all types of traffic. However, a slightly higher gradient would ease the
alignment at the meeting point of the approach road.
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6.2.1.3 Cross-Sectional Elements
Crest width for the approach roads for 2-Lane is 12.3m and 4-Lane is 22.4m respectively.
The 2-Lane is for the connection to existing 2-Lane Road. The width of the carriageway has
been kept at 7.30m. On both sides of the carriageway appropriate hard shoulder and verge
have been proposed (shown in Figure 6.5).
For the 4-Lane Road, 7.30m wide carriageway, 2.0m shoulder and l.0m verge will be
provided on the both sides of 1.2m median with 0.3m shoulder on either side (shown in
Figure 6.6).
Figure 6.5: Standard Cross Section of Approach Roads
Figure 6.6: Standard Cross Section of Approach Roads
6.2.1.4 Cross-fall of Traveled Way and Shoulder
A proposed cross-fall of 2% on carriageway over the bridges and viaducts has been assumed,
as per Appendix-2, Bridge Design Standards for Roads & Highways Department, (January
2004). For approach road in embankment, (as per Geometric Design Standards Manual
(Revised, June 2005) cross-fall of 3% is proposed and a cross-fall of a 5% is proposed for the
treated verge in order to use them effectively for surface rainwater flow (as per Geometric
Design Standards Manual) (Revised, June 2005).
Summary of Geometric Design Criteria for the bridge is presented in Table 6.4.
6.2.1.5 Type of Pavement
Considering the ease of construction and maintenance, the economical and functional
viewpoint, flexible type pavement is generally selection. The flexible type pavement agrees
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with the RHD’s policy to utilize the existing pavement as much as possible as a component of
the total structure of pavement where overlay method is applicable.
A rigid type pavement in proposed to be used at the toll booth areas to pavement damage to
the pavement caused by oil and repeated wheel loads in regulated paths.
The design calculation of the flexible pavement of the approaches has been based on IRC: 37,
2001, RHD Pavement Design guide.
Table 6.4: Summary of the Geometric Design Criteria for Approach Road
Maximum Design Speed 80 kmph for straight, 65kmph for bend
Horizontal Curve (minimum) 250m (Radius)
Vertical Curve (minimum) 200m (Length)
Maximum Longitudinal Gradient 3%
Cross fall of Carriageway 3%
Minimum Stopping Sight Distance (SSD) 120m
Minimum Overtaking Sight Distance (OSD) 500m
Formation Width 22.4m (4-Lane)
12.3m (2-Lane)
Carriageway Width (each side) 7.3m
Shoulder Width (each side) 2.0m for 4-lane and 1.5m for 2-lane
Verge Width (each side) 1.0m for 4-lane and 1.0m 2-lane
Medium Width 1.0m with 0.3m shoulder on either side for 4-lane
Right of Way (ROW) 50.0m
The IRC method considers a design life time for the pavement of 15 years before major
reconstruction is required. However, it does assume that regular maintenance is undertaken.
The method relates to million standard axles “msa” to the California Bearing Ratio (CBR) of
the sub-grade. Therefore this has been adopted for all other methods.
Typical cross sections for the designed approach roads is given in Figure 6.7 and Figure 6.8.
This has been based on RHD’s Pavement Design Guide substituted with supplementary
information for IRC-37 and the design criteria for various pavement layers are given below:
• Subgrade
Current design methods for flexible pavements are usually based on CBR values of the
subgrade obtained from soil samples compacted at moisture content to 95% of the
standard proctor density and soaked for a period of 4 days (as per IRC: 37, 2001).The
minimum CBR value at site is found to be about 4%. This is required to be improved to
minimum 5% by adding improved subgrade (ISG) layer upto 300mm thick as per
RHD’s Pavement Design Guidelines.
Fine sandy materials as available near the project site would be used as improved
subgrade materials.
• Subbase
Subbase materials comprise of natural sand, moorum, gravel, laterite, kankar, brick
metal; crushed stone, crushed slag, crushed concrete or combinations there of meeting
the specified grading and other physical requirements.
In this project brick chips with medium sand is recommended as subbase materials.
Brick chips and medium sand are available in the area. The minimum CBR value of the
subbase material should not be less than 25% as per RHD’s Pavement Design Standard.
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• Base Course
Base course materials shall be comprised of crushed boulders or gravels with sands in
order to get a well graded specified mix. These are compacted to 100% to given
minimum 50% CBR for Base Type-2 and 80% CBR value for Base Type-l as per
RHD’s Pavement Design Guidelines. The lower layer of the base course shall be used as
drainage layer. Average thickness of only Base Type-1 and only Base Type-2 has been
adopted for a combination of Base Type-I plus Type-2 and has been divided into 2-Lane
following RHD’s guide lines.
• Bituminous Surface
Bituminous surface consists of bitumen, coarse aggregate and fine aggregate.
The following is proposed:
Bitumen : Bitumen of 80-100 penetration grade
Coarse aggregate : Coarse aggregate for asphalt concrete is to be
crushed boulders or gravels.
Fine aggregate : Fine aggregate to be blended with coarse aggregate
to get required grading.
• Road Supporting Facilities
The objectives of the road supporting facilities are to maintain smooth and safe traffic
flow as well as to ensure the benefits of the users.
Following road supporting facilities are to be considered:
- Traffic Signs
- Road markings
- Road lighting
- Traffic barriers
- Toll gate
6.3 Preliminary Bridge Design
6.3.1 Design of Lebukhali Bridge
6.3.1.1 Selection of Bridge Locations and Approach Road Alignment
This has been covered under Bridge Locations Study in Appendix-1 of Volume-2 of this
report. Salient features are also covered in Chapter-2 of this report on Bridge Locations and
Approach Roads Study under sub-section 2.3.
The alignment has been greatly influenced by the Class-I Navigational Clearance requirement
of BIWTA, the deeper section of the river being close to South bank (Patuakhali end), due to
the bend of the river and subsoil condition at Patuakhali end. A layout of the bridge has been
presented in Figure 1.1.3 of Chapter-1 of this report.
6.3.1.2 Design of the Main Bridge and the Viaducts
Considering the structural depth at above and side of Navigational Clearance requirement and
the grade levels of the proposed roads connecting the bridge a total length of approx 1500m is
required upto meeting point elevations of the connecting roads restricting the Abutment
height to maximum 7.0m at Barisal end and 2.8m at Patuakhali end for the soil condition and
ease of maintenance, the total bridge length have been kept at 1450m for option-1 and 1470m
for option-2. Component wise further detailing and design are stated below:
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• Span Arrangement
The choice of span arrangement is influenced by a number of factors:
1) Overall bridge length (1450m to 1470m)
2) Minimum horizontal navigational clearance (76.22m)
3) River cross-section (length=450m) and location of navigable channels during dry
season
4) Foundation bearing stratum condition as in Appendix-3
5) Ease of method of Construction and local availability of material and/or cost of
import
6) Total cost of the bridge system, and
7) Aesthetics.
The BIWTA requirement of minimum horizontal clearance of 76.22m requires that at
least one span across the dry season navigation channel will need to be a minimum of
about 90m (considering structure clearance with the piers and pile caps). In order to avoid
foundations in deep water and for utilization of dry season navigable channel, it would be
preferable to have a minimum span of 100m for option-1 and 200m for option-2 across
the deep water channel. For ease of construction to avoid number of foundation in deep
water and in order to reduce construction cost and time similar big spans are proposed to
be repeated for the waterway portion of the river followed by suitable economic
anchorage span being supported on pier (found to be 65.0m for option-1 and 115m for
option-2). The viaduct has been considered for 30.0m span PSC I Girders.
Extensive studies have been made for selection of bridge type related to span and cost of
the Main Bridge. Figure 6.9 and Table 6.5 show the result of such studies at Total
Construction Cost as a combination of superstructure cost and sub-structure cost.
Figure 6.9: Comparison of Cost Related to Span and Bridge Type
(on base date 2005)
Source: ADB Ta 4652-BAN
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Table 6.5: Comparison of Cost Related to Span and Bridge Type
Span (m) Bridge Type Superstructure Substructure Total
100 Box Girder 25,089 70,211 95,300
120 26,790 61,569 88,359
140 28,566 55,398 83,964
160 30,415 53,902 84,317
140 Extradosed Girder 31,958 51,960 83,918
160 33,850 47,677 81,527
180 35,752 44,354 80,106
200 37,792 43,165 80,957
180 CS Girder 38,785 57,601 96,386
200 40,783 54,531 95,314
Source: ADB TA 4652-BAN
It may be seen from the Figure 6.9 and Table 6.5 that for this project for an economic span of
prestress concrete (PSC) box type could be about 140m or an extradosed PSC Box Girder for
an economic span close to 180-200m are the most economic type.
The extradosed PSC box girder, a relatively new technique, has been considered as an option
to the conventional PSC box girder. This type of bridge looks like a cable stayed girder
bridge at a first glance, in view of the set of diagonal cables and pylon. With the moderate
height of pylon and stay cables the bridge would be aesthetically elegant and can be
considered as a land mark in the area. The new technique has been successfully
implemented in Bangladesh for the 3rd Karnaphuli Bridge with repeated application of spans
and was also suggested for the Padma Bridge Project in the Feasibility Study and in the
PPTA Study. Therefore, for Lebukhali bridge feasibility study keeping the ToR, the river
cross-section, subsoil condition and also the Consultants ready reference data availability in
mind, the Consultant has prepared 2 options for the bridge:
Option-1: PSC Box Girder
Main bridge - 4x100m + 2 x 75m in PSC box type = 550m
Viaduct - 18x30m + 12 x 30m in PSC I - Girder type = 900m
Total Length of bridge = 1450m
Option-2: Extradosed PSC Box Girder
Main bridge - 2x200m + 2 x 115m in Extradosed PSC box type = 630m
Viaduct - 14x30m + 12 x 30m in PSC I - Girder type = 840m
Total Length of bridge = 1470m
6.3.1.3 Sub-Structure and Foundations in the Main Water Way
6.3.2 Piers
Numbers of piers and foundation will fall in the main water way. The choice of pier type is
guided by the super-structure type and the height of the pier. Due to higher vertical clearance
with very deep river bed a more rigid solid circular type RCC pier have been suggested, as
per requirement.
Pier Protection
Pier protection against barge or launch impact is necessary. Minimum vessel types plying
through the water way are expected to be Passenger launch of 200 tons DWT of 15kmph and
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Cargo vessel of 2000 tons DWT at 7-8 kmph. Forms of pier protection normally adopted in
Bangladesh are:
a) Proprietary fenders fined to structure require the importation of a proprietary system with
inherent maintenance problem.
b) Protection of concrete plinth to pier-requires the pier foundations to be designed to resist
the ship impact forces.
c) Steel tubular pile fender remote from structure. This has the advantage of construction
and maintenance. Due to flexibility of the system much of the energy of the impact is
dissipated in deflection of the piers reducing the damage to the ship as well as the piers.
Although this system does not prevent the lateral impact, such fenders could be provided
with automatic lighting system at night as warning and precautions against collision.
Automatic lighting or glowsign painting shall be provided along the length of the pier on
structure created from pile cap to act as warning and precaution against lateral input.
Bearing
The deck of the Main Bridge PSC Continuous but separate Twin Box Girders has been
considered as continuous over 550m, and that of the extradosed PSC box has been considered
continuous over 630m.
The deck of the viaduct has been considered as PSC I Girders considers continuous over 3
spans of 30m each.
Appropriate bearings are shown in cost estimate as well as in drawings.
Foundations
Considering the sub-soil strata as shown in Figure 4.1-2 in Chapter-4 of this report and the
estimated scour depth of 8 to 10m below the bed level at pier locations as shown in Table
5.9-1 of Chapter-5 of this report, two types of foundation has been considered for the 2
options as stated below:
The large diameter (1.5m) for option-1 and 3m diameter piles for option-2 would provide
substantial resistance to bending moment and horizontal forces. The pile cap level may be set
at or above the LWL level for ease of construction in dry condition. For this project the
bottom of pile cap level in the river bed has been kept l.0m above the LWL level in the Draft
Feasibility Study Report. However the same has been lowered and embedded in ground in the
Final Report, at the Request of RHD during the presentation on DFSR on 15/6/2011. For the
viaduct portion where there is less horizontal forces and moments and less scour the
estimated pile diameter is 1000mm.The termination level of piles has been decided from the
subsoil profile and scour level.
For the viaduct portion where there is less horizontal forces and moments and less scour the
estimated pile diameter is 1000mm.The termination level of piles has been decided from the
subsoil profile and scour level.
Abutments
The basic form of the abutment is standard cantilever spill through wall type-in-situ RCC
Abutments. The abutments height has been restricted to 2.5m on South bank considering the
subsoil profile and that on the North bank has been restricted to 7.5m due to ease of
maintenance and better sub-soil profile. There is enough land around the wing walls.
Therefore Reinforced Earth (RE) walls have not been considered.
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An approach slab has been considered behind each abutment due to generally poor
achievable compaction.
6.4 Design of Bank Protection Work
6.4.1 General
Bank protection and river training works are an integral part of bridge design particularly for
large bridge over major rivers in alluvial plains. This is necessary for safety of bridge
abutments, piers and protection to bank erosion. For this project, 200m of bank at the
upstream and 500m at down stream have been considered for bank protection as shown in
Figure 5.9-1 in Chapter-5 of this report. Further details of the bank protection work are
included in Chapter-5.
6.5 Preliminary Cost Estimate
The preliminary cost estimate at this stage is based on the schematic design by the
Consultants of the project, based on their study and findings and their best engineering
judgment.
Basis and detail of cost estimate in various forms, separately for each of the 2 selected
options and for the 2-Alternative alignments and their various combinations are presented in
Appendix-7 of Volume-2.
Tables E-1 of Appendix-7 provides the construction cost of bridge for option-1 type along
Alternative Alignment-1 and Table E-2 of Appendix-7 provides the construction cost of
bridge for option-2 type along Alternative Alignment-1.
Table F-1 of Appendix-7 provides the comparison cost of total construction cost of bridge,
approach roads and mitigative measures for option-1 along Alternative Alignment 1 & 2,
where as Table F-2 of Appendix-7 provides the comparison cost of total construction cost for
option-2 along Alternative Alignment 1 & 2.
It has been already stated that RHD has accepted the Alternative Alitgnment-1 location for
the bridge and Table A-1 provides the total estimated project cost for option-1 type bridge
along Alternative Alignment-1 and the Table A-2 provides the total estimated project cost for
option-2 type bridge along Alternative Alignment-1, for which RHD has finally expressed
their preference.
6.5.1 Project Cost, Economic Cost and Financial Cost
The preliminary cost estimates for the project are presented in three different forms namely
Project cost, Economic cost and Financial cost.
6.5.1.1 Project Cost
This is the Engineers estimate for the cost of the project comprising of 7 components viz.
1. Construction Cost
2. Engineering Cost
3. Land Acquisition Cost
4. Administration Cost
5. Physical Contingency
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6. Price Contingency and
7. Taxes, Duties and VAT etc
There are standard acceptable norms for preparation of cost estimate. These acceptable norms
are:
• Construction Cost
Construction cost is the cost of construction of all the items of work by the contractor.
• Engineering Cost
Engineering cost comprises of detail design Consultant’s cost and the cost of construction
supervision Consultant approximately at 2.5% and 3.5% of construction cost respectively.
• Land Acquisition, Resettlement and EMP Cost
As the name suggests, this cost is the cost of acquisition of Land required for the project
together with cost of compensation to the project affected persons and the cost of
mitigative measures to be taken for restoring the environment.
• Administration Cost
This is the cost of services provided by the implementing agency. Standard norm for
administration cost at detail design stage is 10% of the cost of detail design Consultants,
and that at construction supervision stage is at 10% of the construction supervision
Consultants cost and for external. Monitoring and NGO operations are at 10% of Land
Acquisition, Resettlement and EMP costs.
• Physical Contingency Cost
Physical contingency cost is meant for quantity variation during actual construction and is
accepted up to 15% of the estimated construction Cost at the feasibility study stage.
• Price Contingency Cost
This is normally at a certain yearly percentage of the Combined Cost of Construction
Cost, Engineering Cost and Physical Contingency Cost for the unutilized portions of
Construction Cost over the construction period. This is the cost allotted for fluctuations of
exchange rate of the foreign currency to local currency, and is normally within 1% to 5%.
• Taxes, duties and VAT etc
Tax & VAT have been included with individual cost item rate as per RHD’s practices.
6.5.1.2 Economic Cost
Economic Cost may be derived from the Engineer’s Estimate of Project Cost after deduction
of cost for taxes and duties (VAT etc) and the price contingency cost as per ADB norms. This
cost also compares well with the alternative method of finding from the Engineer’s estimate
of the Project Cost by applying a factor of 0.85, normally known as shadow pricing.
6.5.1.3 Financial Cost
Financial Cost is derived as per ADB norms by addition for financial charges during
construction comprising of Donor Agencies financing charges and the Interest during
Constructions on the Loan Component.
6.5.1.4Estimated Project Cost
The Consultant has found out the quantities for the major items as per the Consultant’s
preliminary design. These quantities have been multiplied by the rate of each item, found out
from the RHD’s schedule of rate (SoR), April 2008 wherever available then updating these
unit rates for May 2011 by increasing them at 10% per annum for 3-finacial years. Where the
rates of these items are not available in the SOR, the rate has been obtained from similar
other projects like 3 rd Karnaphuli Bridge and 3 rd Shitalakkha Bridge and on prorata to other
similar cost. The estimated summary of Project Cost at May 2011 is presented in Table A-1
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and Table A-2 at Total BDT 4,039.81 million and BDT 4,376.80 million respectively for
option-1 and option-2 respectively and both along Alternative Alignment-1.
The estimated cost of Minimum Access Road Improvement requirement of 4-Laning
approximately 72km of Road including structure between Patuakhali and Kuakata in the year
2033 of BDT 5,498.58 million base year rate of May 2011, for the effective traffic flow
requirement over the bridge is presented in Table 6.5-1 for evaluation period of 30 years
after completion of bridge.
However, this cost will be invested from separate funding source.
Table 6.5-1: Estimated Project Cost of Minimum Access Road Improvement Requirement
(72 km) (Base Year May 2011)
Road Name Unit Qty Unit Rate/km
(February 2010)
Unit Rate/km
(May 2011)
(BDT in Million)
Amount
(May 2011)
Patuakhali-Kuakata Road Km 70.22 36.06 39.66 2,855.52
Structure 3 nos m 1780 1.35 1.48 2,643.06
Total= 5,498.58
Notes:
1 The per km unit rate BDT 36.06 million has been taken from Feasibility Study Report of 3 rd Shitalakkha
Bridge Project dated February 2010.
2 This unit rate has been updated @10% increase/year for one financial year for unit rate/km at May 2011.
3 The cost is to be incurred during the construction period of this Road for 4-laning before 2033.
6.5.2 Operation and Maintenance Cost
Operation and Maintenance cost shall be based on the average for such work in Bangladesh.
Assumed Operation and Maintenance Cost are stated below:
• For the bridge:-
- From 1st year to 5th year of operation at the rate of 1.25% of the total Economic cost
per year and
- From 6th year to 30th year of operation at the rate of 0.75% of the Economic cost per
year.
* Source: ADB TA No. 4652-BAN, 2007, Page 3-7
• For the approach roads:-
This has been as summed as per RHD’s practice.
- First 10 years of operation at the rate of 2% of the total Economic cost per year.
- 11th year to 22nd year of operation at the rate of 2% of the total Economic cost per
year
- From 23rd year to 30th year of operation at the rate of 2% of the Economic cost per
year.
- Periodic maintenance on 11th year of operation at the rate of 6% of the Economic
cost.
- Periodic maintenance on 22nd year of operation at the rate of 6% of the Economic
cost.
* Source: ADB TA No. 4821-BAN, 2009, Page B-16
6.5.2.1 Break Down of Bridge Cost over the Implementation Period
ToR requires the Consultant to determine the construction period (implementation period)
including year wise break down of cost of the bridge.
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• The Final Feasibility Study Report is being submitted in June 2011.
• Funding arrangement shall be completed by September 2011.
• Detail Design, Supervision and Monitoring Consultants (DSM Consultants) shall be
appointed by March 2012.
• Design, Drawing & Documents shall be made ready by March 2013.
• The contractor shall be mobilized by March 2014.
• Proposed Bridge construction shall be completed during 2015, 2016 and 2017.
• It is assumed that the construction of approximately 72 km of access roads would be
required for effective traffic flow over the bridge and construction of these access roads
shall be taken up by the year 2033.
The cost estimate has been presented to show the break down of the cost during the
preconstruction period of 2013, 2014 and during the construction period of 2015, 2016 and
2017 as show in Tables A-1 and A-2 for the Bridge and Approach Roads.
6.5.2.2 Detail of Cost Estimate
• For unit rates of each items of Cost estimate, RHD’s Schedule of Rate (SoR)-April 2008,
has been used. Where these are not available prorata Cost of SoR, unit rates from other
similar project and/or the Consultant estimate has been used and presented in Tables (A-3
/ A-4) and in tables under Group-C of Appendix-7.
• RHD’s Rate analysis (April 2008), include the break down of Capital Cost, Equipment,
Labour component, Material component etc and relevant items are enclosed in Table B-1
of Appendix-7.
• Detail of unit rates of selected major items of RHD’S Rate analysis is presented in Tables
(C) of Appendix-7.
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CHAPTER 7: SOCIAL IMPACT, RESETTLEMENT AND
SOCIO-ECONOMIC STUDY
Note: Study report relevant to Social Impact, Resettlement and Socio-Economic aspects
have been included in Chapter-8, as per ToR provisions and RHD’s instruction on 15 th June
2011 to finalize the report is in present state considering incorporation of their comments
only, as soon as possible.
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CHAPTER 8: ENVIRONMENTAL IMPACT ASSESSMENT
8.1 Project Background
The objective of Lebukhali Bridge Project on Barisal-Kuakata Road via Patuakhali is to
divert a fraction of the traffic flow from on going Padma Bridge Project, Dhaka-Chittagong
Restricted entry 4-lane Expressway Project, 3 rd Shitalakkha Bridge Project and from north of
the Kalapara, Hazipur and Mahipur Ferry Crossings. Subsequent widening and strengthening
of the 72 Km existing road between Kuakata and Patuakhali is bound to increase traffic flow
in the region from present 3,000 nos. per day. Commissioning of the Padma Bridge, traffic
flow between the North and South-Central Region might increase several folds provided the
Kuakata as sea resort and Patuakhali as sea port grow at a rapid pace. Hence, full benefit
from the Lebukhali Bridge Project over the Paira River can be harnessed through
simultaneous and concerted development of the region. The Lebukhali Bridge Project is
therefore treated by Ministry of Communications (MoC) and Roads and Highway
Department (RHD) as a priority project (RHD 2011).
The GoB of late emphasized on the feasibility of establishment of a Deep Sea Port and
modernization of the existing sea ports with the objective of improved handling capability of
commodities imported and shipped through Bangladesh ports to meet the growing internal
needs and to allow other countries use the Bangladesh ports. The planned sea port at
Patuakhali under the situation needed to be developed as sea port for handling import and
export of commodities from neighbouring countries. This probably cannot be done unless
two sides of N8 highway is connected by constructing a bridge across the Paira River at
Lebukhali. Moreover, development of Kuakata as a sea resort for promotion of tourism
industry is presently considered a priority for poverty alleviation in the South-Central Region
(SCR). The existing slow and risky road communication system will continue to hinder the
development of SCR unless the Lebukhali Bridge is constructed.
8.2 Location
The proposed Lebukhali Bridge is situated in the South-Central Region (SCR, WARPO
August-2000) on N8 highway lying between Barisal and Patuakhali districts (Figure 8.3-1).
Exact location of Lebukhali Bridge is at the cross point of 22° 28′. 89.11″ N Latitude and 90°
19.49.34″ E Longitude. The N8 highway extends north-south down to Kuakata beach site
over the Low Ganges River estuarine tidal floodplain (FAO 1988 and Hassan 1999). The
landscape is level with a low gradient toward south that is at places intersected by tidal rivers
and channels. Homesteads occur on low man-made platforms in clusters over the entire area.
Construction of the Lebukhali Bridge over the existing road alignment (Alignment-1) is
preferable than the Alignment-2 aligned 250m west of the existing one as suggested by RHD
because of techno-economic considerations.
8.3 Purpose of EIA Study
An EIA study for a bridge longer than 150m is required as per the Bangladesh Environmental
Conservation Act (BECA) 1995, Bangladesh Environmental Conservation Rules (BECR)
1997 and according to the guidelines of Department of Environment (DoE). Moreover,
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information on environment is a tool to assist the decision makers during feasibility study,
design engineers at implementation stage, Contractors during construction stages (BCAS
1999) and for obtaining of Environmental Clearance Certificate (ECC) from DoE for
initiation of project implementation.
Figure 8.3-1: Location of Project site on Topographic Map
Source: Inception Report of Lebukhali Bridge Project-BCL-STUP JV
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8.4 Methodologies
The EIA study for the Lebukhali Bridge 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 by different project specialists.
Bangladesh a signatory in several international conventions and protocols is under obligation
to deal the environmental issues conforming the requirements of GoB and international
agencies those assist Bangladesh financially and technically during implementation of
development endeavours. Methodologies followed for the EIA study are as usual scoping,
bounding, data collection and public consultation (DoE 1997).
8.4.1 Scoping
Identification of the Important Environmental Components (IECs) at project site, potential
impacts of project implementation activities on identified IECs including physical,
ecological, socio-economic and other resources. Parameters of eco-system likely to be
impacted during implementation stages are discussed wherever felt relevant.
8.4.2 Bounding
Spatial bounding of the Lebukhali Bridge Project undoubtedly covers limited area but the
social impacts are wide spread covering vast area in the north and southern regions. As
regards time span the Lebukhali Bridge Project is expected to be completed by 2017.
8.4.3 Data Collection
The relevant primary data collected by different project teams have been incorporated in EIA.
The collected data are on natural, ecological, social-economic and pollution aspects.
8.4.4 Public consultation
Consultations were made mainly with the site engineers of RHD, private individuals, shop
keepers, road users and others employed in traffic related activities at ferry ghat.
8.5 Legal Requirement
The environmental rules and regulations enacted by Ministry of Environment and Forest
(MoEF) make Environmental Assessment (EA) studies obligatory prior to the project design,
planning and implementation stages because, an Environmental Clearance Certificate (ECC)
from the Department of Environment (DoE) is needed to initiate project implementation
activities. The EA e.g. REA, IEE, EIA, EMP and others in reality work as legal document
for the implementation agency and management tools for stakeholders involved in project
implementation stages based on degree of impacts.
8.5.1 GoB Requirements
The environmental legislations emphasis on reduction of adverse impacts due to
implementation of infrastructure development projects and at the same time for enhancement
of the positive impacts. This stand conforms to the National Environmental Policy (1992)
enacted as follow up of the Agenda-21 of Rio Conference and requirements included under
the BECA 1995, BECR 1997.
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The BECR 1997 categorises the development interventions under four Categories based on
project nature and degree of the potential impacts. The Lebukhali Bridge Project involves
construction of a bridge shorter than 1,500m across the Paira River. The bridge being longer
than 200m falls under Category-Red, based on DoE categorization (BCAS 1999).
Red Category
• Item 67: include construction/reconstruction/extension of Regional, National and
International highways/ railways.
• Item 68: include construction/ reconstruction/extension of bridges over 200 meter
length.
8.5.2 ADB Requirements
The environmental papers released by ADB on Sector Guidelines (1993) cover also the EA
Guidelines (1997) that apply for developing countries in Asia. According to these Guidelines
projects have been categorised as A, B and C based on degree of adverse impacts. The A-
Category projects possess significant adverse impacts hence require IEE, EIA and EMP to
address the impacts properly. The B and C category projects possess lesser adverse impacts
hence require either no EA study or only the IEE study. The Lebukhali bridge project
therefore falls under A-B Category as per ADB guideline hence requires a rather
comprehensive EIA (ADB 2003). However, since ADB would not involved as the funding
agency, ADB guidelines may not necessarily be adopted for this project.
8.5.3 World Bank Guidelines
WB procedures for EA study cover the policies, guidelines and local best practice (WB
website). Construction of the Lebukhali Bridge Project therefore applies the best practice that
is enforced in Bangladesh. However, since World Bank also would not be involved as the
funding agency such guidelines also may not be necessarily adopted in this project.
8.6 Institutional Arrangements
8.6.1 National Institutions
The National Environmental Policy (NEP 1992) was enacted by the MoEF as follow up of
the National Conservation Strategy (IUCN 1991). DoE being the implementation wing of
MoEF is responsible for implementation of BECA 1995, BECR 1997 and other Acts,
Ordinances and Rules on environment enacted by the GoB. The Prime Minister headed
National Environmental Council (NEC) resolves the inter sector conflicts while the Secretary
MoEF headed Executive Committee (EC) prepares working paper for NEC and keeps all
records.
The Divisional HQs DoE are headed by Directors and a Director General heads the Central
Office in Dhaka.
8.7 Project Interventions
8.7.1 Type of Interventions
Lebukhali Bridge Project involves the following activities at the present state:
• Construction of less than 1500m Lebukhali bridge super structure across the Paira
River including via ducts,
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• Maximum navigational clearance 18.3 m,
• Construction of 910 m approach road having elevation at abutment points 7 m at
North side and 3 m at South side.
• Pavement area of approach roads covers 33,722 m 2 on both the sides.
8.7.2 Need of the Project
The proposed bridge project when implemented will permit speedier traffic movement
between Dhaka and southern districts down to Kuakuta sea resort via Patuakhali a
prospective sea port of South-Central Region (SCR). The Lebukhali Bridge Project over the
Paira River has been considered at feasibility stage under two alignments (i) along the
existing road alignment (Alignment-1) and (ii) along an alternative alignment (Alignment-2)
about 250 m west of the existing route.
8.8 Environmental Components and Impacts
Bangladesh is situated on the Tropic of Cancer and 90 0 E Meridian. Project site is situated
astride the Latitudes 20°34′ and 26°38′ N and Longitudes 88°01′ and 92°41′ E. Natural
conditions of the Environmental components at Lebukhali Bridge site had been manipulated
due to human activities like tillage for agriculture, infrastructure development, building of
homesteads over the past centuries but retain more or less the original characteristics of
landform, hydrology and biodiversity from practical view points. Different environmental
components at the project site are discussed in the present perspectives based on secondary
data and primary data collected during field visits (Appendix-1 in this chapter). The potential
impacts of the project on various social, ecological, physical and other components with the
respective mitigation measures and residual effects have been discussed in Table 8.16-1.
8.9 Environmental Impacts
8.9.1 Transport and Communication
� Road Infrastructures
The total road length in Barisal Division is 1,393 Km that occur in Jhalakathi (283 Km),
Patuakhali (650 Km), Bhola (237 Km) and Barisal (224 Km). The road system includes the
paved, partly paved, gravel and earthen roads. Width of roads ranges between 3.66m and
6.71m (LGED 2008). The road area and total land area ratio calculated based on LGED
(2007) data is 0.10/Km 2 in Barisal division. In addition, food protection embankments in the
area are used as footpath, walkway and for movement of bi-cycle and motor bike. Recently
youths in the region transport passengers in Motor bikes over the non-motor able LGED road
and BWDB embankment on payment basis. Though risky but motor bike transportation
service in SCR has improved the communication system in remote areas. The number of
mechanized vehicles increased in Bangladesh from 36,037 in 1997 to 9,29,760 in 2009 (BBS
2009), in addition 13,260 nos of rickshaws play in Barisal and 5,204 nos rickshaws play in
Patuakhali districts (BBS 2009).
The Lebukhali Bridge site is well connected with rest of the country by road and water
transports. Though no rail communication has yet been developed in SCR but railway linkage
can be availed from Faridpur and air linkage from Barisal. The entire country including the
SCR is covered by satellite communication system.
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As positive impact of the Lebukhali Bridge land communication between the SCR and northwestern
regions will be improved to augment inter and intra regional movement of
passengers and freight.
� Navigation
Many channels including the Paira River of Barisal Division are Class-1 navigation routes as
per IWTA categorization for water transports. In addition, country boats and engine boats ply
in the navigable channels and tidal creeks and carry passenger and transport commodities as
road transportation in SCR is not well developed. Moreover, road communication is quite
slow because of interruptions in ferry ghats. The navigation routes will not be affected due to
bridge construction activities. The number of passengers travelled by water transports was
66.88 million in 1994-95 and increased to 208.99 million 2007-08 while the volume of cargo
handles by water transportation system was 5.15 million tonnes in 1994-95 that increased to
26.77 million tonnes in 2008-09 (BBS 2009).
Design of the Lebukhali Bridge includes adequate navigational clearance (18.3m) above the
high tide level to facilitate movement of water transports.
The apprehended disruption of navigation facilities through the Paira River may be
considered localized and temporary that can be reversed by adopting mitigation measures.
8.9.2 Water Management
The entire SCR e.g. Barisal, Patuakhali and Barguna districts were in the past subject to tidal
inundation by saline water during high tides. The salinity of both soil and water showed a
decreasing trend from north toward south. Salinity both in soil and water showed a seasonal
gradient reaching the peak in May and declining gradually from July reaching to the bottom
level in November-December. Nearly 2.5 million hectare land in Bangladesh coastal region
were used for growing one rain-fed paddy because of salinity. Bangladesh Water
Development Board (BWDB) implemented the 6,000 Km coastal embankment project
between 1960 and 1970 and protected the vast tract of coastal land from tidal inundation. The
protected land inside the polders is used for two transplanted paddy during kharif-1 and
kharif-2 season and for growing pulses and spices during rabi season. The coastal
embankment in addition revolutionized the land communication in the region and protects
life and properties during cyclones and tidal surges.
No adverse impact of any kind on water management both macro and micro is anticipated
due to implementation of the project.
8.9.3 Fisheries
The fresh water fish supply in Dhaka and other cities comes from capture fisheries in open
water bodies e.g. haor, baor and beel and from aquaculture from the south of Chandpur.
Large supply of marine fish species by the Fisheries Development Corporation and several
other fishing agencies also comes to the urban markets to meet part of the demand for fish.
The annual total fish catch in 2007-8 in Barisal and Patuakhali districts are 68,075 tonne and
33,262 tonne respectively (BBS 2009).
Implementation of the Lebukhali Bridge Project during the construction stage will not impact
fish catch in the region and supply in city markets because construction activities is not going
to impact the local or regional hydrology, wetlands and tide flow. On the contrary the
improved road combination of the site with the city markets after implementation of project
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will directly benefit transportation of agricultural, fisheries and other produces to market
places.
No adverse impact of any kind on water management both macro and micro is anticipated
due to implementation of the project. Moreover, quick transportation of the packaged
fisheries produces to the markets by land route will be beneficial for fisheries.
8.10 Ecological Resources
8.10.1 Forests and Wildlife Biodiversity
There exists no natural or planted forest within 50 Km of project site except the trees planted
on road sides, homesteads and on coastal embankment sides. Stripe planting of mangrove
species along the shoreline of Bangladesh has been under taken by Forest Department (FD)
since 1960 and already covered 150,000 hectare. The road side trees planted by FD generate
employment for large number of rural poor and these trees add to the national timber and
energy sources.
Trees on road side include the rain tree (Samanea saman), krishnachura (Cassia spp.),
dewdaru (Polyalthia longifolia), mehagony (Swietonia spp), raj koroi (Albizia richardiana),
babla (Albizia nilotica) etc. while the trees on homestead include fruit trees like am
(Mangifera indica), jam (Syzygium cumini), kathal (Artocarpus heterophyllus), lichu (Litchi
chinensis), narikel (Cocos nucifera), supari (Areca catechu), chakunda (Cassia tora) hijal
(Baringtonia acutangula), barun (Crataeva nurvala), mandar (Erithrina indica), rain tree, raj
koroi, babla, bilati gab, sofeda, etc (IUCN 2002).
There exist 300 medium sized trees on road sides in the southern end of the proposed bridge
while on northern side there exist only 70 trees that may require felling during construction
stage. The number of trees likely to be affected on south side is over 10,000 provided the
bridge alignment is changed 100 m west of the existing alignment while in the north side will
be none.
Terrestrial wildlife species are fox, mongoose, baghdash, squirrel, otter, common vine snake,
cobra, tokey, monitor, kono bang (toad), bhaowa bang (bull frog), indur (mouse), chika
(mole), etc. Aquatic wildlife species are kankra (crabs), jhinuk (mollusk), shamuk (snail),
turtles, tortoise and 266 species of fresh water fish.
Amongst the 388 local bird species in Bangladesh dominant species at project site are ghugu
(dove), payra (pigeon), tiya (rose ringed parakeet), water cock, fly catcher, brahamany kite,
papiya (hawk cuckoo), kukil (koel), kubo (crow pheasant), pencha (owl), charai (swift),
masranga, finge (black drongo), shalik (common myna), kak (house crow), bulbul (red
vented bulbul), charui (house sparrow), satare (jungle babler) tuntuni (tailored bird), doel
(magpie robin), shama (black headed munia), konch bak (pond heron), bak (little egret),
gobak (cattle egret), water hen, etc.
Both terrestrial and aquatic ecosystem are disturbed due to anthropic activities and
manipulations hence the wildlife population and species diversity of both terrestrial and
aquatic floras.
The major impact of the project on terrestrial ecology lies due to felling of 480 road side
trees for Alignment-1 and 7,500 trees from homestead platforms for the Alignment-2.
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Impacts of the Lebukhali Bridge on ecological balance at project site will be temporary and
reversible. Terrestrial wildlife and bird species that might leave the project sites due to
construction stage disturbances will return back after completion of the bridge and restoration
of ecological condition due to establishment of the trees planted on approach road sides.
8.10.2 Wetlands
Wetlands e.g. rivers, cut-off channels, ponds at homestead sites and tidally flooded swamps
may not be impacted in the region significantly except fish catching activities in Paira River
at Lebukhali site during construction stage. Wetlands at project site are highly productive and
are habitats of diverged floral and faunal species. Many people in the region adopted
fisheries as major profession. In addition, many adopt fishing to supplement income while
fishing in open water bodies adds protein to the diets of many others. There are in all 42
ponds and ditches on RHD lands and 10 pond and ditches in homestead site in Option-1 and
Option-2 respectively.
Implementation of the Lebukhali Bridge Project may temporarily disturb capture fisheries in
Paira River and captive fisheries in ponds and ditches at village and road sides that can be
reversed paying compensation to the project affected persons (PAPs).
No major wetland will be impacted by the bridge, hence no adverse impact anticipated.
8.10.3 Homesteads
Homesteads at project site occur linearly along the river ridges and as scattered clusters in the
meander and/or estuarine floodplains. Each homestead includes kutcha shanties/ semi-pucca
structures, livestock sheds, kitchen, non- sanitary and/or sanitary latrines. Many houses have
open foreyards and tree covered backyards. The more affluent households have ponds as
source of potable water and fish stocking occupying 10.0 percent of homestead area.
Homesteads ecosystem is rich in biodiversity and is the habitats of diverged faunal and floral
species. Faunas include the mammal, reptile, snake, birds, amphibian and rodents.
Households likely to be affected by the Lebukhali Bridge Project along options-1 and 2 are
shown below.
The households (70), tube-wells (6), family graveyards (28) that presently exist on RHD land
along Alignment-1 may not be disturbed due to implementation of the Bridge project. The
homestead ecosystem at project site is rich in respect of floral and faunal biodiversities.
In case of Alignment-2 households (56), small shops (8) family graveyards (10) will require
relocation or payment of compensation.
8.10.4 Agricultural Land
Large part of the meander/estuarine floodplains is presently used as agriculture lands.
Agriculture lands at project site like other parts of Bangladesh are the habitats of many
aquatic and terrestrial plant species. Many plant species grow as allies and/or weeds in
agriculture land ecosystem. Snakes, reptiles, snails, rodents, amphibians and birds species
visit the agriculture land frequently in search of food. The impacts of the proposed project on
agricultural land are as follows:
Nearly 1.5 hectare newly accreted khash or privately owned land, 0.35 hectare land for work
site on each side will be disturbed by the project for Alignment-1. The land requirement for
Alignment-2 is 4.5 hectare accreted khash or privately owned land, 2.55 hectare privately
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owned good agriculture land, 1.3 hectare homestead land, 0.42 hectare wetland and 0.35
hectare land for work site on each side.
However, the 0.35 hectare work site land that will be required for a specified period at each
side for use as work camp, parking, office site and installation of construction related plants
and machineries.
The impact due to loss of agricultural land can affect few PAPs at individual level no doubt
but it is definitely not significant at regional or national levels.
8.11 Physical Resources
8.11.1 Climate
Bangladesh including the South-Central Region has the mega-thermal per humid climate
(Thornthwait 1948). The maximum temperature (May and October) is 31-34°C and minimum
temperature (November-March) is 11-16°C. Monsoon in Bangladesh (June and September) is
characterized by high rainfall and temperature, winter season (November and February) is
dry and cold with temperature ranging between 10°C and 16°C while the summer season
(March and May) is hot and humid. Peak temperature may climb locally up to 40°C (Hassan
1999, Manalo 1975) for a brief period. Average climatic data for Barisal Division are quoted
in Table 8.12-1 considering the climatic data of Barisal city weather station as representative.
Table 8.11-1: Max., Min. & Avg. Temp °C and Rainfall (mm) data for Barisal Division
Aver.Max.T 0 C Aver.Mini.T 0 Stand.
C Rain. (mm)
Months Max.T 0 Stand.
C 2006 2007 Min.T 0 Av. Rain
C 2006 2007 (mm) 2006 2007
January 26.6 26.3 25.3 11.9 12.1 11.2 8.0 00 00
February 28.2 31.5 27.8 14.9 18.4 16.2 27 00 00
March 32.2 33.2 31.9 20.2 20.9 18.5 56 04 138
April 33.3 34.0 33.4 13.6 24.1 23.9 128 41 29
May 33.0 33.5 34.0 24.7 25.4 25.7 230 272 148
June 31.7 32.4 32.4 25.6 26.6 26.3 409 352 490
July 30.9 31.3 30.9 25.5 26.2 26.2 408 384 549
August 30.9 31.5 31.1 25.5 25.9 26.4 370 378 215
September 31.5 31.9 31.2 25.3 25.8 25.8 268 522 326
October 31.5 32.3 31.5 23.6 24.4 23.6 162 41 326
November 29.6 29.7 29.6 18.8 19.3 20.2 53 02 84
December 26.5 27.3 26.4 13.3 13.8 13.9 15 00 00
Annual Avg. 30.4 31.2 30.4 21.1 12.9 21.5 2134 1998 2351
Source: BBS 2007
However, the rainfall (mm) and temperature (°C) data of Bakerganj weather station nearest
to the Lebukhali Bridge site is presented here (Table 8.12-2) as ready reference. The normal
project activities might be interrupted because of excessive rain and/or seasonal cyclonic
storms during the monsoon.
Table 8.11-2: Rainfall (mm) and Temperature 0C data for Bakerganj weather station
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total
Rain(mm) 8.3 19.0 25.8 100.9 213.9 512.2 568.4 432.5 333.0 145.3 31.7 9.5 2400.5
Tem (°C) 19.3 22.1 26.5 28.8 29.4 28.6 28.1 28.2 28.6 27.7 14.1 20.4
Source: Manalo, E.B (1975)
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8.11.2 Topography
The landscape topography in the Low Ganges Floodplain changed due to rice cultivation
puddling and other type of human interferences over the past centuries. Development
activities including construction of homesteads on man-made platforms, market places,
infrastructure development and the urbanization processes changed the original conditions of
the meandered/estuarine floodplain landscapes at the project site. The average elevation of
the landscape at the project command area is 3.0 m above the msl (PWD) as revealed from
the topographic survey at project site by project staff.
Wetlands e.g. channel, cut-off channel, pond and borrow pit along the highway sides are rich
in aquatic bio-diversity e.g. fisheries, aquatic wildlife, medicinal, ethno-botanical and other
plant species. Bio-resources in wetlands at project command area like elsewhere in
Bangladesh are under severe stress mainly due to over exploitation, habitat degradation,
shrinkage of area and pollution.
The project activities may not cause any serious impact on wetlands in the region or at site.
8.11.3 Soils and Land Use
The lands at project command area and other areas along the highway (N-8) are protected
from tidal inundation and salinity intrusion by the coastal embankments constructed by
BWDB. The protected lands are used for cultivation of transplanted aman paddy during late
kharif season. Different pulse species particularly mung, mash kolai and various spices
varieties like chilly and coriander are cultivated during the rabi season. The Low Ganges
River Floodplain region (AEZ FAO 1988) soils are poorly drained, grey calcareous, and fine
textured having low bearing capacity when wet. Both soil and water may turn locally
brackish during the dry season.
No impact anticipated at site or in the region due to implementation of the project.
8.11.4 Soil and Water Salinity
Salinity of river and land at project site reduced considerably since commissioning of the
coastal embankment project by BWDB making the soil suitable for larger range of
agricultural crop species. Nearly 2.5 million hectare land in coastal region of Bangladesh is
salinity prone (Karim et al 1982) Salinity in the region shows a seasonal cycle. e.g. soil and
water salinity increases from February reaching the peak level in May and declines from June
reaching bottom level in November. Salinity at project varies from slight to moderate
depending on seasons and on local rainfall variations. Soil salinity in Patuakhali is lower
than16 deci simon/meter or 9.6 ppt (BBS 2005). The stated salinity level at project command
area is low to medium as per the USDA standard accepted globally.
No impact anticipated.
8.11.5 Geology and Seismicity
Geologically project site is formed of recent meander and/or estuarine deposits of the
Holocene period. The Bengal basin is bounded by Himalayan Arch and Shillong Plateau in
the north, Myanmarian Arch and Aracan-Yoma Anticlinorium in the east and Naga-Disang
thrust zone in the north-east. The seismically active Himalayan and Myanmarian mountains
that occur between the Indian and Eurasian plates (Morgan and McIntire 1956) cause
occasional light to medium intensity tremors north and east parts of Bangladesh. The tremors
of low intensity that may not pose serious risk to the infrastructures during and after
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construction stage at project site and/or in the vicinity. Bangladesh though experienced at
least 200 mild to medium intensity tremors (below Richter 6.5) in past 30 years but the southcentral
region of Bangladesh where the proposed project is located was not seriously jolted
by either of these earth quakes. Depth of loose alluvial sediments on Pre-Cambium basement
varies from 1,200 m (NER) to 500 m (SCR and SWR).
8.11.6 River Training Work
River Training Work (RTW) covering several hundred meters on south bank of Paira River
may be needed as precautionary measure against bank erosion. Sign of bank erosion is visible
at South side of the proposed bridge due to scouring effects in river bed where depth of river
exceeds 22.0 meters.
8.11.7 Hydro-geology
Shallow Ground Water Table (SGWT) that occurs within 50 meters is brackish at project
throughout the year while the Deep Ground Water Table (DGWT) that occurs below 300.0
meters is relatively fresher. Both the GW tables neither do nor show recognizable seasonal
fluctuations. The DGW table in recent years though heavily exploited for supply of domestic
potable water and water for agriculture elsewhere in Bangladesh but the South-Central
Region (SCR) does not fall under this category as the ground water in the region is brackish
enough for agricultural use. Exploitation of water from the DGW table for agriculture might
increase in the future years to widen the gap between annual recharge of GW and demand for
water to disturb the balance at project site like other areas.
8.11.8 Hydrology
The surface water hydrology in SCR and at project site is controlled by local rainfall, fresh
water discharge from upstream sites and tidal intrusion from the Bay. The local relief of
landscape at project site and adjoining areas also affects local hydrology. The natural
drainage system at project site is slow because of level relief and due to field bunds
constructed by farmers to hold water for paddy cultivation. The project site at places
consequently remains water logged during the monsoon and even for large part of the year.
However, no serious adverse impact on local and regional hydrology of the region is
apprehended due to implementation of the Lebukhali Bridge Project. The drainage
congestion that may be created due obstacles created by the piers of Lebukhali Bridge at low
tide during the operation stage will greatly be reduced due to the presence of Lebukhali-
Barani Khal in the east that is large enough for taking the excess flow from the Paira river
that may be caused due to obstruction by the bridge piers.
The mean maximum and minimum tide levels for 5, 10, 20, 50 and 100 years at Bakerganj,
Kaitpara, Mirzaganj and Amtali collected from Bangladesh Water Development Board
(BWDB) by project staff is shown in Table 8.11-3. More details on hydrological aspect are
available in the Hydrological Study Report.
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Table 8.11-3: Tide levels at different return periods
Study sites
Tide level (PWD)
5 years 10 years 20 years 50 years 100 years
Max. Min. Max Min. Max. Min. Max. Min. Max. Min.
Bakerganj 2.67 -0.21 2.80 -0.06 2.80 -0.06 2.93 0.08 3.22 0.41
Kait para 2.77 -0.08 2.82 -0.03 2.88 -0.01 2.95 0.07 3.00 0.12
Mirzaganj 3.17 -0.43 3.37 -0.37 3.57 -0.29 3.83 -0.20 4.03 -0.14
Amtali 3.15 -0.25 3.32 -0.01 3.48 -0.22 3.69 0.52 3.85 0.74
Source: Hydrological survey report (20m)
Implementation of the Lebukhali Bridge Project in no way going to impact the geology,
hydro-geology and local and regional hydrology of the region.
No adverse impact anticipated.
8.11.9 Distribution of Particle Sizes
Vertical distribution pattern of particle sizes down to 30 m as observed from bore hole study
conducted at project site show that the sediments were settled under undisturbed condition
fulfilling requirements of Stroke’s Law e.g. finer particles settled fast in the bottom layer
while finer particles settled slowly to occupy the upper layer. Sand content in all bore holes
varied from 56 to 80 percent showing erratic distribution pattern, clay content showed a
reverse trend varying from 15 to 47 percent and silt content showed an intermediary position.
No adverse impact anticipated, due to implementation of the project.
8.11.10Disasters and Cyclones
Bangladesh is prone to occasional devastations due to cyclonic storms. The south-eastern
region (SER) of the country though is more prone to cyclonic devastations compared to the
south-central (SCR) and south-western (SWR) regions despite the Lebukhali Bridge Project
site still is vulnerable to occasional catastrophic cyclones. Ten hazardous cyclones hit the
Bangladesh coast between 1960 and 2000 that caused heavy toll on human life and damage
to properties. The cyclones are occasionally accompanied by tidal surge up to 10m high at
the coast. The proposed project site is relatively protected from the devastations of cyclone
induced tidal surge due to coastal embankment of BWDB, 200m wide mangrove belt that has
been raised by FD along the coastline and due to occurrence of the project site deep inland.
Bangladesh and the project site are prone to occasional Nor-Wester devastations during
March-May and September–October periods that also cause damage to life and properties.
The project site is subject to shallow tidal inundations during monsoon particularly due to
high spring tides. However, rain water during monsoon is caught inside the low field bunds
for cultivation of kharif-II paddy. The Lebukhali Bridge Project will not impact the flood or
cyclone situations in the region and at project site.
No adverse impact anticipated, due to implementation of the project.
8.11.11Sea Level Rise Issue
The entire coastal region of Bangladesh including the SCR is considered to be the victim of
apprehended sea level rise of 0.18m/ 40 years that might accelerate in the next 40 years. If
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the sea level rise rate accelerates as assumed will affect its coastal plains seriously no doubt
but Bangladesh can do little to combat the issue because of limitation of resources. However,
under no condition implementation of the Lebukhali Bridge Project will impact this issue
adversely. Moreover, the sea level rise issue being global one Bangladesh at the present stage
may leave this issue to destiny particularly during implementation stages of Lebukhali Bridge
Project.
No adverse impact anticipated, due to implementation of the project.
8.12 Human Interest Related Resources
8.12.1 Protected / Vulnerable Sites
There exist no protected or vulnerable sites e.g. conservation site, archaeological/ historical
relics, etc. at project site that would be disturbed due to implementation of the Lebukhali
Bridge Project. The project site occurs in estuarine floodplain the natural beauty of the
landscape will not be harmed by the project as the Lebukhali Bridge connects the two ends of
national highway N8 across Paira River.
8.12.2 Health and Sanitation
Most urban people use tap water for all sorts of domestic uses while the rural people use
shallow and/or deep tube well water. Water of shallow tube-wells at project site is reported
not to be arsenic contaminated hence, the rural people drinking STW water bear no arsenic
toxicity risk.
People living in pucca or semi pucca houses use more or less hygienic latrines while people
living in kutcha houses use either unhygienic latrines or have no latrine at all. Out of
14,45,300 total households in Barisal Division 5,62,700 use hygienic, 6,12,500 use nonhygienic
and 2,70,000 have no latrines (BBS 2005). Health care facilities are available in
upazila and district Hospitals. In addition, qualified doctors are sometime available in growth
canters.
The project will have positive impact on health because, road communication will help faster
access to the health service centres available in the region.
8.12.3 Archaeological / Historical relics
No such structures exist at project site, hence no impact anticipated.
8.12.4 Disturbance to Road Traffic
Contractor during the construction stage shall be liable to construct a temporary diversion
road for movement of road traffic unhindered and maintain necessary safety measures of
diversion roads on both sides of the ferry ghat covering the entire construction stage. The
vehicles crossing the shifted ferry ghat provided the RHD authority decides to construct the
bridge along option-1 alignment. The Contractor during the entire construction stage shall
remain legally bound for placement of traffic signs, traffic regulating guards and other safety
measures along the diversion road. Under no circumstances the diversion road can be kept
closed for traffic movement without prior permission from Supervising Engineer and/or of
RHD.
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Movement of road transports at bridge construction site will be temporarily disturbed that can
easily be reversed taking due measure as per the EMP (if any), the EIA or the environmental
clauses.
8.13 Chemical Pollutions
The SCR covers approximately 22,730 Km 2 that is chopped by the River Padma and its
tributaries and distributaries. Open water bodies in the region are tidal and subject to
intrusion of salinity deep inland. Important urban centres in SCR are Barisal, Bhola,
Patuakhali, and Pirojpur district and upazila townships. Like other parts of Bangladesh these
townships are subject to rapid urbanization. Environmental concerns in the region are rapid
urbanization rate, scattered distribution of ill planned industrial units and increased use of
agro-chemicals in agriculture e.g. chemical fertilizers, insecticides, pesticides, herbicides, etc.
The proposed bridge project may have some effect on society because of intensive
cultivation and change to horticultural crop species instead of paddy varieties by local
farmers for export to urban markets taking advantage of safer, faster and improved road
communication facility.
Moreover, implementation of the bridge project may also cause soil, water and air pollution
directly due to unplanned storage, handling and disposal of solid waste and effluent
generated at workers’ camps, site offices and construction sites.
8.13.1 Water Pollution
Locally the surface water in NCR might be polluted due to increased discharge of faecal
pollutants, solid wastes and sewerage effluents from workers’ camp, field office and from
construction sites. Discharges from localized industries, seepage of agro-chemical residues
from agriculture fields might pollute some open water bodies. Higher rate of withdrawal in
upstream rivers may one of the major causes of salinity intrusion deeper inland. Movement
of mechanized river transports e.g. launce, steamer, ferry service and engine boats cause river
water pollution due to leakage and/or discharge of petroleum products from the engines of
the water transports.
Ground water pollution in SCR caused primarily due to seepage from non-sanitary latrines,
leakage of agro-chemical residues and withdrawal of GW for agricultural uses (WARPO
August 2000). The Lebukhali Bridge Project will have only localized temporary and
reversible impact on ground water pollution. But discontinuation of ferry operation after the
completion of Lebukhali Bridge will have some positive impact on river water pollution.
8.13.2 Air Pollution
Air pollution in the region is presently caused due to emission of green house gases from
agriculture fields, land transports, industries including brick kilns and release of aliphatic and
gaseous hydrocarbon from wetlands. Increased use of agro-chemicals in agriculture pollutes
air releasing NOx, COx, SOx etc to the atmosphere. Air at construction sites may get
polluted due to blowing of dust and dirt during the project implementation stages while the
brick fields pollute air due to release of dark smokes. Air pollution during the construction
and operation stages might increase due to increased emissions and blowing of dust and dirt
from the road transports and from smoke and other evaporates from bitumen during
pavement construction activities.
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8.13.3 Soil Pollution
Soil pollution caused due to deposition of fertilizer residues and the chemical components
added with chemical fertilizers as impurities, due to loss of nutrient elements from the soil
with removal of crops and crop residues. The solid wastes discharged in the field from
human habitations also pollute soil. Pollution of soil along the highway sides and at project
sites may be caused due to accidental spillage of petroleum products, bituminous materials
spillage of other noxious chemicals and emission of heavy metal from automobile engines
with the exhausts. The dredge materials from piers and RTW sites if contain noxious heavy
metals would pollute the soils in the vicinity where these are deposited.
8.13.4 Noise Pollution
Noise pollution at project site may increase several folds due to movement of construction
related automobiles, operation of generators, concrete mixing machine, ballasting machine
and other noise producing machineries. The cumulative impacts of noise pollution exceeding
dB60 may be hazardous particularly for children unless measures are taken to mitigate the
affects of noise pollution.
8.14 Socio-Cultural Structures
There exist several kutcha or semi pucca socio-cultural structures e.g. mosque, grave yard,
madrasa and school, etc that might be impacted by the project.
Alignment-1: 01 small kutcha prayer shed, 29 family graveyards, 02 schools occur on RHD
land at the Patuakhali end.
Alignment-2: 10 graveyards, 01 madrasa shed, 04 tube-wells will be at south side.
At feasibility study level there had been no provision for socio-economic study at project site
separately. Hence these aspects have partly been dealt in the environmental and economic
study reports at project site.
8.15 Socio-Economic Conditions
8.15.1 Demography and Population
Bangladesh population size is 148.4 million (BBS 2007) but the projected population size
was assumed still higher. Population of Jhalakathi, Bhola and Patuakhali districts are
respectively 6,95,000,17,03,000 and 14, 61,000 (BBS 2007) in 2001.
The population density in Barisal division was 408/Km 2 in 1974 while the national
population density was 484/Km 2 . Population density in Barisal reached 613/Km 2 in 2001
while the national population density reached 839/Km 2 since then. The rural society is
stratified based on ownership of agricultural land, economic affluence and family lineage.
Several NGOs work in Bangladesh on multidimensional socio-economic structures and trend
of change in rural societies. The rural-urban migration trend amongst rural population
increased significantly since 1973.
Bangladesh is one of the most densely populated countries with 893 people/Km 2 and rate of
population growth is 1.54 percent. The growth rate of urban population is higher than the
rural population growth rate indicate that rural urban migration plays significant roll in the
growth of urban population. The total fertility rate declined from 7.0 in 1970 to 3.0 in 2002
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
still the potential risk of population boom remains in Bangladesh including the project site
because over 60 percent people in this country is below 10 years.
The Lebukhali Bridge will make land communication from the region easier to impact
positively on rural-urban migration trend. Because people taking advantage of road
communication facilities will avail working in urban townships leaving their families at
villages.
8.15.2 Gross Domestic Product (GDP) and Per Capita Income
• Gross Domestic Product (GDP)
Gross Domestic Product (GDP) in Bangladesh was Tk 4,674,973 million of which
contribution of Agriculture sector was Tk 617,560 (21.1 percent). While contributions of the
Industry and Services sectors were respectively 29.77 and 49.12 percent. The SCR in general
and Patuakhali, Barisal districts in particular being less industrialized is dependent mainly on
agriculture and fisheries hence is poorer compared to regions of Bangladesh. Implementation
of the Lebukhali Bridge Project will improve the road communication system and would
connect the region with the more economically active regions. This will help tickle down the
benefits of industrialization to this region and would thus contribute effectively toward
poverty alleviation.
Implementation of the Lebukhali Bridge Project will cast some positive impact on GDP
particularly of the people at site and of SC region.
• Per Capita Income
Over 70 percent of labour force at project site and in SCR is engaged in agriculture related
activities. Total land area in Barisal and Patuakhali districts is 816,000 and 498,000 hectares
respectively of which 680,400 hectare in Barisal and 421,600 hectare in Patuakhali districts
are cultivated lands.
Existing land tenure system at project site are (i) people cultivate their own lands and rent out
part of the land they own to others, (ii) people cultivate their own land and rent some from
others, (iii) people who out rent all lands they own to others, (iv) people who cultivate only
the lands they rent from others and (v) people who cultivate the lands they rented from others
and rent out their own land to others. Rural households that own less than 0.2 hectare are
called land less people. These people work as agricultural labour, rickshaw peddler, transport
worker, brickfield worker, and small trading enterprises, as domestic aid and as fisherman.
The per capita income of the people is comparatively low as over 60 percent of them are
involved either in traditional agricultural practice or capture fisheries of subsistence nature.
Implementation of the Lebukhali Bridge Project will cast some positive impact on GDP
particularly of the people at site and of SC region.
8.15.3 Literacy Rate
The literacy rate according to GoB data increased from 32.4 percent in 1991 to 41.8 percent
in 2001. Keeping pace with the increasing trend the literacy rate in Barisal district increased
from 43.04 percent in 1991 to 54.92 percent in 2001 while the rate of growth in Patuakhali
district was 36.41 percent in1991 and 47.73 percent in 2001. The literacy situation at project
site may not differ widely from the over all situation.
Implementation of the Lebukhali Bridge Project will cast some positive impact on GDP
particularly of the people at site and of SC region.
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8.15.4 Agriculture Practice
Total land area in Barisal Division is 9,68,100 hectare, of which 3,990 hectare is homestead
land and 7,65,800 hectare agriculture land. Paddy the major agricultural crop at project site is
cultivated during the kharif-1 and kharif-2 seasons. Pulses (mung, mash kalai) and spice
(chilly and coriander) occupy a fraction of the agriculture land during the rabi and kharif-1
seasons.
Implementation of the Lebukhali Bridge Project will cast some positive impact on GDP
particularly of the people at project site and of SC region. The improved access to inputs,
implements and market linkage will favour growth of agriculture at project site and in the
region.
8.15.5 Occupation and Employment
As stated earlier over 70 percent people at project site are involved in agriculture, livestock
and fisheries related activities. Apart of the population work as rickshaw peddler,
construction, transport and industrial worker, domestic aid, shop worker and bare footed
business man in their own localities or in urban areas.
Implementation of the Lebukhali Bridge Project will augment agricultural, industrial and
tourism related activities at project site and SCR that will generate temporary jobs for the
skilled, semi-skilled and unskilled workers. On the contrary commissioning of the bridge will
directly cut 600 jobs and affect nearly 3,000 people.
Because of improved land communication due to implementation of Lebukhali Bridge
Project people in the project command area will be induced to avail the employment facilities
created in nearby and far areas. Moreover people at project command areas may be induced
to avail diverged profession in addition to their traditional agriculture and fisheries, trades.
8.15.6 Industries
The SC Region lags behind compared to other regions of Bangladesh in industrialization and
consequently employment generation activities. This is because due to lack of road
communication, availability of electric energy, availability of industrial raw materials and
transportation facilities. The local entrepreneurs invest in other areas considering the above
disadvantages. However, despite the above difficulties a few small-scale industries developed
in district, upazila townships and growths centres of SCR are ice factory, rice husking mill,
saw mill, confectionary and brick field. A recent UNDP survey revealed only 178 brickfields
occur in Barisal Division. The figure is low compared to other divisions (The Independent
15 th April 2011).
The Lebukhali Bridge Project site occurs in rural area hence the impact on footpath, link
road, drainage system, water and gas supply line, electricity supply line, telephone line,
Information Technology (IT) network and other service system is minimal. However Option-
2 will impact on four shallow tube wells and four kutcha rural FRBs. In Alignment-1, the 11
electricity transmission poles (between chainage 3500 and 3700) that occur in RHD land will
not be impacted due to implementation of the project.
As positive impact of improved land communication due to implementation of the Lebukhali
Bridge Project the rate of industrialization in the SCR will expedite to create more
employment opportunities for the local people.
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
8.15.7 Resettlement Issue
In absence of a national policy resettlement issue in the past was dealt inadequately and
carelessly in Bangladesh particularly in case of GoB funded projects paying little/no heed to
the socio-economic impacts on project affected persons (PAPs). Consequently, PAPs in
many cases became marginalized due to social, economical and psychological stresses.
Resettlement issue due to construction of the Lebukhali Bridge will not create major
hindrance and no relocation of PAPs will be needed if the bridge is constructed along
Alignment-1. Payment of compensation to the PAPs e.g. squatter, shop worker, mobile
vendor at ferry ghat will however be needed. A shift to Alignment-2, 250 m west of
Alignment-1 will require resettlement of 56 families, land acquisition and felling of 7,500
trees to cause greater impacts on socio-economic and ecological aspects.
No major resettlement issue will be created due to implementation of the project.
8.16 Environmental Impacts and Mitigation Measures
8.16.1 Impacts on the Environmental Parameters and Mitigation Measures
The Important Environmental Components (IECs) regarding EIA study of the Lebukhali
Bridge Project implementation activities during Pre-construction stage are due to
apprehended loss of land/ households/ properties/livelihoods, during construction stage are
due to noise, blow of dust, dirt and other contaminants and during the operation stage is due
to increased road accident risk that might cause injuries and death. Pollution caused due to
noise, air pollution, pollution caused due to accidental spillage of noxious chemicals and
death and injury caused due to road accidents can be effectively reduced through compliance
to the traffic rules and regulations, maintenance of automobile engines, good driving, posting
traffic signs and through proper motivation to the pedestrians.
Impact of the Lebukhali Bridge Project on IECs e.g. local and regional hydrology, drainage
and loss of landscape, wildlife, agriculture and ecological environment; loss of land,
homestead, income loss, community split, health and safety, and air, water, soil and noise
pollution are discussed in Table 8.16-1.
Implementa-
tion stages
Table 8.16-1: Impacted IECs and their Mitigation Measures
Environmental
Components
Pre-construction stage
Ecological
Environment
Socioeconomic
condition
Movement of
survey team and
project staff
Potential Impacts Significance
Loss of field crops
Alignment-1
Alignment-2
Tree felling Impact on ecology
Alignment-1
Disturbance to
wildlife
Apprehended
lose of ancestral
homes/ lands and
properties.
Apprehended loss
of livelihood
Cultural
Resources
Alignment-2
Wildlife migration
Alignment-1
Alignment-2
Psychological stress 1
Alignment-1
Alignment-2
Psychological stress
Alignment-1
Alignment-2
Loss of cultural resources
Alignment-1
Alignment-2
Mitigation
Measures
Residual
effects
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Nil
Low
Low
Low
Nil
Low
Nil
Low
Low
Mod
Nil
Low
None
Avoid disturbance
Reversible
Nil
Cash compensation
Reversible
Minimization of noise Reversible
Inform the real Situation
Inform the actual Situation
Nil
Relocate if inevitable
Tempo.
Tempo.
Reversible

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Implementa- Environmental Potential Impacts Signifi- Mitigation
Residual
tion stages Components
cance Measures
effects
Privacy loss Movement of team
Alignment-1
Nil Avoid disturbance
Tempo/
Alignment-2
Mod
Reversible
Construction Stage
Natural Loss of land Loss of livelihood Reduced food
resources
production
Alignment-1
Low Cash compensation/
Persistent
Alignment-2
Mod. Relocation on Khas land Irreversible
Hydrology/Flood Approach roads might Impact on Nil/ Adequate clearance on Reversible
pattern Hydrology
Low Embankment
Drainage May cause drainage congestion Low/ Adequate openings on Reversible
congestion
None Embankment
Erosion/ Piers might create
Low Paira a tidal river carries small Irreversible
Sedimentation Water head difference
volume of sediment load
Delta formation Delta formation may Induced at Piers
sites
Low Periodic dredging
Reversible
Ecological Loss of Loss of agriculture land
resources agriculture Alignment-1 (4.5 ha)
Low Cash compensation
Irreversible
Alignment-2 (9.0 ha)
Mod
/
Loss of trees Impacts ecology and Economy
(Nos)
Alignment-1 (470 Nos)
Low Cash compensation
Reversible
Alignment-2 (7,500 Nos)
Mod Plant two for one felled
Loss of fisheries Fishing may be affected in Paira
River
Low Cash compensation
Reversible
Wetland Wetlands may be affected
Alignment-1 (Nil)
Nil Avoid wetlands,
Reversible
Alignment-2 (0.17 ha)
Low Cash compensation, dig
Wildlife Wildlife might migrate due to noise Low Wildlife will return after
construction is completed
Reversible
Socio- Loss of income 600 jobs at ferry ghat may be lost Low Cash compensation, Provide of Reversible
economic
jobs to the PAPs
resources Cultural resource Nothing apprehended
loss
Alignment-1 (1 mosque)
Low Cash compensation
Reversible
Alignment-2 (1 madrasa
10 family graveyards)
Low Relocation
Navigational May create hindrance to navigation Low Compensation, to maintain Reversible
restrictions
navigational clearance
Public health Workers in camps might pose public Low Provide safe water, good food
safety
health risk
and sanitation
Reversible
Occupational Workers may meet accidents during Low Use PPEs, periodic health Reversible
Health safety works
Check up and vaccination
Split from clans High approach roads might split
and neighbours families
Alignment-1
Nil Underpass /box culvert Reversible
Alignment-2
Low
Employments Loss of 600 jobs and create few jobs Low Employ the PAP’s in project
jobs.
Reversible
Women Will facilitate women empowerment
empowerment Creating jobs for them
Low Maintain gender equity Positive
Road accidents Movement of transports faster may Low Enforce the traffic rules, Reversible
cause road accidents
Maintenance of the
Automobiles and road
Chemical Surface water Water at camp site may be polluted Mod/ Avoid wastes, cement, Reversible/
pollution pollution by disposals of solid wastes, faecal Low Bentonite, chemicals, etc.
contaminants, and noxious chemicals disposal in water
Air Pollution Emission of SOx, NOx, COx gases Med/ Operate construction plants, Temporary/
from vehicles, plants, etc. and dust, Low vehicles properly. Install
dirt, smoke from work sites
plants at safe distance from
locality
Soil
Soil Quality may be affected due to Low Avoid disposing solid wastes Reversible
Contamination solid wastes disposal and spillage of on soil, store, transport, handle
noxious contaminants
noxious materials carefully
Noise Pollution Movement of vehicles, operation of Med/ Maintain all plants, vehicles, Temporary
ballast, concrete mixing, other plants, Low machineries properly. Install
generator cause sound pollution
plants be at safe distance.
Operation time is chosen
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
Implementa- Environmental Potential Impacts Signifi- Mitigation
Residual
tion stages Components
cance Measures
discussing with local people.
effects
Use of Bentonite Bentonite used for Piling can Pollute Low Bentonite be stored in closed Reversible
the open water
container avoiding spillage
Works with Cement is toxic for fish, plant and Mod/ Cement work sites to be far Reversible
cement and animal.
Low from open water bodies. Avoid
concrete
water pollution by concrete
washout.
Contamination by Contamination may be due to oil, Med Works with contaminants be Reversible
oil and chemicals chemicals and organic wastes
carried out away from open
spillage
water bodies
Accidents Working at Fall from high place causes injury Low Can be reduced using PPEs, Reversible
heights even death
and with due protection
training
Working on/near Drowning incidents occur due to lack Low Use lifebelt during work time, Reversible
water bodies of safety measures
avoid working on water bodies
alone
Working with May cause accident when misused Low Good suitably angled ladders Reversible
ladder
be used carefully
Working with Cutting and grinding machines, Low Use safe guards to the plants. Reversible
electric gears, chain drives, fans etc. may
Protect workers from contacts
machineries cause lethal accidents
of moving machineries
Accidents at On lookers out of curiosity may enter Low/ Construct temporary fence Reversible
work sites the work sites or pass across the
around the work sites and post
Operation stage
work sites
security guards
Physical Hydrology and Bridge induced Obstacles may not Low Changed hydrology can be Reversible
resources flooding impact river hydrology
corrected by RTW
Drainage Congestion may be caused by Low Create adequate opening Reversible
congestion approach roads
River bank Lebukhali River shows signs of bank Low RTW will reduce risk of bank Reversible
Erosion erosion
erosion.
Ecological Tree planting on Trees on approach road sides and Low Enhancement Positive
resources approach road distribution of tree seedlings will
sides
have positive impact.
Agriculture Safe and fast road communication
will cast positive impacts on
agriculture
Mod Enhancement Positive
Wildlife Restoration of environment due to Low/ Enhancement Positive
road side tree planting will favour
wildlife to return
Mod.
Chemical Air Pollution Movement of land transports will Low Maintain vehicles properly and Persistent/
pollution
pollute air due to emissions and
blowing of dust and dirt
roads clean.
Noise and Project site and command area will Low/ Maintain the vehicle properly Persistent/
vibration be noisy because of movement of
larger nos of vehicles
Mod.
Socio- Road accidents Number of death and injury due to Low Proper maintenance of road, Persistent
economic
road accident will rise
vehicles and strict compliance
condition
to traffic rules
Health and Heath and sanitation conditions at Low Sporadic growth of shops and Positive
sanitation project command area will improve shanties on approach roads
due to induced urbanization rate
should be checked
Employment Augment work opportunities in the Low Enhancement Positive
opportunities region.
8.16.2 Measures needed at Construction Stage
The stakeholders during construction stage should be careful regarding the aspects below:
• Site welfare e.g. provision and use of PPEs, using the electric machineries, using of
ladder during works at heights, using of mobile construction plants, machineries and
lifting equipments.
• Health hazards e.g. During works with cement, concrete and corrosive chemicals.
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• Environmental awareness e.g. waste collection, handling and disposal, dust and dirt
management, management of fuel and noxious chemicals, air, water, soil and noise
pollutions etc. Pollution of soil and water due to spillage of Bentonite caused by
careless handling storage and transportation.
8.16.3 Environmental Issue relating the Project Activities
The EIA deals with potential impacts due to implementation of Lebukhali Bridge Project and
relevant mitigation measures to minimize/mitigate the impact parameters dealt under
Section-5.1. Relationship amongst the project activities and impacts during the
implementation stages are:
Pre- construction stage
• Feasibility survey
• Design and planning
Construction stage
• Construction , management and monitoring
Post-construction stage
• Operation, maintenance and monitoring
The potential impacts of the Lebukhali Bridge Project can be categorized as direct, indirect
and cumulative covering short term, mid-term and long term, localized and/or wide spread.
Short-term impacts are crop loss, pollution and social disturbances. These are caused during
the construction stage have little or no affect after project activities are completed provided
due mitigation measures suggested as Clauses (Appendix-2) and in EMP are complied by
the concerned stakeholders.
Mid-term impacts involve borrow pit digging, loss of landscape beauty due to dumping of
construction materials, setting of labour sheds, construction of diversion roads, etc.
The long-term impacts involve loss of land, impacts on ecologically/archeologically
vulnerable sites, loss of livelihood, loss of ancestral home, etc. These impacts though can be
minimised adopting due mitigation measures but the scars persist in PAPs minds. Activities
during project implementation stages are shown (Table 8.16-2).
Project
Stage
Preconstruction
Stage
Construction
stage
Table 8.16-2: Project Activities and related Environmental Key Issues
Activities Key Environmental Issues
Alignments fixing on map • No impact
Survey camp setting and
surveying
Base camp and labour camps
setting at work sites
Mobilization of machinery /
vehicles/ plants
• Psychological stress
• Loss of ecology
• Privacy disturbance
• Employment generation
• Psychological stress
• Noise and vibration/dust pollution
• Damage to road pavement/ traffic disruption
• Psychological stress
• Employment generation
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
Operation stage
Site clearance • Loss of ecological balance
• Interference with services facilities
• Demolition of domestic/industrial/commercial
structures
• Loss of livelihood
Earth work , Preparation for
pile driving, Stockpiling of
construction materials and
bypass road construction
Haulage and storage of
materials
• Noise dust and vibration pollution
• Loss of land
• Traffic disruption
• Loss of landscape beauty
• Employment generation
• Loss of landscape beauty
• Air pollution due to dust and dirt blowing
Pavement construction • Air pollution by smoke / Asphalt mix plant
operation
Abutment construction • Induced traffic congestion
• Air pollution
• Noise pollution
• Public health problem
Traffic movement • Improved road traffic system
• Faster movement of traffic
Maintenance of bridge and
approach roads
• Temporary disruption of road traffic
Monitoring • Resources generation
• Contribution to aesthetic beauty
• Enhanced biodiversity
• Positive impacts on socio-economic conditions
8.17 Environmental Enhancement
8.17.1 Tree Plantation
The recommended tree species for plantation e.g. mehagani (Swietenia spp.), silkoroi
(Albizia procera), ipil-ipil (Leucaena leucocephala), neem (Azadirachta indica), sonalu
(Cassia fistula), raj koroi (Albizia richardiana) khejur (Phocnix sylvestris), etc. at suitable
sites and on approach road sides will improve the ecological condition within the project
command area.
Suitable species for tidally affected site are kadam (Anthocephalus chinensis), jarul
(Lagerstrocmia speciosa), pitali (Trewia nudiflora), hijal (Barringtonia acutangula), mandar
(Erythrina spp.), baroon, karaj, simul (Bombox ceiba), palsh, etc. These are flowering plant
hence, will improve beauty of the project site. Palmyra palms (Phoenix), date palms can be
planted on both sides of the approach roads.
8.17.2 Common Facilities
The 0.37 hectare land if acquired for bridge project for use as work sites during construction
stage may be utilized for common facilities development by RHD and leased to the local
entrepreneurs LCOs with assurance of maintaining the sites for recreation of local people
with facilities accessible on payment. Facilities provided for safe water supply to the workers
during construction stage should be retained even after completion of project activities for
use of locals under some arrangement.
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8.17.3 Digging of Pond
Fill materials for approach roads should be collected digging large pond either on private land
if some one voluntarily offers or on RHD land. Contractor must be refrained from collecting
fill material scraping topsoil of agricultural lands. The fill materials for approach road
construction if collected digging large size ponds will contribute toward maintaining the
ecological balance at project site and in addition can be used for fish culture. Wetlands are
quite productive if utilized properly.
8.18 Environmental Management
8.18.1 Management Requirements
It is assumed that a CSC will be hired by RHD for the project. The environmentalists of CSC
will look after the proper implementation of EMP and of the environmental Clauses as per
schedule.
The RHD organogram has been reorganized with provision for an Environmental Circle and
supporting social and environmental staff like LGED. This made the department capable of
performing following activities.
• Supervision and monitoring of environmental activities during implementation of RHD
projects and
• Monitor compliance by Contractor the provisions of EMP and environmental clauses
during implementation stages.
8.18.2 Environmental Management Schedule
The Lebukhali Bridge Project includes construction of a 1,450 - 1,470m bridge including via
duct, 500m approach road each side and implementation of other enhancement activities.
The mitigation measures during the construction stage and enhancement activities might
continue even during the post construction stage. Contractor, the key actor for implementing
the project shall remain legally bound to implement the provisions of Environmental Clauses
(Appendix-2) and of the EMP as scheduled.
The direct construction impacts on IECs during construction stage include the activities like
haulage and storage of construction materials, pile driving, construction of abutment, bridge,
via duct, approach road, etc. avoiding the potential hazards.
The progresses toward implementation of project shall constitute part of the periodic report
submitted by Management Consultant/ Engineering Representative to RHD authority during
the construction stage (Appendix-3). Failures by Contractor to implement the environmental
requirements reported in the periodic reports should follow necessary action as per
recommendations of supervising authority.
8.18.3 Environmental Management Costs
The environmental studies made, mitigation and enhancement measures undertaken and the
necessary management activities during the implementation stages involve cost. The
preparatory works of EMP in fact begin with the initiation of EA studies made with the target
to complete the EMP before floating of tenders so that mitigation measures can be
incorporated in tender documents for compliance by the Contractor. Contractor is to estimate
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all cost involvements for EMP implementation and of the environmental Clauses. Thus the
EMP becomes an integral part of the contract document through bilateral agreements.
EMP requires updating at stages of project implementation advancement process. In case
additional financial involvement fall on the Contractor due to changes in EMP, Contractor in
such cases will prepare the cost estimate for additional works he/she might have to
accomplish.
However, approximate cost for tree planting on both sides of the bridge approach roads and
at RTW site east of south end of the Lebukhali Bridge is shown in Table 8.18-1.
Table 8.18-1: Cost of Tree planting on Approach roads and elsewhere.
Planting site No of Cost of planting/tree (Tk) Total cost of planting (Tk)
saplings
Forest Dept NGOs Forest Dept NGOs
Approach road sides 1,000 50.00 100.00 50,000.00 100,000.00
River Training Work side 1,500 50.00 100.00 75,000.00 150,000.00
Homestead sites 7,500 50.00 100.00 75,000.00 750,000.00
Grand total 10,000 - - 200,000.00 1000,000.00
Table 8.18-2: Other costs for environmental mitigation and management
Environmental Number/ Unit in Environmental mitigation cost (Lakh Tk,)
Resources
different alignments Pre- Construction Post- Total
construction stage construction
stage
stage
Natural Resource
Land loss
Newly accreted land cost Alignment-1 (4.5 ha) Nil 450.00 -
450.00
@Tk.40,000/decimal Alignment-2 (4.5 ha) Nil 450.00 -
450.00
Agriculture land Alignment-1 Nil Nil Nil Nil
@Tk.50,000/decimal Alignment-2 (2.5 ha) Nil 312.50 Nil 312.50
Homestead land Alignment-1 Nil Nil Nil Nil
@Tk.60,000/decimal Alignment-2 (1.7 ha) Nil 297.50 Nil 297.50
Wetlands, ponds Alignment-1 Nil Nil Nil Nil
Compensation
Ecological Resources
Trees
Alignment-2(0.17ha) Nil 21.25 Nil 21.25
Compensation (470 trees Alignment -1
owned by RHD)
Nil Nil Nil Nil
Planting cost for 600
trees @Tk 100/unit
Compensation/tree
Nil Nil 6.00 6.00
5,00large@10,000/unit Alignment -2 Nil 50.00 Nil 50.00
1,000 medium @
Nil 50.00 Nil 50.00
6,000 small@ 1,000
Nil 60.00 Nil 50.00
Crops
Alignment-1 Nil Nil Nil Nil
Compensation Alignment-2(0.6 ha) 1.00 3.00 Nil 4.00
Fisheries
Alignment-1 Nil 2.00 Nil 2.00
Compensation
Social Resource
Rehabilitation cost
Alignment-2 Nil 2.00 Nil 2.00
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Environmental Number/ Unit in Environmental mitigation cost (Lakh Tk,)
Resources
different alignments Pre- Construction Post- Total
construction stage construction
stage
stage
Shifting of 56 families Alignment-1 Nil Nil Nil Nil
@Tk 200,000/family Alignment-2 Nil 112.00 Nil 112.00
Compensation for Alignment-2
homestead structures Tin shed structure Nil 40.00 Nil 40.00
@Tk 100,000/ shed Semi pucca structure Nil 12.00 Nil 12.00
Compensation for kutcha Alignment-1 Nil 50.00 50.00 100.00
business structures(100
units)@Tk100,000/shop
Alignment-2 Nil 8.00 Nil 8.00
Compensation for loss of Alignment-1 Nil Nil 120.00 120.00
livelihoods @Tk
2,000/person
Relocation cost
Alignment-2 Nil Nil 120.00 120.00
One prayer shed Alignment-1 Nil 2.00 Nil 2.00
One RHD workshop
Nil 2.00 Nil 2.00
One Madrasa
Alignment-2 Nil 5.00 Nil 5.00
10 family graveyards
@Tk.100,000/unit
Nil 10.00 10.00 10.00
Grand Total Alignment-1
680.00
Alignment-2
1544.25
Note: There are 26 kutcha and 34 semi pucca houses, 28 family graveyards, 11 electric poles, 5 tube wells and two schools
on RHD land on both sides of the Alignment-1 alignment that may not be disturbed by the project.
8.19 Environmental Monitoring
Environmental Monitoring needed to be conducted periodically for providing information to
the management authority regarding the progress of project implementation. Monitoring on
environmental aspects may be done on two basic lines during project implementation and
operation stages. These are (i) compliance monitoring during pre-construction and
construction stages and (ii) impacts monitoring during construction and operation stages.
8.19.1 Organizational Framework of RHD
The RHD or its appointed Contractor will remain responsible for implementation of the
Lebukhali Bridge Project. Environmental management of the project requires specialized
team of, multidisciplinary and multi-sector backgrounds during the construction stage for
management of environmental impacts and the mitigation measures. RHD itself may do these
jobs itself or may hire services of specialized Consultant firm for doing the job.
Environmental management being a growing discipline in Bangladesh there exist only few
specialized organization/firm capable to do the job properly on behalf of RHD. The project
involves rather low environmental and social involvements particularly for the option-1
during the implementation stages; the Environmental and Social Circle of the RHD may
therefore be given the responsibility to handle these matters.
8.19.2 Components to Monitoring
Compliance Monitoring
Environmental activities as per Clauses of the contract documents and EMP require
monitoring during the construction stage are (i) Safety and Security of workers, (ii) Waste
Management and Disposal, (iii) Protection against Pollution, (iv) Gender Equity, (v) Labour
Welfare, (vi) Health and Sanitation, (vii) Tidiness at Work sites, etc. (Appendix-2 in this
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
Chapter-8).
Compliance monitoring at pre-construction stage includes checking all the measures taken
for minimization of the negative impacts, inclusion of protective Clauses in contract
document and payment of compensation to the PAPs for environmental damages incurred or
likely to incur due to project activities.
Several other issues like impacts on IECs within and beyond the command area and impacts
of the project on local people may require monitoring during the construction.
Impacts Monitoring
Impact monitoring involves elaborate and lengthy study that might extend beyond the
command area too. RHD can hire expertise of local NGOs for such monitoring works and/or
develop own expertise to deal with all types of environmental impacts caused due to it’s
activities and/or periodically supervise performance of the hired Consultants (Appendix).
� Hydrological condition:
Impact of the Lebukhali Bridge Project on river hydrology particularly at abutment site due
to the affect of piers might be monitored during the operation stage. BWDB may be involved
in the task under an MoU signed between the departments for a long duration study.
� Socio-economic condition:
Sustainable socio-economic impacts of Lebukhali Bridge Project on land use, industry,
commerce, service sectors and its holistic contributions toward poverty alleviation might
require monitoring during the operation stage. This will help documentation of the social
impacts of the project and help to translate the project benefits in economic terms.
� Pollution status
The project during operation stage might have impact on air and noise pollution due to
movement of large number of vehicles. Hence, the impacts may be monitored at selected
time, location and frequency for documentation of the changes compared to the ambient
conditions.
� Change of land use pattern:
The impacts of Lebukhali Bridge Project might increase undue spread of commercial and
residential transgressions at the command area. Improved and faster road communication
facility with Dhaka and other bigger markets will promote movement of agricultural,
horticultural and fisheries outputs from the command area to other market areas. This might
induce change of existing demand and supply balance affecting land use pattern. Hence,
monitoring of changes in land use pattern at the zone of project influence will help to
understand the changing trend caused due to implementation of Lebukhali Bridge Project.
8.20 Conclusion
Impacts of Lebukhali Bridge Project on IECs are low if it is implemented along Alignment-1
while the impacts along Alignment-2 will be greater. Potential impacts of Lebukhali Bridge
Project can be minimized adhering to measures suggested in the EIA and Environmental
Clauses (Appendix-2 in this Chapter-8). However, studies may be conducted during the
construction and operation stages to generate environmental data for future comparison with
the ambient conditions. This will help assessing the environment friendliness of Lebukhali
Bridge Project and the actual socio-economic benefits derived from the investment.
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
Optimum benefits from Lebukhali Bridge can be derived provided the (i) highway down to
Kuakata Beach is improved, widened and strengthened further, (ii) planned development of
Kuakata Beach site to ensure adequate accommodation and social security both for local and
expatriate tourists, (iii) Rakhain village at the east of Kuakata Beach may be maintained as
tourists’ attraction with incentives if needed for the villagers, (iv) development of connecting
highway from Kuakata to the nearby mangrove forests can attract both local and expatriate
tourists as enjoyable and diverged pass time. One Helipad if developed nearby the Kuakata
Beach can cut short the long and tedious travel time to and from Kuakata Beach for those
who can afford.
Faster growth of the Patuakhali inland sea port will help optimal utilization of the Lebukhali
Bridge. Moreover, construction of another highway connecting the N8 with Khulna-Mongla
highway will facilitate movement of passengers and transportation of commodities between
SCR, SWR and NWR.
The EIA as stated earlier is a legal requirement during implementation of any bridge project
longer than 200 m (BCAS 1999 and subsequent Amendments). Based on length factor the
Lebukhali Bridge Project requires an EIA to obtain ECC from DoE for initiating
implementation activities. The present EIA indicates that the environmental impacts of
Lebukhali Bridge Project are minimal that can be further reduced provided the project is
implemented along the Alignment-1. From environment friendliness context if the bridge is
constructed along Alignment-1 that will involve even lower ecological and social impacts
than that of Alignment-2. Moreover, the EIA prepared at feasibility study stage can also be
used as environmental management tool during implementation stages with the addition of
few primary data on ecological, social and pollution aspects.
Measures may be taken to discourage spontaneous growth of market, shop and other
undesirable structures on approach road sides and/or along the highway. Sites for commercial
activities on highway sides may be fixed by RHD with due consultation with the local
administration, public representatives, LGED and other relevant authorities.
BIBLIOGRAPHY
ADB, March 1993. Environmental Assessment Requirements and Environmental Review
Procedures, Manila, Philippines.
ADB, 1997. Guidelines on Operational Procedures- Environmental Considerations in Bank
Operations,
ADB, 2003. Environmental Assessment Guidelines, Manila, Philippines (ADB web site,
http://www.adb.org/documents/manuals/operations/om20.asp).
DB 2003. Environmental Assessment Guidelines, Asian Development Bank, Manila.
BBS 2005. Handbook on Environmental Statistics. Government of Bangladesh, Dhaka.
BBS 2007. Statistical Pocket Book, Bangladesh. Government of Bangladesh, Dhaka.
BCAS 1999. Guide to the Environmental Conservation Act 1995 and Rules 1997. Prepared
by Bangladesh Center for Advanced Studies, Dhaka.
BCL, 2003. Environmental Management Plan, Padma Bridge Project, Dhaka.
BCAS, 1999. Guide to the Environmental Conservation Act 1995 and Rules 1997,
Bangladesh Centre for Advanced Studies, Dhaka.
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
DoE, 1997. EIA Guidelines for Industries: Ministry of Environment and Forests (MOEF),
Dhaka
DFID December 2006. Toolkit, Health Safety, Welfare and Environmental Awareness, HPR,
London.
FAO, 1988. Land Resources Appraisal of Bangladesh for Agricultural Development:
UNDP/FAO Project, BDG/18/035 Technical Report No.2-13: FAO Rome
Farooq, M. and Rizawana, S. 1996. Law Regulating the Environment in Bangladesh, BELA
Dhaka
GoB, November 1979. Seismic Zone Map of Bangladesh and Outline of the Code for
Earthquake Resistant Design for Structures: Final Report. Geological Survey of Bangladesh,
Dhaka
GoB, March 2004. Guidelines for Environmental Impact Assessment of Roads and Bridges:
Social Environment Circle, Roads and Highways Department, Dhaka
GoB, April 2004. National Land Transport Policy: Ministry of Communications, Dhaka
Hassan, M.M. 1999. Soils of Bangladesh - Their Genesis, Classification and Use Potential:
The March Printers Ltd, Dhaka
IUCN 2000. Red List of Threatened Animals of Bangladesh: IUCN, Bangladesh
IUCN 2002. Biotechnological Zones of Bangladesh, IUCN, Dhaka
IUCN 1991. National Conservation Strategies, Government of Bangladesh, Dhaka.
Karim, Z. et al. 1982. The Coastal Saline Soils and their Management in Bangladesh,
Bangladesh Agricultural Research Council (BARC), Dhaka.
Malano, E.B.1975. Annals of Climatic Survey of Bangladesh, International Rice Research
Institute, Manila
MoEF, 1992. Environmental Policy: The Department of Environment, Ministry of
Environment and Forests (MoEF), Dhaka
Morgan,J.P. and W.G. McIntire 1939. Quaternary Geology of Bengal Basin, East Pakistan
and India: Geological Survey of America Bulletin-70, USA
RHD, 2011. Consultancy Services Feasibility Study of Lebukhali Bridge in Barisal-
Patuakhali Road (N-8). Inception Report.
The Independent, April 15, 2011. Growing Brick fields in Bangladesh and Pollution.
Thornthwaite,C.W. 1948. An Approach Toward a Rational Classification of Climate.
Geographic Review, 38, USA.
WARPO August 2000. National Water Development Plan Project. Development Strategy,
Vol.-1, Annex-O: Regional Environmental Profile.
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
APPENDIX-I : ENVIROMENTAL CHECKLIST
Project Description
Project title:– Lebukhali Bridge Project
Data collector’s name: Eng.Shamimur Rahman
Sections of the project coverage: North-Central
Region
Date: April 10, 2011
Project site
Project site: north and south sides
Landscape: Estuarine floodplain
Description of alignment
Chainage
Relief: Nearly level
Physical structures Impacts magnitudes
1. Commercial/ Industrial (Nos)
Alignment-1: 100 small shops
Alignment-2: 08 small shops
2. Residential structures (Nos)
Alignment-1: 40 kutcha and 16 semi pucca
Alignment-2: 70 kutcha on RHD land
3. Households disturbed (Nos. members) Households:
Alignment-1: 100 (none will be disturbed)
Alignment-2: 70 will be disturbed
Archaeological structures if any None
4. Cultural structures (Nos, etc)
Alignment-1: 02 prayer sheds needed relocation
Alignment-2:10 graveyards needed relocation
5. Academic institutions (Nos)
Alignment-1: none exists
Alignment-2: 01 madras relocation needed
Utility services Locations (chain age)
1. Electric/ TV/ Telephone towers, poles, Alignment-1: 11 poles needed relocation
etc. (numbers)
Alignment-2: none exists
2. Water supply line (m), tube well (Nos)
3. Gas line (m)
4. Sewerage line / drains (m)
5. Road/ footpath/ railway track (m)
6. Water storage tanks (number)
7. Access road/ highway (m)
8. Waste dumping facilities (m 2 )
Filling station (if any)
10. Road pavement (if any)
Alignment-1: 05 on RHD land not needed relocation
Alignment-2: 04 Tube-well need relocation
Nil
Nil
Nil
Nil
Nil
None
Natural environment Potential impacts
1. Geological
Holocene and/or Recent
2. Hydro-geological (Depth to shallow and
deep GW tables)
3. Hydrological ( flood situation)
Nil
250-300 m DGW
50-70m SGW
Tidally flooded
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4. Waterways and the categories (m)
5.
Paira River is a Class-I category navigation route
Well/tube well/ pond (Nos) Alignment-1: 36 on RHD land
Alignment-2: 10 to be affected
Ecological features
1. Forest /plantation/ trees (Nos. size)
2. Wildlife, (Nos, species)
3. Recreational facilities (park, open
space/others, m2)
4. Wetlands (m 2 )
5. Eco-sensitive sites, park, open space,
conservation area, play ground, etc.
(total area in m 2 )
Human interest related Location
1. Agricultural land (hectare)
2. Loss of livelihood
3. Loss of occupation
4. Local acceptance
5. Health facilities available nearby the
workers’ camps
6. Fire fighting facility (if any)
Pollution
1. Noise pollution at work sites (during
construction/ operation stages)
2. Air pollution at work sites (due to dust
and other volatile materials)
3. Water pollution at work site (due to
disposal of sewerage and solid wastes)
4. Soil pollution at site (due to solid wastes,
spillage or discharge of pollutants)
Alignment-1: Mahgani(400), babla(70), rain tree(6),
koroi(4), others (30)
Alignment-2: Mahgani (1,000), rain tree (500), Jack
fruit (100), mango (100), betel nut, coconut palm, date
palm, toddy palm and other trees (5,000)
Flora: Common rural bird species
Fauna: common mammals, reptiles, amphibian
species
Nil
Alignment-1: 36 ponds and ditches
Alignment-2: 10 ponds and ditches
None
5 to10 thousand in both alignments
Alignment-1: 1,000 households at ferry ghat
Alignment-2: 1,000 at ferry ghat and 56 at village site
The project is acceptable locally
Bakerganj Upazila town (30 Km) and
Patuakhali District town (12 Km)
Bakerganj Upazila town (30 Km) and
Patuakhali District town (12 Km)
Noise pollution at work sites
Air pollution at work sites and along the highway
sides
Water pollution at bridge construction site and at
work sites
Water pollution at bridge construction site and at
work sites
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APPENDIX-II : ENVIRONMENTAL CLAUSES
The Contractor shall carry out all projects related activities as specified in the contract
agreement. Environmental awareness creation, due to direct construction impacts and for
health, pollution and safety issues will be the responsibilities of Contractor. Consultants’
supervisory roles will be in conformity with the relevant Clauses incorporated in the contract
document and national legislation. Clauses that to be incorporated in tender documents are:
1. Contractor shall take all steps to protect environment and avoid causing damages and
public nuisances of all types during the implementation and operation stages.
2. Contractor shall comply with the existing statutes and regulations concerning execution
of works as per DoE requirements and donor’s environmental guidelines.
3. Contractor shall be responsible for familiarizing himself and the concerned workers with
all legislations relating to environmental protection relevant for his/her activities.
Reference to rational environmental quality guidelines should be made in this regard.
4. Contractor shall be responsible for bearing all costs of cleaning any environmental
pollution that might result from his/her activities if the mechanisms for doing that are
available and effective.
5. Contractor in case of surface water pollution caused due to his/her activities, shall take
adequate prevention measures to avoid surface water pollution and in case pollution of
surface water occurs he/she shall remain liable to revert the pollution affects to restore
the original quality of water particularly so where surface water has potential uses by
people living on both banks. Costs both for tests and purification shall be borne by the
Contractor.
6. Where water abstraction from boreholes dug by Contractor results in adverse affects on
groundwater that at the time of commencement of contract was used by local people,
Contractor under such situation shall ensure supply of equivalent quantity of safe water
to the users.
7. Contractor shall maintain the work camps and construction sites clean and tidy and
provide appropriate and adequate facilities for temporary dumping of the wastes
properly before these are disposed.
8. Contractor shall remain responsible for safe handling, transportation and disposal of
wastes generated due to his/her activities in a manner so that no environmental pollution
or health hazards are caused to workers and locals. If any third party is involved to
dispose the wastes from work sites, Contractor shall even in that case be considered as if
he/she discharged the responsibilities himself /herself under this Clause until the wastes
disposed from the sites under his/her control. He/She remains legally bound to exercise
and display due diligence to ascertain the transportation and disposal mechanisms are
environment friendly and cause no pollution or health hazard.
9. Contractor shall not allow waste oil, lubricant or other petroleum derivatives to be used
as dust suppressants and shall take all reasonable precautions to prevent accidental
spillage of petroleum products, contact of such materials with soil or water course
through discharge, run-off and seepage.
10. Contractor shall be responsible for provision of adequate sanitary facilities to the
construction workers (including those employed under subcontract) at construction sites,
office and camp sites. He shall not knowingly allow discharge of any untreated sanitary
waste to the ground or surface water. Before mobilization of construction workforce,
Contractor shall provide details of sanitary and drainage arrangements to the
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Engineering Representative (ER) for approval. The detail should include maintenance
and operation plans and sufficient other information to allow the ER to assess whether or
not the proposed facilities are adequate.
11. All vehicles and the construction related plants operated by Contractor (including subcontractor)
shall be maintained properly according to the manufacturers’ specification
and their respective manuals, particularly in respect of control of noise pollution and/or
air pollution due to smoke emission. The Engineering Representative (ER) at site shall
reserve the right to ask Contractor for replacement or rectification of any vehicle or
construction related plant that are considered not in order within 48 hours serving a
written notice.
12. Contractor shall make every reasonable effort to minimize noise pollution caused due to
construction related activities; if necessary he/she may have to relocate the crusher,
concrete mixture and ancillary plants at new site where the distance between plants and
residential sites is safer for attenuation of noise in existing residential sites.
13. Contractor shall remain responsible to take all reasonable measures to minimize dustblowing
from the work sites under his/her control spraying water on earth stockpile, bare
soil, haul road, un-surfaced traffic route and other sources of dust and dirt blow when
situation so require. If the ER considers dust suppression measures adopted by
Contractor ineffective, Contractor shall in that case take further measure to minimize
dust blowing at construction site as per direction of ER.
14. If any traffic disruption along construction sites caused due to activities of Contractor
(or sub-contractors) at any stage of project implementation, Contractor in such cases
shall remain responsible to provide alternative road access for operational use of
vehicles. The facilities provided shall be such that neither of the parties become affected
by such arrangement.
15. In case of any road damage by Contractor (or sub-contractor), Contractor shall notify the
incident to ER and shall repair the damaged part of the road bringing it to the original
condition at Contractor’s cost.
16. In case of any damage caused to agriculture or to surrounding homesteads outside RoW
permanently or temporarily due to Contractor’s activities, he/she (Contractor) shall in
such case remain responsible to pay cash compensation for damage crops appropriate to
local market value.
17. Contractor on completion of contractual activities shall remain responsible to remove all
equipments, unused materials, junks, rubbish generated due to demolition of temporary
structures constructed during construction stage and he/she before leaving the sites shall
remain responsible to clean the project sites to the satisfaction of locals and ER.
18. Contractor must maintain friendly relationship with the villagers living in adjacent
villages and with local elites. This can be done creating minimal disruptions to
environmental and social conditions and through proper public relation activities.
19. Contractor shall maintain the bypass road properly following the existing traffic safety
regulations and place traffic signs and traffic control signals at bridge approaches and
bypasses. Security guards should be posted at vulnerable points for 24 hours at
Contractor’s cost.
20. Contractor shall ensure adequate safety to the workers while they work on water, at high
place and with ladders. Contractor shall ensure that no cement, bentonite and/or cement
leached are spilled in open water while working at river side and on river.
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APPENDIX-III : ENVIRONMENTAL MONITORING CHECKLIST
Sl.
Ns.
Aspects of
Environmental
issues
CONDITIONS AT SUB-PROJECT SITES
Environmental issues to be Monitored Compliance Status
A. General
1. Site Office and camp sites locations proper
2. Health and Safety Officer designated
3. Health and Safety Committee formed
4. Employment Record keeping arrangement
5. Payment Record keeping arrangement
6. Legal working hours approval
7. Provision for monthly meeting and inspection of
site activities
8. Hygienic labour sheds kitchens and sanitation
facilities at camp and work sites.
9. Waste disposal arrangement at camp and work
sites
10. WDP available
B. Health and Sanitation
Public Health
1. Sanitary toilets construction with septic tanks
2. Safe water supply arrangements
3. Precautions against rail accidents adequacies
4. Hygienic canteen facility at work sites
5. Emergency medical facilities and First Aid Box
at Field Office and work sites
6. Trained First Aider Availability at Field Office
and work sites
7. Waste disposal arrangement at camp and work
sites
8. WDP prepared
Occupational Health
1. First-Aid Box availability at work sites
2. Provision of personal protection equipments
(PPEs) and working clothing to workers
3. Protection fence at bridge sites
4. Handling of cement and other hazardous
materials by workers
5.
Labour Welfare
Working hour and vacation days maintained
1. Labour Welfare Committee discusses problems
of workers for due mitigation
2. Provision of recreational facilities at camp sites
both for men and women workers
3. Workers’ complains taken care of by a Welfare
FC PC NC
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
Sl.
Ns.
Aspects of
Environmental
issues
Environmental issues to be Monitored Compliance Status
4.
Committee
Provision leaves (national and emergency)
5. Conflicts settlement arrangement
6. Children below 15 employment
C. Gender Equity
1. Proportionate recruitment of woman workers as
per rule
2. Woman worker paid equal to man
3. Separate living shed for woman
4. Women workers enjoy separate toilet and bath
room facilities
5. Women workers are not teased by male
colleagues
6. Women workers enjoy privacy at work and
camp sites
D. Environmental Pollution
Dust and emission control
1. Proper storage of materials and regular watering
of dust blowing sites.
2. Dropping of fill material everywhere during
transportation is avoided
3. Construction vehicles and plants maintained
properly to reduce emission
4. Embankment slopes protected by grass and tree
planting
5.
Noise Pollution
Fill materials collected digging ponds for fish
culture
1. Movement of vehicles and operation of plants
fixed at desired hours
2. heavy equipments are maintained properly and
operated at scheduled hours
3.
Water Pollution
Noise control measures at sensitive sites
1. Wastes, cement, effluents and junks not disposed
in water
2. Sanitary, kitchen and other organic wastes not
disposed in water bodies
3. Blockage of drains at bridges sites avoided
D. Environmental documents at Field Office
1. Field Office possesses copies of EMP, contract
document and Environmental Clauses
2. Field Office possesses all Environmental
Documents relevant to project implementation.
3. ER ensures inclusion of an Environment Chapter
FC PC NC
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
Sl.
Ns.
Aspects of
Environmental
issues
Environmental issues to be Monitored Compliance Status
4.
in the monthly Progress Reports
All accidents at work sites recorded and reported
to the RHD
5. The Field Office shall obliged presenting the
Environmental Documents and reports to the
Environment Auditor on demand.
6. The heavy equipments maintenance records
Note: FC = fully complied, PC = partly complied and NC = not complied
FC PC NC
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
CHAPTER 9: ECONOMIC EVALUATION OF THE
PROPOSED LEBUKHALI BRIDGE
9.1 General
9.1.1 Introduction
The major components of construction of Lebukhali Bridge Project over river Paira at
Lebukhali Ferry consist of: (i) Pre-stressed Twin Box Girder/ Extradosed Girder bridge of
550m - 630m ; (ii) via ducts of 900m - 840m on both approaches of the bridge; (iii) 910m
approach road on both sides of the bridge; and (iv) river bank protection works; (v)
engineering services; (vi) land acquisition and resettlement; and (vii) construction supervision
and management. Feasibility study of the bridge was carried out under different alternative
scenarios of different alignment as well as design options. Two proposed alternative design
options tested for economic analysis are (i) Option-1 for Twin Box Girder Bridge; and (ii)
Option-2 for Extradosed Box Girder Bridge. Proposed alternative alignments are: (i) A 4-lane
single tire bridge at present ferry crossing point using existing alignment; and (ii) A 4-lane
single tire bridge at 250m down of the river on the west of the present ferry crossing with
new alignment of approach roads.
9.1.2 Background
The Government of Bangladesh plans to request the Kuwait Fund for Arab Economic
Development (KFAED) to assist in financing different bridge construction projects including
Lebukhali Bridge. In the past the Agency has funded construction of three major bridges on
the Faridpur-Barisal-Patuakhali sections of N8 at Shikarpur and Doarika over the river
Shandhya and at Dapdapia over the river Kirtankhola. All of the bridges have been opened to
traffic as soon as construction completed. The Dapdapia Bridge was the last in the series and
opened to traffic recently on 22 February 2011. During the implementation of the Dapdapia
Bridge RHD has prepared a Development Project Proposal (DPP) for construction of 1450
meter dual carriageway Lebukhali Bridge along with 6 km approach road in November 2010.
The government has approached KFAED further to finance construction of the Bridge on the
same alignment of N8 at 189 km from Dhaka. The Fund Mission visited the bridge site on
30 th January 2011 and advised the Government to initiate a feasibility study to assess the
economic viability of the project. This consultancy assignment is an out come of the Kuwait
Mission visited the Bridge site. BCL-STUP Joint Venture Consultants was awarded the
consultancy assignment to carryout the feasibility studies. This chapter presents the report of
Economic Analysis of the Bridge Project.
9.1.3 Objectives
The objective of this chapter is to carryout economic feasibility of the project through
economic cost benefits analysis of the bridge. Identification of costs of the project is simple
to understand and estimate which involve cost of construction of bridge and approach roads,
river training works and engineering and non-engineering costs. Identification of benefits of
the transport project is a complex exercise and involves subjective judgments involves
national interest. However, this generates objectives benefits to the nation in terms of
providing direct, cheaper and easier transportation to the people without ferry interference
and hassles. Traffic is the main determinants of the benefit of a transport project like
Lebukhali Bridge. This includes assessing alternative traffic scenarios based on population,
traffic diversion, economic growth in the region and impacts of on-going infrastructure and
so on to adjudge economic viability of the project.
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9.2 Evaluation Approach and Methodology
9.2.1 Economic Evaluation Assumptions
The approach and methodology of economic evaluation examines the road condition, traffic
volume on road and ferry crossing, time delay at each ferry points, the length of waiting
vehicle queues, number and type of vehicle in the queue, importance of road corridor,
investment and maintenance costs, vehicle operating costs and travel time costs with and
without the project. The analysis period is considered to be 30 years after the completion of
project. Although the bridges are long lasting structures tended to continue for 100 years, but
the economic studies need reasonable assumption on economic life of the project. According
to the Highway Design and Maintenance Model (HDM) the analysis is a comparison of life
cycle costs ‘with’ and ‘without’ the project. The economic evaluation was carried out
comparing the life cycle transport costs with and without the bridge. The analysis was done in
simple MS Excel worksheet using HDM-4 parametric data from RHD. All costs and benefits
are expressed in economic terms deduced from financial estimates. ‘Without project’ option
assumes the business as usual, ferry service in place, normal growth of transport taking place,
existing difficulties continue and ferry waiting time gets lingered. While ‘with project’ case
major improvements in traffic movement achieved due to direct connection including
overcoming existing traffic delays and disruptions.
9.2.2 Technical Investigations and Options
The technical evaluations initially examined the feasibility of construction of a dual carriage
way 4-lane bridge including viaducts along with 1 km approach road with appropriate
gradients, providing vertical and horizontal clearance for navigation and river bank protection
works. The components of the project are construction of a bridge, approach road, river
protection works, engineering works, land acquisition and resettlement, supervision and
monitoring and environmental mitigation measures. The basic structure of the bridge is prestressed
twin box girder bridge consists of RCC pier with RCC deck has been identified and
proposed as suitable. Two alternative design options as well as alternative alignment options
was tested. New construction mainly over the existing ferry points and roadway ROW was
envisaged as the base case. Details of technical investigations and proposed alternatives are
presented in other chapters of the report.
9.3 Economic Project Cost and O&M Cost
9.3.1 Construction Costs
The economic costs of bridge construction, approach roads, river protection works and bridge
end facilities, land acquisition and resettlement, engineering services and project
administration are expressed in mid 2011 prices (Table F-1 and F-2 in Appendix-7 of
Volume-2) were derived from the project costs estimates (Table A-1 and A-2 in Appendix-7
of Volume-2) by deducting taxes and duties from the costs of imported equipment and
materials and applying a conversion factor of 0.8 to non-traded items. All costs are estimated
in local currency units. Construction costs included physical contingencies, land acquisition,
environmental mitigation and resettlement as well as price contingencies excluding direct
taxes and VAT (cost tables are given separately). Following Table 9.3.1 represents the
aggregated financial and economic project costs with different alternative options.
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Table 9.3.1: Construction Costs (Financial and Economic in Tk. Million)
Name of Bridge Length (m ) Financial Costs Economic Costs
1.Twin Box Girder Bridge (Option-1)
Alignment -1
Alignment -2
2. Extradose Box Girder Bridge (Option-2)
Alignment -1
Alignment -2
Source: Lebukhali Bridge Feasibility Study, 2011
1450
1450
1470
1470
4,039.81
4,122.54
4,376.80
4,560.25
3,148.00
3,314.52
3,516.45
3,419.60
9.3.2 Operation and Maintenance Cost
The operation and maintenance cost was estimated separately for bridge structure and for
approach roads and river protection works. For bridge the O&M cost was estimated as 1.25%
of the construction cost for 5 initial years. Thereafter the cost will be reduced to 0.75% of the
construction cost for rest of the 25 years economic life with periodic overlays.
For approach road, the O&M cost was estimated as 2% of the road construction cost except
for 11 th and 22 nd year when periodic maintenance will require a cost of 6% of the investment
cost for periodic overlay. The O&M for river protection work was assumed as 4% of the
investment costs in protection works. The total maintenance cost is coming slightly over 1%
of the total cost of the project in normal year.
9.4 Project Benefits and Beneficiaries
The direct and quantifiable benefits of the bridge project replacing ferry mainly consist of
savings in Waiting Time Costs (WTC) of both passengers and vehicles and savings from
ferry operation and maintenance costs. The additional benefits also generated from savings of
Vehicle Operating Costs (VOC) for normal, generated and diverted traffic because of
improved approach road and bridge end facilities. Un-quantifiable benefits include greater
riding comfort for passengers, uninterrupted travel, reduced maintenance costs of vehicles
and reduced environmental hazards. The indirect benefits are clean environment for local
inhabitants, pedestrians and shoppers and reduction in road accidents. The benefits have been
estimated in the form of generated traffic.
Project beneficiaries are by and large the population of whole of the south central region of
the country. However, direct beneficiaries will be particularly various categories of road users
such as vehicle owners, operators and crew of buses and trucks, the passengers of all types of
vehicles, cargo owners, tourist, resort owners, tour operators and the population in the zone of
immediate influence (Patuakhali, Barguna and Barisal). Benefits accrued in the form of
reduced transport costs due to VOC and TTC savings are expected to be evenly distributed
among all stakeholders and beneficiaries due to competitive situation in the industry. It has
already been observed that superior quality buses have been introduced to Kuakata by private
operators. The Lebukhali Bridge along with Kalapara, Hajipur and Mohipur bridges, road
development between Patuakhali-Amtali-Kuakata and development of Kuakata as tourist
resort, and other similar nature of projects will boost up private investment in the area.
9.4.1 Determination of Vehicle Operating Costs (VOC)
Vehicle operating costs for representative motorized vehicles are those prepared jointly by
the Consolidation of Institutional Development Components-3 (CIDC3) funded by DFID and
RHD and updated for 2005 have been used. HDM-4 VOC model was used to calculate the
Final Feasibility Study Report, June 2011 Volume-1 Main Report Page 9-120

Feasibility Study of Lebukhali Bridge BCL-STUP JV
VOC for Bangladeshi representative vehicles and sensitivity was done in respect to road
surface condition of roughness i.e. following international roughness index (IRI). VOCs are
presented in economic costs derived from the financial costs by excluding all applicable taxes
and duties such as custom duties, development surcharge, supplementary duties, VAT,
advance income tax, import permit fees and all transfer payments. For fuels, the economic
costs of petrol, diesel, CNG and lubricants have been calculated by excluding the tariff and
other implicit taxes and including the economic costs of distribution expenses.
For conversion of financial costs into economic costs a conversion factor of 0.9 was used.
The major benefits of the project will be generated from waiting time savings for passenger
and waiting vehicles at ferries. Travel Time Costs were estimated from HDM-4 TTC model
updated for 2005. VOC for the representative vehicles in paved non-urban road is presented
in Table 9.4 in the Appendix-C. For comparison of our Lebukhali project road condition
existing and future VOC values for IRI-3 and IRI-6 are shown in Table 9.4.1 below.
Table 9.4(1): Bangladesh Vehicle Operating Costs, Paved Non-urban Roads
(Economic Costs in Taka per Kilometer)
Roughness HEAVY MED. SMALL LARGE MINI MICRO CAR TEMPO MOTO AUTO
IRI TRUCK TRUCK TRUCK BUS BUS BUS
CYCLE RICK-
(m/km)
SHAW
2 14.69 9.18 8.82 10.32 6.60 7.66 5.48 6.58 1.64 3.29
3 15.66 9.79 8.98 10.46 6.68 7.99 5.71 6.85 1.71 3.43
4 16.62 10.39 9.14 10.61 6.76 8.38 5.98 7.18 1.79 3.59
5 17.60 11.00 9.32 10.78 6.84 8.84 6.30 7.56 1.89 3.78
6 18.59 11.62 9.51 10.97 6.93 9.40 6.69 8.03 2.01 4.01
7 19.62 12.26 9.73 11.18 7.03 10.07 7.16 8.59 2.15 4.30
8 20.67 12.92 9.98 11.41 7.14 10.87 7.71 9.25 2.31 4.63
9 21.74 13.59 10.25 11.68 7.27 11.82 8.37 10.04 2.51 5.02
10 22.86 14.29 10.54 11.98 7.43 12.89 9.12 10.94 2.74 5.47
11 24.00 15.00 10.86 12.32 7.61 13.99 9.88 11.86 2.96 5.93
12 25.18 15.74 11.20 12.69 7.82 15.10 10.65 12.78 3.20 6.39
13 26.40 16.50 11.56 13.10 8.05 16.23 11.43 13.72 3.43 6.86
14 27.63 17.27 11.93 13.53 8.30 17.37 12.22 14.66 3.67 7.33
15 28.88 18.05 12.31 14.00 8.57 18.53 13.01 15.61 3.90 7.81
Table 9.4(2): Bangladesh Unit Passenger Time Costs, all Non-urban Roads
(Economic Costs in Taka per Kilometer)
Roughness HEAVY MED. SMALL LARGE MINI MICRO CAR TEMPO MOTO AUTO
IRI TRUCK TRUCK TRUCK BUS BUS BUS
CYCLE RICK-
(m/km)
SHAW
2 0.0 0.0 0.0 10.0 3.6 2.8 1.0 1.4 0.3 0.7
3 0.0 0.0 0.0 10.2 3.6 2.9 1.0 1.4 0.3 0.7
4 0.0 0.0 0.0 10.2 3.6 2.9 1.1 1.4 0.3 0.7
5 0.0 0.0 0.0 10.4 3.7 2.9 1.1 1.4 0.3 0.7
6 0.0 0.0 0.0 10.5 3.8 3.0 1.1 1.5 0.3 0.8
7 0.0 0.0 0.0 10.9 4.0 3.0 1.1 1.5 0.3 0.8
8 0.0 0.0 0.0 11.2 4.2 3.1 1.2 1.5 0.3 0.8
9 0.0 0.0 0.0 11.6 4.5 3.3 1.2 1.6 0.3 0.8
10 0.0 0.0 0.0 12.1 4.8 3.4 1.3 1.7 0.3 0.9
11 0.0 0.0 0.0 12.8 5.1 3.6 1.4 1.7 0.4 0.9
12 0.0 0.0 0.0 13.3 5.4 3.8 1.5 1.8 0.4 1.0
13 0.0 0.0 0.0 14.1 5.9 3.9 1.6 1.9 0.4 1.0
14 0.0 0.0 0.0 14.7 6.3 4.2 1.6 2.0 0.4 1.1
15 0.0 0.0 0.0 15.8 6.5 4.3 1.7 2.1 0.4 1.1
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
Table 9.4.1: VOC for Representative Vehicles (Tk/km at IRI 3 of 3 and 6)
Vehicle Categories IRI of 3 IRI of 6
Medium Truck
Small Truck
Large Bus
Medium Bus
Micro Bus
Car
Utility
Auto Rickshaw
Motor Cycle
Bicycle
Rickshaw / van
Animal Cart
Source: Road User Cost, RHD 2004-2005
9.97
8.98
10.46
6.68
7.99
5.71
7.99
6.85
1.71
0.37
0.78
3.44
11.62
9.51
10.97
6.93
9.40
6.69
9.40
8.03
2.01
0.53
1.27
4.89
9.4.2 TTC Savings and VOC Savings
Travel time costs (TTC) also referred to as value of time (VOT) for waiting vehicles and
passengers on board and are very important parameter for economic analysis of transport
projects particularly for bridge constructions replacing ferries, elevated express motor ways,
flyovers, light rail and other high-tech mass transit systems where reduction of journey time
is the objective. The economic costs of passenger time are based on the findings of studies
carried out by the Economic Circle, RHD with the assistance of CIDC3 for same reference
period 2004-05. Passenger time value was calculated as Taka per passenger hour. The unit
time value of passengers with respect to IRI and speed are presented in Table 9.4(1) in
Appendix-C. Value of passenger time, occupancy and per vehicle TTC is shown in Table
9.4.2 below:
Table 9.4.2: Value of Passenger Time (Tk. Per passenger hour)
Vehicle Categories Occupancy
(passenger)
Heavy/Medium Truck
-
Small Truck
-
Bus (large/ medium)
45
Medium Bus
30
Micro Bus
8
Car/Utility
4
Tempo
10
Auto Rickshaw
4
Motor Cycle
1
Source: RHD Road User Cost, Annual Report for 2004-2005
Passenger
(Tk./hr)
14.7
15.0
23.3
29.0
10.6
16.9
29.3
Cargo
(Tk./hr)
TTC Tk. Per
vehicle
661.5
450.0
196.0
116.0
111.5
67.6
30.7
9.4.3 Vehicle Waiting Time Costs at Ferry
Vehicle waiting time cost at ferry arises because of waiting time for board the ferry which
may sometimes extend to hours, the ferry crossing time which is more than normal travel
time on paved road, stop and start cycle for boarding and off loading from ferry as well as
charges/tolls for ferry crossing. Vehicle waiting time costs have been estimated on the above
considerations. Table 9.4.3 represents the vehicle waiting time at ferry for representative
classes of vehicles.
3
IRI – International Roughness Index
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
Table 9.4.3: Cost of Waiting Times, Crossing Times and stop-start Cycle at Ferry
(Tk. per vehicle/hour)
Item Heavy Medium Small Large Mini Micro Car &
Truck Truck Truck Bus Bus Bus Utilities
Vehicle waiting Time cost 445.5 148.5 144.5 861.7 416.8 398.5 221.9
Cost per stop-start cycle
Source: RIP-III, 2003
156 52.0 45.7 53.1 33.8 41.9 29.9
The waiting time estimate was based on OD and waiting time surveys at Lebukhali. The
average waiting time for waiting, boarding and crossing of all vehicles was considered as 1
hour. Cargo waiting time was not estimated separately.
9.5 Evaluation Process
9.5.1 Premises of Economic Evaluation: Internal Rate of Return (EIRR)
For economic evaluation all relevant costs and benefits are expressed in economic terms. Life
cycle cost ‘without project’ involved ferry operation and maintenance cost, vehicle operation
cost, vehicle waiting time cost, stop-start cycle cost and passenger time cost. The life cycle
cost with project involved bridge construction and maintenance cost, approach road
construction and maintenance costs, reduced vehicle operating costs, reduced vehicle waiting
time costs and reduced passenger time costs and relief from ferry operation cost. 12%
discount rate was used in the analysis. The analysis was done for projected traffic for 30
years after the opening of the bridge. All construction, maintenance and other costs are
updated for 2011.
Economic analysis was done to calculate Benefit-Cost Ratio (BCR), Net Present Value
(NPV) and Economic Internal Rate of Returns (EIRR) for adjudging economic viability of
the project. The programme was run for the base case first then tested for each likely
alternative option. This has compared the streams of costs and benefits under ‘with’ and
‘without’ the project scenarios. It was assumed that construction of the bridge will be spread
over 3 years (2014-2017) with approximately 33% of works being completed each year. It
was assumed that periodic maintenance and/or roadway approach overlays are applied after
every 10 years since completion. The salvage value of the bridge at the end of the 30 year
evaluation period was assumed at 30%. However, the acceptable limit of the salvaged value
of the bridge after 30 years of the completion can be considered upto 50%, which will lead to
substantial increase in EIRR, NPV and BCR. This will also lead to acceptable Sensibility
Test Analysis.
The results of programme run are presented in Table 9.5. The summary results of the
economic evaluation are presented in Table 9.5.1 below:
Table 9.5.1: EIRR and NPV under Different Alternative Options
Alternative Options EIRR NPV (million Tk.) BCR
Lebukhali Bridge (existing alignment):
Design Option-1 (Twin Box Girder)
Design Option-2 (Extradosed Box Girder)
15.9%
15.3%
1740.0
1633.0
1.67
1.58
9.5.2 Results of Economic Analysis
Economic analyses are carried out for likely options of Lebukhali Bridge on the existing
alignment. The results of alternative design option-1 shows twin box girder bridge that
economic internal rate of return (EIRR) is at 15.9% and the worth of Net Present Value
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
(NPV) is positive at Tk.1,740 million. The BCR is 1.67. In all indications the results are
robust and design Option-1 is economically viable. The results of economic analysis of
design Option-2 shows that the EIRR is 15.3% while the worth of NPV was at Tk.1,633
million. The BCR is 1.58. The economic indicators for both design options on the existing
alignment alternative are robust and very close to each other and justify the economic
viability of the project. Technically better options may be recommended for further study
towards implementation.
9.5.3 Sensitivity Tests
A sensitivity analysis has been done to the base case economic analysis for preferred options
in order to adjudge tenacity of the economic viability of proposed investment applying
several adverse conditions which may come up during and after the implementation of the
project. Two sensitive parameters in this respect tested are risks of increasing capital cost and
decreasing benefits due to less than expected traffic. Three tests have been carried out for: (i)
increase in capital costs of the project by 10%; and (ii) reduction in the volume of traffic
benefits by 10% or (iii) both increase in cost by 10% and reduced benefits by 10% together.
Results of sensitivity are presented in Table 9.5.3 below:
Table 9.5.3: Summary of Sensitivity Test Results
Twin Box Girder-Option-1 EIRR (%) NPV (Tk. Million) BC Ratio
10% increase in costs 14.9 1464.0 1.51
10% reduction in Traffic benefits 15.2 1460.0 1.56
10% cost increase and 10% benefit reduction 14.3 1183.0 1.41
Extradose-Option-2
10% increase in costs 14.3 1312.0 1.42
10% reduction in Traffic benefits 14.6 1322.0 1.47
10% cost increase and 10% benefit reduction 13.7 1022.0 1.33
Source: Lebukhali Bridge Feasibility Study, 2011
The above results are self explanatory in case of both alternative design options. The results
of sensitivity tests are also close for two options. In any case project will generate sufficient
economic returns to stand viable even the capital and construction cost goes up to 10 percent
and reduce the benefits by 10%. Even in case of joint risk of both adverse effects the
minimum EIRR is 13.7%, NPV is Tk.1022.0 million and BC ratio is 1.33, all the economic
indicators are well above cut off rates. However, the analysis shows that impacts of cost
escalation are more sensitive than change in the traffic benefits.
9.6 Summary and Conclusions
The project bridge is very important for the road transport network development in the southwest
region of Bangladesh which is even more relevant in the context of the construction of
upcoming Padma Bridge. A great potential for expanding eco-tourism in Kuakata, the second
sea beach in the country will be explored to the interest of economic development and the
beneficiary communities in the region. The review of the results of base cases shows that
both of likely options are economically viable with robust rates of return. The simpler design
option is having slightly higher returns than extradosed design option. Since the extradosed
design is relatively modern and sophisticated engineering marvel of the day widely
appreciated both for its strength and esthetic beauty popular support will go with this.
Therefore, final selection of the option must consider the technological superiority rather than
small cost advantage.
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
CHAPTER 10: CONCLUSION AND RECOMMENDATION
10.1 Project Background
The Government of Bangladesh (GoB) through their nodal agency- Roads and Highways
Department (RHD) within Ministry of Communications (MoC) have been planning for
construction of this Lebukhali Bridge for a long time. RHD had prepared a Development
Project Proposal (DPP) for a 1450.9m Dual Carriageway bridge and 6.0 km approach roads at
an estimated investment cost of BDT 4,461.002 million (US$ 65m) in November 2010. GoB
had also approached the Donor agency, the Kuwait Fund for Arab Economic Development
(KFAED), for funding the construction of the project. The agency together with the Embassy
of Kuwait made a site visit on 30 th January 2011 and had advised the GoB to submit a
Techno-Economic Feasibility Study to enable them to judge the Economic Viability of the
project prior to sanctioning of fund. The main objective of establishing the Techno-Economic
Viability analysis for this project is to obtain the necessary funding from the GoB identified
KFAED funding organization as the donor agency for this project.
A Joint Venture of M/s BCL Associates Ltd. of Bangladesh and M/s STUP Consultants P.
Ltd. of India was awarded the Feasibility Study on the 9 th of February 2011, by the Roads and
Highways Department (RHD) of the Government of Bangladesh (GoB).
The study has concentrated on selection of bridge location from all possible alternative
locations based on preliminary base line study. Field investigations have been undertaken at
the selected bridge location to include traffic study and forecast, topographical,
morphological, hydrographical, and geotechnical survey and investigations at the project site
and socio-economic profile of the zone of influence and environmental impact.
10.2 Proposed Lebukhali Bridge along the Existing N8 Route Across
Paira River
10.2.1 Selection of Bridge Location
The proposed bridge location along the existing N8 route across the river Paira was
recommended by the Consultants in the Draft Feasibility Study Report submitted on the 09 th
of June 2011 from the extensive Reconnaissance survey, Topographic survey, Hydrographic
survey, Morphological study on river bank stability and shifting and the preliminary
resettlement and environmental study for the selected 4 alternative bridge locations from the
reconnaissance survey, RHD’s latest road network around the project and the morphological
studies and further comparative preliminary techno-economic studies for the selected 2
alternative bridge locations.
RHD accepted the Consultants proposal during the presentation of the Draft Feasibility Study
Report on the 15 th of June 2011.
10.2.2 The Bridge and Approach Road Alignment
The bridge and approach roads alignments have been fixed keeping in mind the traffic flow
pattern, the river cross-section, connection with the existing and planned access roads,
minimum land acquisition and minimum disturbance to the existing settlement.
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
10.3 Conclusion from the Study
10.3.1 Structural Configuration
From the hydraulic (including navigational clearance requirement), topographical and
geotechnical studies and the acceptable (3%) longitudinal grade, the total length of the
proposed bridge has come to around 1450m to 1470m, Comprising of the main bridge over
the main river channel followed by viaduct on either bank covering the flood plain on the
North bank and beyond, as also over the south bank.
The main bridge has been suggested in two options. Option-1 comprising of post-tensioned
pre-stress concrete Twin Box Girder (PSC Box Girder) continuous with segmental cantilever
construction with span of 100m and Option-2 comprising of extradosed post-tensioned prestress
concrete single Box Girder with central pylons for external additional pre-stressing,
continuous with segmental cantilever construction with span of 200m. The viaduct portions
of both options comprise of pre-stress I Girder of span 30 m. The total length of option-1
being 1450m comprises of (4x100+2x75+30x30)m and that of option-2 being 1470m
comprises of (2x200+2x115+28x30)m.
Comparative costs of the two options have been presented in Chapter-6. It may be observed
that there is very little to choose between the two options. Keeping aesthetic and cost in mind
it appears to the Consultant that option-2 is more desirable, although at a slightly higher cost.
During the presentation of the Draft Feasibility Study Report at RHD’s office on the 15 th of
June 2011, RHD communicated to the Consultant about their preference for option-2 type,
i.e. for the extradosed type of Bridge for the main bridge.
10.3.2 Foundation Type Consideration
The foundation type for the 200m span option-2, extradosed type bridge has been adopted
from the only one such bridge so far being constructed in Bangladesh for the 3 rd Karnaphuli
bridge at Chittagong as very large diameter (3000mm) cast-in situ RCC bored piles. The
foundation type of 100m span option-1, PSC box type bridge is quite common in Bangladesh
with large diameter (1500mm) cast-in-situ RCC bored piles and that of viaduct span being
with 1000mm diameter Cast-in-situ bored piles.
10.3.3 Social and Resettlement Impact Consideration
The proposed bridge alignment at alternative-1 location through the existing Barisal-
Patuakhali N8 route causes least disturbance to the existing settlement and is the least cost
solution. RHD accepted this proposal of the Consultants during the presentation of Draft
Feasibility Study Report on 15 th June 2011.
10.3.4 Environmental Consideration
On critical review of the potential environmental impacts, the specific mitigative and
monitoring measures proposed and the benefits to be derived, the project at the proposed
alternative-1 location will not lend to any long term irreversible adverse impact on the
adjacent environmental quality and resources.
10.3.5 Economic Justification
The economic analysis carried out for the proposed Lebukhali Bridge for 30 years evaluation
period shows that from the point of view of all the economic parameters considered the
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
project is economically viable and the investment is highly justified for both the options. The
NPV of the bridge at 12% discount rate is placed Tk. 1740.0 million for option-1 and at Tk.
1633.0 million for option-2 respectively. The EIRR of the project at about 15.9% for option-1
and 15.3% for option-2 respectively is above the 15% accounting rate of return considered
for taking investment decision in Bangladesh.
The benefit cost ratio is about 1.67 for option-1 and is about 1.58 for option-2 respectively.
10.4 Recommendations of the Study
The recommendations of the study for the proposed Lebukhali Bridge are as follows:
a) The bridge for both the options 1 and 2 are found to be feasible from technical and
economic consideration and either option may be taken up for construction. However,
RHD communicated to the Consultants, during the presentation of the Draft Feasibility
Study Report on 15 th June 2011, their preference for option-2 i.e. the extradosed type of
bridge with 200m span.
b) The preferred structural configuration of the main bridge superstructure for option-2 for
the post tensioned cast-in-situ single box extradosed type continuous over 650m in
cantilever construction, while the viaduct portion may be in PSC I Girder of 30m simply
supported spans.
c) The most suitable foundations of the piers in the waterway are found to be large diameter
(3000m for the 200m span extradosed type and 1500mm for the 100m span PSC Box
Girder) RCC cast-in-situ bored piles with permanent steel casing upto a depth of about
2m from the river bed level, and that of the viaduct portion in 1000mm diameter RCC
cast-in-situ bored piles with temporary casing as shown in the drawing.
d) The bridge may not be effective for traffic flow without the minimum improvement of the
72 km access road including structures for 3 nos. bridges to 4-lane by the year 2032. It is
expected that, GoB will arrange for construction and completion of the 72 km access road
by the year 2032.
The feasibility study and detailed design of the road to Kuakata is planned to be taken up
under an ADB TA project schedule to start in late 2011, and as such it is expected that
GoB will arrange for completion of the 72 km access road well before the year 2032.
Final Feasibility Study Report, June 2011 Volume-1 Main Report Page 10-127

Government of the People’s Republic of Bangladesh
Ministry of Communications
Roads and Highways Department
FEASIBILITY STUDY OF LEBUKHALI BRIDGE
ON BARISAL - PATUAKHALI ROAD (N8)
FINAL REPORT
VOLUME - 2
APPENDICES
A Joint Venture of
BCL Associates Ltd. STUP Consultants P Ltd.
June 2011

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Appendix-1 Bridge Location Study.
Table of Contents
VOLUME 2 APPENDICES
Appendix-2 Topographic and Geometric Design of the Bridge and
Approach Roads
Appendix-3 Geotechnical Investigations along the Proposed Bridge Alignment.
Appendix-4 Hydrographic Survey of the River at Proposed Bridge Location
Appendix-5 Traffic Survey Report.
Appendix-6 Schematic Design of Bridge and Approach Roads
Appendix-7 Cost Estimate Detail
Final Feasibility Study Report, June 2011 Volume-2 Appendices

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Appendix-1
Bridge Location Study
Methodology and steps adopted for the alternative bridge locations study has been stated in
Section 1.3 of Chapter-1 in Volume-1. The detail of each steps including field study are given
in respective field study reports in Volume-2 Appendices. The alternative bridge location
from hydrology and morphological studies are presented in Chapter-5 of Volume-1, where as
Chapter-2 summarizes the findings.
This appendix has been intended to contain the detail of all related appendices including
Chapter-5 which would lead to the contents of Chapter-2. However, due to the extraordinary
shortened time for preparation of Draft Feasibility Study Report, this write up could not be
prepared at this stage and shall be taken up in Phase-2.
However, in Phase-2, during the presentation of Draft Feasibility Study Report (DFSR) on
15/06/2011, RHD again requested to finalize the DFSR within shortest possible time, after
incorporation of RHD’s comments only.
Therefore, this Appendix-1 for Final Report also remains same as the DFSR, since RHD
accepted the proposed bridge location on 15/06/2011.
Final Feasibility Study Report, June 2011 Volume-2, Appendix-1-1

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Appendix-2
Table of Contents
1. Topographical Survey
1.1 Establishment of Horizontal and Vertical Controls
1.2 Detailed Topographical Survey
1.3 Instruments used
1.4 List of Topographical Maps
2. Geometric Design of Approach Roads
2.1 Alignment Alternatives
2.2 Design Standards
2.2.1 Design Speed
2.2.2 Horizontal and Vertical Alignment
2.3 Road Cross Section
2.3.1 Design Traffic on the Road
2.3.2 Design Life
2.3.3 Cross Sections
2.3.4 Cross Fall
2.3.5 Side Slope
2.4 Land Acquisition Plan
List of Tables
Table 1.1: List of Reference BM and TBMs used for Topographical Survey
Table 2.1: Horizontal Geometry
Table 2.2: Vertical Geometry
Table 2.3: Summary of AADT and PCU
Final Feasibility Study Report, June 2011 Volume-2, Appendix 2-1

Feasibility Study of Lebukhali Bridge BCL-STUP JV
1.0 Topographical Survey
Appendix-2
Topographical Survey
The field topographical survey for the proposed corridor of the approach roads and bridge
was carried out using “Total Station” with automatic data recorder. The field survey steps
followed are establishment of benchmarks and horizontal/vertical control points, running an
open traverse, and detailed topographical survey. The field survey data was then used for
preparation of survey maps using CivilCAD which has been used for the bridge alignment
and geometric design of the bridge and approach road.
1.1 Establishment of Horizontal and Vertical Controls
For topographical survey, the survey team has collected Benchmark (BM) information from
the Survey of Bangladesh (SOB) and used as the survey reference points for elevation. Fly
leveling method has been adopted to carry R.L. from SOB BM to TBM by using Auto level
machine. X and Y co-ordinates of a single horizontal control point (HCP) was determined by
Geodatic Precision Survey method (GPS) and correlated with national grid of Bangladesh
Transverse Mercator (BTM) system. The coordinates of other control points were determined
with reference to this control point by Total Station. These points were also used as
Temporary Bench Marks (TBM) and the elevations of TBMs were determined by Auto Level
with reference to the existing National Bench Mark. Generally, RCC pillars were established
as Horizontal Control Points. RCC pillars were manufactured and installed in position so that
at least one is visible from the other and Total Station would be set such that at least one of
the consecutive TBM is in safe and easy way. Locations of BM and TBM/HCP used for
survey are shown in the Figure 1.1, and in Table 1.1.
Table 1.1: List of Reference BM and TBMs used for Topographical Survey
Ref BM
Location Easting Northing Elevation
No
(m) (m) (m PWD)
FM BM Approx. at 3 km from Lebukhali South Ferry ghat
2.985
4042 toward Patuakhali on N8
TBM 1 Kept on RCC Pillar South-West corner of 535484.780 484539.513 2.502
Guchhogram, approx. 200m North-East of existing
North Bank ferry pontoon.
TBM 2 Kept on RCC Pillar on Guchhogram approach road, 535377.505 484523.974
approx. 40m North of North Bank ferry ghat.
2.072
TBM 3 Kept on RCC Pillar on Barisal Patuakhali road 535349.198 483736.633
approx. 150m South of existing South Bank ferry
pontoon.
2.838
TBM 4 Kept on RCC Pillar on Barisal-Patuakhali road, 535348.375 483642.577
approx. 250m South of existing South Bank ferry
pontoon.
2.043
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Final Feasibility Study Report, June 2011 Volume-2, Appendix 2-3

Feasibility Study of Lebukhali Bridge BCL-STUP JV
1.2 Detailed Topographical Survey
The topographical survey was done at project location generally covering the full Right of
Way (RoW) width (50.0m) and the required area anticipated for designing the alignment. All
topographical details like existing roads, tracks, buildings, homestead, graveyards, mosques,
ditches, canals, culverts, services/utilities, right of way markers were carefully surveyed.
Points surveyed on the road are centerline, edge of pavement, edge of shoulder at 100m
intervals. The width of the cross-section on each side of the road extended up to 200m.
Survey data has been processed using design software CIVILCAD, which formed the basis of
the geometric design and drawing preparation of the approach roads and the proposed bridge.
Computer software Auto CAD was used for preparation of all drawings. Topographic maps
prepared as listed below in 1.4 for the area have been presented in Volume-3.
1.3 Instruments Used
Total Station Topcon 321
GPS Trimble 5700
Level Auto Level
1.4 List of Topographical Maps
Sl.No. Drawing No Description
1. RHD/FS/TS 01 Topographic survey map, ch 0 to 700m, sheet 1 of 10
2. RHD/FS/TS 02 Topographic survey map, ch 700 to 1400m, sheet 2 of 10
3. RHD/FS/TS 03 Topographic survey map, ch 1400 to 2100m, sheet 3 of 10
4. RHD/FS/TS 04 Topographic survey map, ch 2100 to 2800m, sheet 4 of 10
5. RHD/FS/TS 05 Topographic survey map, ch 2800 to 3500m, sheet 5 of 10
6. RHD/FS/TS 06 Topographic survey map, ch 3500 to 4200m, sheet 6 of 10
7. RHD/FS/TS 07 Topographic survey map, ch 4200 to 4900m, sheet 7 of 10
8. RHD/FS/TS 08 Topographic survey map, ch 4900 to 5600m, sheet 8 of 10
9. RHD/FS/TS 09 Topographic survey map, ch 5600 to 6300m, sheet 9 of 10
10. RHD/FS/TS 10 Topographic survey map, ch 6300 to 6600m, sheet 10 of 10
2.0 Geometric Design of Approach Roads
2.1 Alignment Alternatives
The Consultant has made detailed study of mainly two alternatives alignments for the
proposed bridge and approach roads, assuming that the bridge length for both the alternatives
being extended much beyond the bank line on both banks will remain same.
Alternative 1: Generally follows the existing RHD N8 route and acquired corridor and as a
result, land acquisition for this alternative will be minimum as shown in
Figure 2.1.
Alternative 2: The proposed bridge location will be at about 250m downstream of
alternative 1, and considerable amount of private land need to be acquired
for the construction of approach road as shown in Figure 2.2.
Final Feasibility Study Report, June 2011 Volume-2, Appendix 2-4

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Final Feasibility Study Report, June 2011 Volume-2, Appendix 2-5

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Feasibility Study of Lebukhali Bridge BCL-STUP JV
2.2 Design Standards
The selection of geometric design standards is related to function of road, volume of traffic
and type of terrain, with additional procedures for the recognition and appropriate treatment
of potential hazards.
RHD’s latest “Geometric Design Standards Manual (Revised) 2005” has been generally
followed for design parameters. Additionally “A policy on Geometric Design of Highway
and Streets” 1994 by AASHTO has been consulted for reference, which gave guidance on
geometric design standards for single carriage-way rural (inter-urban) roads in developing
countries.
2.2.1 Design Speed
80 KPH design speed has been used as recommended in the RHD Standard for the national
and regional highways.
2.2.2 Horizontal and Vertical Alignment
• Horizontal Alignment
The horizontal curves have been designed using the parameter from Table 2.1. For
Alternative 1, one curve on south approach and for Alternative 2, two horizontal curves on
both approaches has been provided to connect proposed bridge alignment with N8 road.
Curve details have been shown in drawing no. RHD/FS/GD 04, 09, 10, 12 and 13.
• Vertical Alignment
The vertical alignment of the approach roads has been designed for smooth transition from
elevated bridge level to the normal road level or the nominal road level as recommended in
RHD’s Geometric Design Standard. The design heights of the embankments have been fixed
with respect to adequate free board on top of HFL based on 20 years return flood level.
Maximum 3.0% longitudinal gradient has been provided for the approach roads.
• Geometric Design Parameters
Parameters used for design of alignment have been presented in Tables 2.1 and 2.2.
Table 2.1: Horizontal Geometry
Desirable/Minimum Values Radius (m) Super-elevation Stopping Sight Distance (m)
Desirable 2000 Nil 250
Desirable minimum 1000 3% 180
Absolute minimum 500 5% 120
Table 2.2: Vertical Geometry
Desirable min. K value 70
Absolute min. K value 35
Side friction factor 0.18
Longitudinal friction factor 0.40
K is the length required for 1% change of grade depending on the speed
Final Feasibility Study Report, June 2011 Volume-2, Appendix 2-7

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Final Feasibility Study Report, June 2011 Volume-2, Appendix 2-8

Feasibility Study of Lebukhali Bridge BCL-STUP JV
2.3 Road Cross Section
2.3.1 Design Traffic on the Road
The design traffic has been estimated based on traffic data obtained from the study under this
project.
The detail of traffic survey has been given in the Traffic Survey Report in Appendix 5 of
Volume 2 and the detail of Traffic Study and Forecast has been included in Chapter 3 of
Volume 1 of this report.
Table 2.3 shows the PCU/AADT for MV, NMV and total PCU/AADT as well as total PCU/
peak hour and NMV PCU/peak hour.
Table 2.3: Summary of AADT and PCU
The Roads and Highways Department standard cross section of roads (Table D-1 of RHD’s
standard) is included as Figure 2.4.
It may be observed from this table that the NMV to MV ratio is less than 0.2 and the NMV
PCU/peak hour at the end of 27 th years (i.e. year 2044) is less than 400 (minimum PCU/hr of
NMV for provision of NMV lane). Also the total PCU/peak hour will exceed 2100, the
maximum allowable PCU/Peak hour for 2-lane road at the end of 15 th year (i.e. year 2032).
Therefore up to the year 2032, RHD’s standard type-3 road for the 2-lane road with a top
width of 12.3m may be used and RHD’s standard type-2 road for Dual 2-lane carriageway
without provision of NMV lane with a top width of 22.4m may be used up to year 2042.
There after separate NMV lane may be considered.
2.3.2 Design Life
Year Growth
rate
PCU/AADT
Motor
Vehicle only
PCU/
AADT
NMV only
MV PCU/
Peak hour
NMV
PCU/
peak hour
Total
PCU/ peak
hour
Survey Year 2011 as surveyed 3224 696 268 46 314
Opening Year, 2017 6% 8382 972 671 78 748
5th year of design life, 2022 8% 12316 1429 985 114 1100
10th year of design life, 2027 7% 17273 2004 1382 160 1542
15th year of design life, 2032 5% 23115 2682 1849 215 2064
16th year of design life, 2033 5% 24271 2816 1942 225 2167
20th year of design life, 2037 5% 29502 3425 2360 274 2634
25th year of design life, 2042 5% 37653 4368 3012 349 3362
28th year of design life, 2045 5% 43588 5057 3487 405 3892
30th year of design life, 2047 5% 48055 5575 3844 446 4290
Bangladesh Geometric Standard for roads design allows for wide range of mixed traffic and
low level of service leading to maximum traffic carrying capacity of roads on the basis of
PCU/peak hour and the PCU/peak hour capacity for roads with NMV to MV ratio below 0.2
and with NMV PCU/peak hour less than 400 is 2100 PCU/hour (total) for type-3 road.
Bangladesh also adopts a design life for pavement structure for 20 years provided the road
type adopted does not cross the maximum carrying capacity limit.
Final Feasibility Study Report, June 2011 Volume-2, Appendix 2-9

Feasibility Study of Lebukhali Bridge BCL-STUP JV
FIGURE 2.4: STANDARD CROSS-SECTION FOR RHD ROADS
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
It may be observed from Table 2.3 that the maximum carrying capacity for the adopted type-
3 road will exceed the allowable 2100 PCU/peak hr after the 15th years.
Therefore a 15 year design life has been adopted for the pavement design and can be
maintained up to 15 th year with appropriate up-gradation for the 16 th year to type 2 road.
2.3.3 Cross Sections
The approach roads have been designed as 2-lane carriageway corresponding to design type 3
of RHD standard. At the both end of the proposed 4-lane bridge, a 2-lane dual carriageway
corresponding to design type 2(a) of RHD standard also has been proposed. The proposed 2
and 4-lane section will be matched by 1:30 taper.
2.3.4 Cross fall
A cross fall of 3.0% has been applied as recommended in RHD’s Standard Design Manual.
For the soft shoulder/verge a cross fall of 5.0% has been provided again as per RHD’s
Standard.
2.3.5 Side slope
Considering the characteristics of the soil of the proposed corridor and the project influence
area, which is likely to be used for the construction of the earth embankments, the side slope
ratio of 2.0 (horizontal) to 1.0 (vertical) has been applied for both the roads, as per
recommendation in the RHD’s Geometric Design Standard.
2.4 Land Acquisition Plan
The Consultant has collected mouza maps of the proposed corridor of approach roads from
Land Records Department of Land Ministry and made an electronic copy by scanning the
maps. On the electronic copy of the mouza maps the alignment of each road has been
superimposed and then RoW lines to required widths at different sections have been drawn.
A schedule of the plots of land fallen within the design RoW has been prepared.
Land Acquisition Plans have been presented separately in Volume-3 including amount of
land to be acquired and the Plot Schedule.
A list of Land Acquisition Plan drawing is given below:
1. RHD/FS/LA/01 Land Acquisition Plan, sheet 1 of 2
2. RHD/FS/LA/02 Land Acquisition Plan, sheet 2 of 2
2.5 Preparation of Detailed Engineering Drawings
Detailed Engineering Drawings, consisting of key plan, alignment plan, profile and crosssection
have been prepared on A3 size papers in appropriate scale. Drawings have been
prepared in CivilCAD and then transmitted to AutoCAD for labeling and text editing and
printing. Drawings have been presented in Appendix-2.
2.5.1 Plan Drawings
Plan has been prepared showing design road features like centerline, edge of pavement and
crest, toe line and RoW lines with curve details. All roadside features and the natural
Final Feasibility Study Report, June 2011 Volume-2, Appendix 2-11

Feasibility Study of Lebukhali Bridge BCL-STUP JV
topography, side roads, river bank line, etc. have been shown on the plan drawings. The plan
drawings prepared as listed below in the scale of 1 in 2000 and has been presented along with
profile drawing in Appendix-2 of Volume-3.
Sl Drawing No. Description
No.
1. RHD/FS/GD/04 Alternative 1: Plan & Profile, ch 2+100 - 2+600 km, sheet 1 of 5
2. RHD/FS/GD/05 Alternative 1: Plan & Profile, ch 2+600 - 3+100 km, sheet 2 of 5
3. RHD/FS/GD/06 Alternative 1: Plan & Profile, ch 3+100 - 3+600 km, sheet 3 of 5
4. RHD/FS/GD/07 Alternative 1: Plan & Profile, ch 3+600 - 4+100 km, sheet 4 of 5
5. RHD/FS/GD/08 Alternative 1: Plan & Profile, ch 4+100 - 4+660 km, sheet 5 of 5
6. RHD/FS/GD/09 Alternative 2: Plan & Profile, ch 2+000 - 2+500 km, sheet 1 of 5
7. RHD/FS/GD/10 Alternative 2: Plan & Profile, ch 2+500 - 3+000 km, sheet 2 of 5
8. RHD/FS/GD/11 Alternative 2: Plan & Profile, ch 3+000 - 3+500 km, sheet 3 of 5
9. RHD/FS/GD/12 Alternative 2: Plan & Profile, ch 3+500 - 4+000 km, sheet 4 of 5
10. RHD/FS/GD/13 Alternative 2: Plan & Profile, ch 4+000 - 4+540 km, sheet 5 of 5
2.5.2 Profile Drawings
In the profile drawing the natural surface and finished grade lines with vertical curves have
been shown in detail. The levels along centerline of both natural and design surfaces have
been shown generally at 20m interval. Levels at change points and at HIPs, VIPs and TPs
also have been shown. The vertical scale of profile drawings prepared in the scale of 1 in
1000. The profile drawing along with plan drawing (as listed above) have been presented in
Appendix-2 of Volume-3.
2.5.3 Cross-section Drawings
After designing horizontal and vertical alignment using digital terrain model, the cross
section templates were designed. The cross-section offset each side of the centerline, showing
existing and design levels, was plotted in 1:400 scales. The cross-section drawings as listed
below have been presented in Appendix-2 of Volume-3.
Sl Drawing No. Description
No.
1. RHD/FS/GD/14 Alternative 1: Cross-section, sheet 1 of 2
2. RHD/FS/GD/15 Alternative 1: Cross-section, sheet 2 of 2
3. RHD/FS/GD/16 Alternative 2: Cross-section, sheet 1 of 2
4. RHD/FS/GD/17 Alternative 2: Cross-section, sheet 2 of 2
Final Feasibility Study Report, June 2011 Volume-2, Appendix 2-12

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Appendix-3
Geotechnical Investigation along the Proposed Bridge Alignment
REPORT ON GEOTECHNICAL INVESTIGATION ALONG
THE PROPOSED BRIDGE ALIGNMENT
HAS BEEN SUBMITTED IN SEPARATE BOUND BOOK
DURING PHASE-1 STUDY
AND REMAINED UNCHANGED FOR THE FINAL REPORT
Final Feasibility Study Report, June 2011 Volume-2, Appendix-3-1

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Appendix-4
Hydrographic Survey of the River at Proposed Bridge Location
1. Methodology, Study Procedure and Data Presentation
A digital hydrographic survey was carried at site to acquire river bed levels at designated
cross section perpendicular to the river. The cross sectional lines were pre defined parallel to
the proposed centerline at 20m intervals.
A brief description of methodology stated below:
1) Positioning: RTK GPS used for positioning. It has horizontal accuracy ± 0.10mm &
vertical accuracy ±0.20mm.The entire hydrographic survey done with respect to the
ground control point which was preciously set at the time of Topographic survey control
setup. The Geodetic Parameter used for the project as follows:
BUTM
Projection : Transverse Mercator
Semi major Axis(m) : 6377276.3450
I/Flattening : 300.8017
False Northing (m) : 0.0000
False Easting (m) : 500000.0000
Longitude of Central Meridian : 90° East
Latitude of Origin of Projection : 0° North
Scale Factor at Central Meridian : 0.9996
2) Datum (vertical control): During bathymetric survey the water level of the river were
taken at every 30 minutes. These water levels recorded with respect to the ground control
datum.
3) Echosounder Calibration: The measured depth by echosounder checked at site physically
by measuring pole. The draft of echosounder (transducer depth) set at 0.50m below water
level and configured it at echosounder.
4) Setup bathymetric equipment: The GPS Receiver was set with no offset of Echosounder
transducer and all equipment plug-in to the computer using interface. The hydrographic
survey software HYPAC Max took place of navigation boat and data acquisition.
5) Data processing: The survey acquisitioned data processed at office using HYPAC Max.
At first a tide table created with the recorded water level. This table is a simple curve time
verses water level. Deducting the water level at different time the RL’s of river bed level
obtain to develop contour or sections. During processing the bad data of positioning and
depth were removed from the processed data.
6) Preparation of AutoCAD drawing: The bathy data in text format and section drawings
created by the software and transfer to AutoCAD format for final edit/presentation as per
client’s requirement. Trimble’s Terramodel was used to perform the post processing
work.
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
7) Equipment used:
• RTK GPS : TRIMBLE 5700 with e-RTK software
• Echosounder : ODOM MIKEII
• Software : HYPAC MAX and Terramodel
8) Some hydrographic data were collected from site and Bangladesh Water Development
Board (BWDB) local office are as follow :
High Flood Level : 4.40m PWD
Natural Flood Level : 2.60m PWD
Lowest Water Level : 1.20m PWD
Drawings for the cross-sections were prepared using the data collected from the site and
using computer software AutoCAD.
All the drawings prepared are presented in Volume-3 of the report.
Final Feasibility Study Report, June 2011 Volume-2, Appendix 4-2

Feasibility Study of Lebukhali Bridge BCL-STUP JV
1. Background and Objective
2. Survey Methodology
Appendix-5
Table of Contents
2.1 Methodology for Traffic Survey/ Transport Study
2.2 Collection of Historical Data
2.3 Road Traffic Survey
2.4 Vehicle Classification
3. Traffic Data Analysis and Presentation of Results
3.1 Analysis of Traffic Count by Individual Station
3.1.1 Traffic on Barisal-Lebukhali Ferry Ghat, Barisal End
3.1.2 Traffic on Patuakhali-Lebukhali Ferry Ghat, Patuakhali End
3.1.3 Traffic on Patuakhali-Amtali-Kuakata Road
3.1.4 Non-Motorized Traffic
4. Origin –Destination Survey
4.1 Passenger Vehicle OD
4.2 Freight Truck OD
4.3 Freight Traffic: Commodity
5. Travel Time Delay Survey
Final Feasibility Study Report, June 2011 Volume-2, Appendix 5-1

Feasibility Study of Lebukhali Bridge BCL-STUP JV
1. Background and Objective
Appendix-5
Traffic Survey Report
Lebukhali ferry across the river Paira is the only major ferry crossing (about 600 m long) still
exists on N8 in between Barisal, Patuakhali, Kalapara and Kuakata. N8 highway connects the
entire south and southwest regions of the country with the capital city Dhaka via Mawa –
Charjanajat ferry crossing over the mighty Padma. Previously there were number of large
ferries after Bhanga, the junction of N8 with N805 towards Khulna and Mongla and N804
towards Faridpur. All other major ferries en route Bhanga-Barisal-Patuakhali-Kuakata are
already connected by bridges such as: Shikarpur, Doarika, Dapdapia and Patuakhali, etc.
Bridge construction projects have already been undertaken on three other minor existing
ferries at Kalapara, Mohipur and Hajipur in between Amtali and Kuakata which are expected
to be completed within 2015. The construction of the Padma Bridge is on the highest priority
agenda of the government, design preparation, financing arrangement, etc have been finalized
which may start anytime soon.
Traffic data and information is the basic requirement for any transport development plan
including road network development or bridge construction. For Lebukhali Bridge Feasibility
study the consultants planned for traffic survey and studies along with other technical and
engineering investigations. The objectives of the traffic survey were to collect data on the
existing traffic at selected points on the roads and compare them with the existing ferry traffic
data to confirm the traffic on the road. The traffic volume counts surveys have been
conducted at three selected locations on the national highway H8. The locations are: (i)
Barisal-Lebukhali ferry ghat, Barisal End; (ii) Patuakhali-Lebukhali ferry ghat, Patuakhali
End; and (iii) Kalikapur on Patuakhali-Amtali-Kuakata road. All points are on the corridor, 2
near the crossings and another beyond Patuakhali town to get the present normal traffic flow
by directions. O-D surveys have been conducted simultaneously along with traffic count
survey to understand the pattern of traffic movement. The survey points have been selected in
such way that ferry crossing traffic may be interviewed and assessed.
Several transport studies had been conducted in recent years in the region under donor
financed projects such as SRNDP, Padma Bridge Construction, Priority Roads Project for
improvement of N8 corridor into 4-lane, ADB Corridor Improvement Project, Southwest
Rural Infrastructure Project, Tourism Promotion in Kuakata and Sundarban and so on. The
consultants reviewed those reports and collected ferry traffic data from Lebukhali and
BIWTC to know and update of traffic on the selected corridors. The traffic data so collected
was analyzed and estimated the annual average daily traffic (AADT).
2. Survey Methodology
2.1 Methodology for Traffic Survey/ Transport Study
Following sections describe the methodology of traffic surveys and transport studies of
Lebukhali Feasibility Study. Transport study included collection of secondary data from
published materials of BBS, Planning Commission, RHD Economic and HDM Circles, etc as
well historical ferry traffic data from RHD regional and divisional offices, BIWTA, BIWTC
and other sources. Traffic surveys included manual classified traffic counts at 3 locations,
carrying out passenger and freight O-D, boat passenger survey and waiting time survey for
Final Feasibility Study Report, June 2011 Volume-2, Appendix 5-2

Feasibility Study of Lebukhali Bridge BCL-STUP JV
vehicles and passengers at ferry ghats. This also included interviewing vehicle drivers,
private ferry operators and RHD official for collecting ferry operation, servicing and
maintenance costs, collected ferry procurement costs from central ferry procurement wing. In
course of transport study the consultants reviewed recent study reports on various transport
projects such as Padma Bridge Project Preparation, Southwest Infrastructure development
project and feasibility of Priority Road project.
2.2 Collection of Historical Data
The Consultants have collected historical traffic data as said from HDM Circle, Ferry
Divisions of Patuakhali and Barisal and RHD Ferry Wing provided procurement costs of new
vessels. RHD ferry data are recorded in a register every day from ferry operation and
compiled and preserved by month by Ferry Divisions. The consultants collected four years
(2006, 2007, 2009 and 2010) ferry data with missing data for months from Patuakhali RHD.
However the monthly ferry statistics provided a basis for estimating monthly and seasonal
variation of traffic on the route. Ferry traffics are different from road traffic and always
found less than normal traffic because of termination of many vehicles at ghats.
2.3 Road Traffic Survey
Traffic surveys were carried out at 3 selected locations for 5 consecutive days from 09 to 13
March, 2011 consisted of classified traffic counts, origin-destination (OD) interviewed and
vehicle waiting time survey. 2 Locations of survey were selected on Barisal-Patuakhali (N8)
in the vicinity of Lebukhali ferry on both sides and 1 location on Patuakhali-Amtali section of
R880. Descriptions of survey stations are as follows:
Station 1: Lebukhali ferry ghat, 500 meter away towards Barisal.
Station 2: Lebukhali ferry ghat, 500 meter away towards Patuakhali.
Station 3: Kalikapur, on Patuakhali-Amtali road, (4 km away from Patuakhali).
Out of 5 consecutive days traffic counts were carried out for 16 hours for 3 days and 24 hours
for 2 days respectively including week day and week ends. But OD survey was conducted for
16 hours all through 5 days. Additionally, waiting time survey i.e. time lost at ferry ghat due
to waiting and river crossing was also recorded at both ends of the ferry for 16 hours for 2
days.
2.4 Vehicle Classification
Directional counts were carried out manually for thirteen categories of vehicle, which are
presented in the Table 2.4-1 below. These vehicle classifications are taken from (Manual
Traffic Count Instruction Guide of HDM Circle, RHD, December 1997). Survey was carried
out using the standard traffic count tally sheets used by the HDM Circle. The instruments also
include daily summary sheet and supervisors report. The survey time was for 24 hours (06:00
hour – 06:00 hour) for 2 days in 3 shifts of 8 hours each and for 3 days in 16 hours (06:00
hour – 10:00 hour) in 2 shifts of 8 hour each for week and non week days. Table 2.4-1
represents the standards RHD vehicle classification including non-motorized vehicles.
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Feasibility Study of Lebukhali Bridge BCL-STUP JV
Table 2.4-1: Vehicle Classification
Category Type Description
1 Heavy Truck Three or more axles, which includes multi-axle tandem trucks, Container
carriers and other articulated vehicles.
2 Medium Truck All 2-axle rigid trucks over three tons payload, typically 10-15 tons gross
weight. Agricultural tractors and tractors with trailers are also included.
3 Small Truck Small truck up to 3 tons payload and Jeep based conversion.
4 Large Bus More than 40 seats on 36 foot or longer chassis and double-decker buses.
5 Mini Bus Typical minibus having 16 to 39 seats.
6 Micro Bus Typical microbuses with 12/15 seats.
7 Utility Pick-up, jeeps and four-wheel drive station-wagons.
8 Car/Taxi All types of car used either for personal or taxi services.
9 Auto-rickshaw All motorized three wheel vehicles.
10 Motor Cycle All two wheeled motorized vehicles.
11 Bicycle All pedal cycles.
12 Rickshaw/Van All three wheeled non-motorized vehicle. Includes cycle rickshaw vans.
13 Cart All animal and manually drawn/pushed carts.
Source: Manual Traffic Count Instruction Guide of HDM Circle, RHD, 1997
3. Traffic Data Analysis and Presentation of Results
Traffic tally data was transferred to daily summary sheet by hours of counts and direction.
Traffic analysis was done to calculate the Average Daily Traffic (ADT) and Annual Average
Daily Traffic (AADT) from the volume count survey data. Establishing ADT means
calculating daily traffic for 24 hours irrespective of week and non-week days. The AADT is
equal to 1/365 th of the annual traffic volume irrespective of seasonal variation. As road traffic
are subject to hourly, daily and seasonal variations. Therefore, calculation of AADT must
include influence of those variations. Following three steps have been used for converting the
counted traffic in to ADT and AADT.
• Convert 16 hours traffic count results into 24 hours traffic both for week days and
week ends.
• Calculate mean 24 hours traffic from three week days and two non-week day counts.
• Adjust the seasonal factors to ADT volume to estimate AADT.
The survey results are adjusted for hourly, daily and seasonal variation and presented in terms
of Average Daily Traffic (ADT) and Annual Average Daily Traffic (AADT). Volume of
motorized traffic only has been considered for presentation which includes potential traffic
diverted to the bridge. Table 3.1 presents the summary of traffic survey results, 2011.
Table 3.1: Annual Average Daily Traffic at Selected Locations, 2011
Road
Name
Barisal-
Lebukhali
ferry ghats
Patuakhali-
Lebukhali
Survey
location
Ferry Ghat
(Barisal
End)
Ferry Ghat
(Patuakhali
Heavy Truck/ Medium Small Large Medium Micro Utility Car Auto Motor Total
Trailer Truck Truck Bus Bus Bus
Rick- Cycle Moto
/Container
shaw rized
3 160 39 119 237 173 237 77 189 695 1,930
2 166 39 110 189 132 360 79 125 1,507 2,711
ferry ghats End)
Patuakhali- Kalikapur
Barguna
road
14 117 47 100 207 101 633 51 294 2,042 3,605
Source: Lebukhali Bridge Feasibility Study, 2011
Final Feasibility Study Report, June 2011 Volume-2, Appendix 5-4

Feasibility Study of Lebukhali Bridge BCL-STUP JV
The results of survey on both end of the ferry show that traffic was similar for 3 wheels and
above categories of motorized vehicles except for 48 medium buses terminated at Barisal
end. On the other hand Patuakhali end shows about 1000 more motor cycles than other end to
carry passengers of terminated vehicles at Barisal end. It can be rightly assumed that the
passenger traffic crossing the ferry by boat or otherwise are direct passengers and potential
traffic of the proposed bridge.
The details of traffic volume survey results are presented by date, location and road section in
Tables of Appendix-5.
3.1 Analysis of Traffic Count by Individual Station
3.1.1 Traffic on Barisal-Lebukhali Ferry Ghat, Barisal End
The Barisal-Lebukhali Ferry Ghat, Barisal End situated on the char land without any
settlement or market place unlike most of the river ghats. Therefore, it is not a traffic
generating and terminating point of its credit. The data show that the shares of trucks (heavy,
medium and small truck), buses and light vehicles was about 10.49%, 18.44% and 71.07%
respectively of total of 1, 930 motorized traffic. The traffic analysis by category is shown in
the Table 3.1.1 below: and the detail results of traffic survey in this ghat are presented in
Table 5A.
Table 3.1.1: AADT Composition of Barisal-Lebukhali Ferry Ghat, Barisal End
Category of traffic Total traffic % of total traffic
Heavy Truck/Trailer/container 3 0.17
Medium Truck 160 8.28
Small Truck 39 2.04
Large Bus 119 6.18
Medium bus 237 12.26
Micro Bus 173 8.98
Utility 237 12.28
Car 77 3.99
Auto Rickshaw 189 9.80
Motor Cycle 695 36.01
Total 1,930 100.00
Source: Lebukhali Bridge Feasibility Study, 2011
3.1.2 Traffic on Patuakhali-Lebukhali Ferry Ghat, Patuakhali End
The Patuakhali- Lebukhali Ferry Ghat at Patuakhali End is situated on the permanent
approach, market place and settlement around. Some traffic also generates and terminates at
this ghat. The share of trucks, buses and light vehicles was about 7.66%, 11.05% and 81.29%
respectively, of the total 2,711 motorized traffic. Among the motorized traffic motor cycle
constitutes about 56 percent. Whereas, on the other side of the ferry it was 36 percent.
Growth and use of motor cycle as a commercial vehicle to carry passenger on hire is a recent
phenomenon. Unemployed educated youth provide the service for passengers traveling
medium range distance of 20-80 km. This has slowed down the growth of NMT as well as
improvised intermediate motorized vehicles like Auto-rickshaw/Tempo. The traffic analysis
is shown in the Table 3.1.2 below.
Detail results of traffic survey in AADT including NMT by location and date are presented in
Table 5B.
Final Feasibility Study Report, June 2011 Volume-2, Appendix 5-5

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Table 3.1.2: AADT Composition of Patuakhali -Lebukhali Ferry Ghat, Patuakhali End
Category of traffic Total traffic % of total traffic
Heavy Truck/Trailer/container 2 0.08
Medium Truck 166 6.14
Small Truck 39 1.44
Large Bus 110 4.08
Medium bus 189 6.97
Micro Bus 132 4.87
Utility 360 13.30
Car 79 2.90
Auto Rickshaw 125 4.61
Motor Cycle 1,507 55.61
Total 2,711 100
Source: Lebukhali Bridge Feasibility Study, 2011
3.1.3 Traffic on Patuakhali-Amtali-Kuakata Road
Patuakhali-Amtali-Kuakata road is a continuation of N8 after Patuakhali as Regional Roads
R880 and R881. After the development of Kuakata as a full fledged Tourist Spot the roads
might be upgraded to become part of N8. The share of trucks, buses and light vehicles was
about 4.93%, 8.53% and 86.54% respectively of a total 3,605 motorized traffic. Share of
motor cycle was 57 percent symbolizing similar phenomenon. The traffic analysis is
presented and shown in the Table 3.1.3 and the detail results of traffic survey in AADT
including NMT are presented in Table 5C.
Table 3.1.3: AADT Composition of Patuakhali-Amtali-Kuakata Road, R880
Category of traffic Total traffic % of total traffic
Heavy Truck/Trailer/container 14 0.40
Medium Truck 117 3.24
Small Truck 47 1.29
Large Bus 100 2.77
Medium bus 207 5.76
Micro Bus 101 2.80
Utility 633 17.55
Car 51 1.41
Auto Rickshaw 294 8.15
Motor Cycle 2,042 56.64
Total 3,605 100
Source: Lebukhali Bridge Feasibility Study, 2011
3.1.4 Non-Motorized Traffic
The NMT on the existing road was found to be small in relation to motorized vehicles unlike
other major roads in other regions of the country. On the north side of the ferry (Barisal End)
there has been no township or settlement around the ghat as a result few NMT (67 bicycles
and 99 rickshaws) was found during the survey. On the south side of the ferry (Patuakhali
End) there is a market place and a township nearby (Dumki) and settlements as a result few
hundred (82 bicycle and 322 rickshaw) NMT was found. The growth of NMT looks slow in
the area and available motor cycle service may have caused the slackening growth. Normally
Final Feasibility Study Report, June 2011 Volume-2, Appendix 5-6

Feasibility Study of Lebukhali Bridge BCL-STUP JV
long bridges such as Lebukhali on the highways are toll bridges and NMT is not allowed to
pass over the bridges to avoid accident hazards or otherwise. Moreover methodology of
economic evaluation of bridges and highways normally excludes estimation of NMT benefits
suspecting highly subjective judgment. However, the projection of NMT is made for the
whole of projection period.
4. Origin –Destination (OD) Survey
Origin-Destination (OD) surveys were carried out to establish the current movement pattern
of passenger and freight in the project influence zones and know the possible diversion to the
new facilities. OD information should include origin, destination, purpose of journey, mode
of transport used, fare or freight, distance traveled, time required for travel, waiting time, etc.
This helps calculate the possible traffic diversion, if any, to new facilities from different
alternative existing modes and routes for economic benefits. The origin-destination survey
was carried out at both approaches of proposed Lebukhali Bridge and at Kalikapur on
Patuakhli-Amtali-Kuakata road simultaneously with classified traffic counts survey. In all
825 loaded trucks and 737 passenger buses of different configuration were intercepted and
interviewed. Standard questionnaire and format was used to carry out the OD survey for
passengers and freight. Questionnaires, results are presented in Appendix-5.
4.1 Passenger Vehicle OD
Passenger Vehicle OD information included origin, destination, purpose of journey, mode of
transport used, fare charged, distance traveled, time required for travel, etc. Individual
passenger OD was not done for obvious reason of time constraints. Among the total of 737
vehicles 534 passenger bus and 203 car and microbus were interviewed. Major origins of
passenger vehicles were found Patuakhali (36%), Barguna (30%), Barisal (9%), Dhaka
(11%), Khulna (8%) and Chittagong (3%). Major destinations were Patuakhali (29%), Dhaka
(20%), Barguna (15%), Barisal (12%), Pirjpur (6%) and Khulna (4%). Patuakhali includes
the places of Kuakata and Kalapara. As mentioned earlier that Kuakata Sea Beach is the
second sea beach in the country and place of tourist attraction and Kalapara is the major
township in the coastal area provides IWT to coastal islands. Dry months are tourism season
when traffic peaks. The survey result indicated that 70% of buses travel within the region
(Barisal Division) providing local services and rest 30% were inter-district services traveling
from and to distant places like Dhaka, Khulna, Chittagong, Rajshahi and other places to
Patukhali and Kuakata. Most of the passengers of 193 cars and jeeps interviewed were found
traveling from greater Dhaka area to Kuakata. This indicates that travel demand for tourism
industry is growing in this route.
4.2 Freight Truck OD
The freight Truck OD survey was carried out in the same 3 spots as traffic counts done for 5
days. This was carried out to understand the movement pattern of goods commodities to and
from Patuakhali and Barguna areas. The information asked for included the origin,
destination, type of commodity carried, weight of cargo, freight and time traveled. This
involved interviewing drivers of 825 trucks of different configurations – large, medium and
small. Major origins of trucks interviewed were Patukhali (41%), Barisal (21%), Barguna
(12%), Dhaka (8%) and Khulna (2%). Major destinations are also Patukhali (37%), Barguna
(18%), Barisal (18%), Dhaka (8%), Khulna (6%) and Kushtia (2%). Of the total 634 trucks
were interviewed at both ends of Lebukhali Ferry proposed location of bridge. Table 3.5.2
below describes the movement of trucks.
Final Feasibility Study Report, June 2011 Volume-2, Appendix 5-7

Feasibility Study of Lebukhali Bridge BCL-STUP JV
4.3 Freight Traffic: Commodity
Commodity OD was carried out to understand the movement pattern of goods in the area.
All commodities transported are classified into 14 major categories of goods presented in
Table 4.3 in Appendix-5. The supplies of food grain, consumer goods, grocery items, edible
oil, clothing and garments, cement and other construction materials, petroleum products,
electronics, medicine, machinery and equipment, etc received by Patuakhali in 302 trucks and
Barguna 146 trucks mainly coming from cities on the other side of the ferry i.e. from Barisal
175 trucks, Dhaka 88 trucks, Chittagong 18 trucks, Khulna 31 trucks and from greater
Faridpur 23 trucks. Potatoes, spices, carp fishes, machinery produced of local engineering
workshops, imported fruits, etc are coming from Jessore 10 trucks, Bogra 19 trucks and other
northern districts 27 trucks. On the other hand cities such as Dhaka, Khulna, Barisal has been
receiving supplies of sea fish, hilsa fish, vegetables, water melon, fire woods, timber logs,
local fruits from Barguna by 96 and Patuakhali by 338 trucks respectively. The results of the
commodity OD is presented in Table 3.5.3.
5. Travel Time Delay Survey
Travel time delay survey was done at Lebukhali ferry crossing simultaneously with Traffic
Count Surveys in March 2011. The survey included vehicle waiting time, ferry crossing time
and embarkation and disembarkation time survey. For vehicle waiting time about 600
vehicles of different category were surveyed for arrival time at ghat, waiting time at ghat,
departure time of ferry, arrival time of ferry at other ghat and embarkation and
disembarkation time. The result of the survey showed that average waiting time was 28
minutes for all vehicles and average ferry crossing time was 8 minutes. Ferry loading and
unloading time for vehicles takes 10 minutes in both ways. Maximum delay was found to be
1.15 hour and minimum 11 minutes and average ferry crossing time was observed as 8
minutes. December to March is very quite season in a year when the rivers in coastal area
remains calm and quite and ferry can cross the river easily in high and low tide situation. But
in rest of the year the rivers remain vulnerable and rough particularly during high tides and
ferry takes much more time to cross the river. It was reported that during high tide in full
moon period in monsoon season traffic remain suspended for hours due to over flooding of
shores and inundation of gangways. Considering all the above situations the average existing
vehicle waiting time was considered as 1 hour.
Final Feasibility Study Report, June 2011 Volume-2, Appendix 5-8

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Final Feasibility Study Report, June 2011
Classified Traffic Count

Link Name Barisal - Labukhali Ferry ghat Division Barisal Link No
Station Name Ferry Ghat (Barisal End) Circle Barisal Road No N8
Traffic Direction Bothways Zone Barisal Hours Counted 16 Hrs/24 Hrs 3 days/2 days
Time
1 2 3 4 5 6 7 8 9 10 11 12 13
Heavy Truck /
Trailer
/Container
Medium
Truck
Small
Truck
Large
Bus
Medium
Bus
Micro
Bus
Utility Car
Auto
Rickshaw
Motor
Cycle
Bicycle
Cycle-
Rickshaw
06.00-07.00 0 8 1 5 7 3 5 1 1 12 1 2 0 43 3 45
07.00-08.00 0 3 2 5 10 4 8 2 3 21 3 6 0 58 8 67
08.00-09.00 0 8 2 4 12 5 15 2 10 42 7 6 0 99 13 113
09.00-10.00 0 4 2 5 17 7 17 5 18 34 5 9 0 109 14 123
10.00-11.00 0 5 2 9 22 10 13 3 17 37 4 7 0 119 11 130
11.00-12.00 0 5 3 4 21 7 14 4 16 35 4 7 0 109 12 121
12.00-13.00 0 6 2 3 15 5 10 4 17 39 7 5 0 100 12 112
13.00-14.00 0 6 3 4 17 10 7 4 9 33 4 6 0 92 10 102
14.00-15.00 0 7 1 6 17 9 7 4 4 36 3 4 0 91 7 98
15.00-16.00 1 5 1 7 15 8 11 2 7 35 3 5 0 92 8 99
16.00-17.00 0 5 1 7 16 14 14 5 12 40 5 8 0 114 13 127
17.00-18.00 0 6 0 5 16 13 20 6 18 59 7 9 0 142 16 158
18.00-19.00 0 6 1 3 13 14 15 4 18 47 6 8 0 120 14 134
19.00-20.00 0 7 2 4 9 17 17 5 10 50 4 6 0 120 10 130
20.00-21.00 0 5 2 7 9 8 8 2 2 32 2 4 0 75 6 80
21.00-22.00 0 3 1 8 7 7 9 3 2 24 1 3 0 63 4 67
22.00-23.00 0 5 1 10 11 4 6 4 0 12 0 1 0 53 1 54
23.00-24.00 0 11 3 6 2 6 1 2 1 8 1 0 0 41 1 43
00.00-01.00 0 4 2 3 1 16 2 1 0 4 1 3 0 33 5 38
01.00-02.00 0 5 2 4 2 6 3 1 0 1 0 0 0 24 0 24
02.00-03.00 0 7 1 4 2 1 1 0 0 2 0 0 0 17 0 17
03.00-04.00 0 6 0 2 0 1 0 0 0 0 0 0 0 9 0 9
04.00-.05.00 0 4 0 3 0 4 1 0 0 1 0 0 0 13 0 13
05.00-06.00 0 7 1 4 0 2 0 0 0 1 0 0 0 15 0 15
ADT 3 139 34 121 239 175 206 67 164 604 67 99 1 1,753 167 1,919
Seasional
Truck Bus Light NM
1.10 0.95 1.10 1.00
Series 1 2 3 4 5 6 7 8 9 10 11 12 13
AADT 3 153 38 115 227 166 227 74 181 665 67 99 1 1,848 167 2,015
Percentage 0.17 8.27 2.04 6.20 12.29 9.00 12.27 3.98 9.79 35.98 40.29 59.31 0.40 100% 100%
Percentage of Motorized and Non Motorized 91.7% 8.3% 100%
No of Vehicles
Time
70
60
50
40
30
20
10
0
Factor AADT
Heavy Truck /
Trailer /Container
Medium
Truck
Small
Truck
Motorized Traffic Composition
Large
Bus
1
2
3
4
5
6
7
8
9
10
Table 5A : Classified Traffic Count Survey Result (AADT)
Medium Bus Micro
Bus
Utility Car
Non Motorized Traffic
Composition
Auto
Rickshaw
Hourly Traffic Distribution
Motor
Cycle
11
12
13
Bicycle
Cycle-
Rickshaw
Cart
Cart
Total
Motor
Total
Motor
Total
N-Motor
Total Non-
Motor
Motorized & Non Motorized Traffic
Composition
6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5
Time
Total Motor
Grand
Total
Grand
Total
Total Non-Motor
Series1
Series2
Series3
Series4
Series5
Series6
Series7
Series8
Series9
Series10
Series11
Series12
Series13

Link Name Patuakhali-Labukhali Ferry Ghat Division Barisal Link No
Station Name Ferry Ghat (Patuakhali End) Circle Barisal Road No N8
Traffic Direction Bothways Zone Barisal Hours Counted 16 Hrs/24 Hrs 3 days/2 days
1 2 3 4 5 6 7 8 9 10 11 12 13
Heavy Truck /
Trailer
/Container
Medium
Truck
Small
Truck
Large
Bus
Medium
Bus
Micro
Bus
Utility Car
Auto
Rickshaw
Motor
Cycle
Bicycle
Cycle-
Rickshaw
06.00-07.00 0 8 1 4 2 3 5 1 1 26 0 6 0 51 6 57
07.00-08.00 0 6 2 6 9 4 19 3 3 56 3 14 0 106 17 123
08.00-09.00 0 5 1 5 10 5 28 3 5 89 9 21 0 151 30 181
09.00-10.00 0 7 2 9 12 7 35 3 4 99 11 26 0 179 37 216
10.00-11.00 0 6 1 6 17 6 29 6 7 93 6 27 0 170 34 204
11.00-12.00 0 4 2 2 14 7 25 3 8 93 7 25 0 158 32 189
12.00-13.00 0 5 1 2 14 9 24 4 6 80 5 26 0 145 31 176
13.00-14.00 0 7 1 2 12 8 20 4 5 70 7 19 0 129 26 155
14.00-15.00 1 4 2 4 11 4 11 4 5 63 4 11 0 108 16 124
15.00-16.00 0 6 2 7 11 7 11 5 11 63 4 12 0 123 16 139
16.00-17.00 0 6 2 5 11 10 15 4 12 83 8 24 0 149 32 181
17.00-18.00 0 5 1 5 13 8 21 6 13 96 5 27 0 168 33 201
18.00-19.00 0 9 2 3 9 11 20 4 12 100 5 28 0 170 33 203
19.00-20.00 0 7 2 4 6 9 16 6 7 90 4 23 0 149 27 175
20.00-21.00 0 6 1 8 6 5 10 2 4 75 2 17 0 117 19 137
21.00-22.00 0 4 2 6 4 4 10 3 2 58 1 6 0 93 6 100
22.00-23.00 0 3 1 6 6 4 3 3 0 28 0 3 0 53 3 57
23.00-24.00 0 9 2 8 10 5 3 3 1 23 0 3 0 62 3 65
00.00-01.00 0 8 2 2 6 9 4 1 0 12 0 0 0 44 0 44
01.00-02.00 0 7 1 3 4 5 2 1 0 4 0 0 0 26 0 26
02.00-03.00 0 7 2 4 2 3 0 0 2 1 0 0 0 20 0 20
03.00-04.00 0 4 0 5 1 0 1 0 0 1 0 0 0 12 0 12
04.00-.05.00 0 3 1 2 0 0 2 0 0 1 0 2 0 8 2 10
05.00-06.00 0 7 1 5 0 1 2 0 0 6 0 3 0 24 3 26
ADT 2 145 34 112 191 133 313 68 109 1,311 82 322 2 2,418 405 2,823
Seasional
Truck Bus Light NM
1.10 0.95 1.10 1.00
Series 1 2 3 4 5 6 7 8 9 10 11 12 13
Time
Heavy Truck /
Trailer /Container
Medium
Truck
Small
Truck
Large
Bus
Medium Bus Micro
Bus
Utility Car
AADT 2 159 37 106 181 127 345 75 120 1,442 82 322 2 2,594 405 2,999
Percentage 0.08 6.14 1.44 4.09 6.99 4.89 13.29 2.90 4.61 55.58 20.16 79.46 0.38 100% 100%
Percentage of Motorized and Non Motorized 86.5% 13.5% 100%
No of Vehicles
Time
120
100
80
60
40
20
0
Factor AADT
Motorized Traffic Composition
1
2
3
4
5
6
7
8
9
10
Table 5B : Classified Traffic Count Survey Result (AADT)
Non Motorized Traffic
Composition
Auto
Rickshaw
Hourly Traffic Distribution
Motor
Cycle
11
12
13
Bicycle
Cycle-
Rickshaw
Cart
Cart
Total
Motor
Total
Motor
Total
N-Motor
Total Non-
Motor
Motorized & Non Motorized Traffic
Composition
6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5
Time
Total Motor
Grand
Total
Grand
Total
Total Non-Motor
Series1
Series2
Series3
Series4
Series5
Series6
Series7
Series8
Series9
Series10
Series11
Series12
Series13

Link Name Patuakhali-Barguna Division Barisal Link No
Station Name Kalikapur Circle Barisal Road No N8
Traffic Direction Bothways Zone Barisal Hours Counted 16 Hrs/24 Hrs 3 days/2 days
Time
1 2 3 4 5 6 7 8 9 10 11 12 13
Heavy Truck /
Trailer
/Container
Medium
Truck
Small
Truck
Large
Bus
Medium
Bus
Micro
Bus
Utility Car
Auto
Rickshaw
Motor
Cycle
Bicycle
Cycle-
Rickshaw
06.00-07.00 0 3 1 3 3 1 15 1 4 27 10 14 0 57 24 81
07.00-08.00 0 6 2 5 11 4 33 3 17 102 72 90 1 184 163 346
08.00-09.00 1 5 3 5 15 3 40 2 22 113 80 99 2 209 180 389
09.00-10.00 1 8 3 8 12 6 42 2 17 133 54 86 2 232 142 374
10.00-11.00 1 4 3 3 16 6 47 3 19 141 41 85 3 242 129 371
11.00-12.00 2 6 3 2 16 8 51 2 17 136 33 73 2 244 108 351
12.00-13.00 2 6 4 2 15 5 41 3 16 136 35 65 1 230 102 332
13.00-14.00 2 4 2 2 18 4 38 3 12 118 30 55 1 204 86 290
14.00-15.00 1 5 3 3 13 7 32 3 18 105 35 46 2 191 83 274
15.00-16.00 1 4 3 6 15 8 30 3 20 103 33 43 2 194 77 271
16.00-17.00 1 5 2 3 15 7 33 2 14 133 42 52 0 216 93 309
17.00-18.00 1 6 3 4 12 6 49 4 19 154 47 63 1 258 111 368
18.00-19.00 0 6 3 4 13 6 43 4 23 142 44 55 3 244 102 346
19.00-20.00 0 4 2 6 8 6 41 3 22 124 41 34 1 216 76 292
20.00-21.00 0 4 3 7 4 4 28 3 19 104 24 27 1 177 52 229
21.00-22.00 0 4 1 6 4 6 18 2 11 75 18 30 0 128 48 176
22.00-23.00 0 2 0 1 2 0 2 0 2 20 5 5 0 29 10 40
23.00-24.00 0 4 1 5 4 2 7 4 5 33 8 10 0 62 18 80
00.00-01.00 0 8 1 5 3 3 6 0 1 21 2 9 0 46 11 57
01.00-02.00 1 5 1 3 0 2 1 0 0 10 0 0 0 21 0 21
02.00-03.00 0 5 1 2 0 1 1 0 0 4 0 1 0 13 1 14
03.00-04.00 0 6 1 5 0 1 0 0 0 2 0 0 0 14 0 14
04.00-.05.00 0 6 0 3 0 0 1 1 0 2 1 1 0 12 2 13
05.00-06.00 0 3 0 3 0 1 5 1 2 7 5 12 0 21 17 37
ADT 14 117 47 95 198 96 603 48 280 1,945 658 952 23 3,442 1,633 5,075
Seasional
Truck Bus Light NM
1.10 0.95 1.10 1.00
Series 1 2 3 4 5 6 7 8 9 10 11 12 13
AADT 16 128 51 90 188 91 663 53 308 2,139 658 952 23 3,728 1,633 5,360
Percentage 0.42 3.44 1.38 2.43 5.04 2.45 17.78 1.43 8.26 57.38 40.32 58.28 1.40 100% 100%
Percentage of Motorized and Non Motorized 69.5% 30.5% 100%
No of Vehicles
Time
180
160
140
120
100
80
60
40
20
Factor AADT
0
Heavy Truck /
Trailer /Container
Medium
Truck
Small
Truck
Motorized Traffic Composition
Large
Bus
1
2
3
4
5
6
7
8
9
10
Table 5C : Classified Traffic Count Survey Result (AADT)
Medium Bus Micro
Bus
Utility Car
Non Motorized Traffic
Composition
Auto
Rickshaw
Hourly Traffic Distribution
Motor
Cycle
11
12
13
Bicycle
Cycle-
Rickshaw
Cart
Cart
Total
Motor
Total
Motor
Total
N-Motor
Total Non-
Motor
Motorized & Non Motorized Traffic
Composition
6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5
Time
Total Motor
Grand
Total
Grand
Total
Total Non-Motor
Series1
Series2
Series3
Series4
Series5
Series6
Series7
Series8
Series9
Series10
Series11
Series12
Series13

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Final Feasibility Study Report, June 2011
O-D Survey Results

Road Name : Barishal-Patuakhali
Survey Location :Labukhali Ferry Ghat
Origin Destination
Agricultural (Rice, Corn, Wheat,
Vegetable, Fruit, etc).
Forest Prod. (Log, Timber, Plywood,
etc).
Fishery Product (Fish, frozen fish,
fish prod.).
Mineral (coal, Iron, Salt, etc.)
Construction material Metals (MS
rod, CI sheets, GP sheets, etc).
Table 3.5.2
STUDY OF LABUKHALI BRIDGE
Origin - Destination Survey
Commodity Flow
Petroleum (diesel, petrol, octane, etc)
Grocery Item ( flour, sugar edible oil,
etc.)
Machinery and equipment
Electric Home Appliances
Medicine
Garments Fabrics / Cotton / Yarn
Consumer goods (cloth, garments,
shoes, etc.)
Construction Material
Jute and Jute goods
Hide, skin and leather
Fertilizer
Others (specify)
Vegetables / Fruits
Grocery Item
Total %
Borga Barguna 2 1 1 4 0%
Barishal 1 1 2 0%
Barguna Barguna 2 1 3 0%
Barishal 8 3 3 2 1 1 1 3 1 1 24 3%
Bhola 1 1 2 0%
Chittagong 4 2 2 1 9 1%
Dhaka 5 3 6 2 2 2 2 1 2 3 3 1 32 4%
Jessore 2 2 0%
Jhinaida 1 1 2 0%
Kishorgonj 1 1 0%
Kushtia 2 1 3 0%
Rajbari 2 1 3 0%
Patuakhali 4 2 1 2 2 2 3 1 2 2 1 4 2 1 2 2 3 36 4%
Barishal Barguna 2 2 3 1 2 4 2 2 2 3 1 4 1 1 4 3 4 41 5%
Chittagong 1 1 1 1 1 5 1%
Dhaka 4 5 2 1 2 3 2 2 2 3 2 3 4 4 5 6 50 6%
Jessore 1 2 1 1 5 1%
Jhinaida 1 1 1 3 0%
Kishorgonj 1 1 2 0%
Kushtia 2 1 1 1 2 7 1%
Rajbari 2 1 1 4 0%
Patuakhali 4 2 2 3 4 1 1 1 3 2 1 2 4 6 8 44 5%
Chittagong Barishal 2 2 4 0%
Barguna 1 1 1 3 0%
Patuakhali 3 1 2 2 3 11 1%
Cox Bazar Patuakhali 2 3 1 1 7 1%

Dhaka Barguna 2 3 2 1 2 4 4 1 1 4 1 2 1 1 3 2 5 39 5%
Patuakhali 1 4 3 2 3 5 6 3 2 1 2 1 1 4 5 6 49 6%
Faridpur Barguna 4 2 1 1 2 2 1 13 2%
Patuakhali 1 2 1 1 2 2 1 10 1%
Gazipur Patuakhali 1 1 1 1 1 1 6 1%
Jessore Patuakhali 2 1 1 1 1 1 2 9 1%
Jhinaida Patuakhali 1 2 1 1 1 1 7 1%
Joypurhat Patuakhali 1 1 1 1 4 0%
Khulna Barguna 1 2 1 1 1 2 2 1 11 1%
Patuakhali 2 3 1 1 1 1 1 10 1%
Kishorgonj Patuakhali 1 2 1 1 1 6 1%
Madaripur Patuakhali 1 1 1 1 1 5 1%
Manikgonj Patuakhali 2 1 1 1 5 1%
Mymensingh Patuakhali 1 1 1 1 4 0%
Natore Patuakhali 2 1 1 2 6 1%
Narail Patuakhali 3 1 1 5 1%
Patuakhali Bagerhat 1 2 1 4 0%
Barishal 14 10 13 4 6 5 4 3 2 2 1 8 3 2 2 3 15 4 10 111 13%
Barguna 2 1 2 2 1 1 1 1 1 1 13 2%
Bhola 1 1 2 0%
Chittagong 1 2 1 1 1 6 1%
Chuadanga 1 1 2 0%
Dhaka 3 5 2 1 2 5 2 1 21 3%
Dinajpur 1 1 2 0%
Faridpur 1 2 1 1 1 1 7 1%
Jessore 1 1 2 1 1 1 7 1%
Jenaidaha 1 1 1 3 0%
Jhalokathi 1 1 1 1 4 0%
Khulna 2 4 3 1 1 1 1 1 1 1 1 2 1 2 22 3%
Kushtia 1 3 1 1 1 2 1 10 1%
Madaripur 1 1 1 1 4 0%
Magura 1 1 1 1 1 5 1%
Noakhali 1 1 1 3 0%
Pabna 1 1 1 1 4 0%
Patuakhali 11 6 8 2 2 2 11 1 2 3 3 2 2 1 1 1 14 4 2 78 9%
Rajbari Patuakhali 1 1 0%
Rangpur Patuakhali 6 1 7 1%
Satkhira Patuakhali 2 3 1 1 7 1%
Shirajganj Patuakhali 3 1 4 0%
Total 137 90 77 23 37 33 42 18 19 29 11 30 18 5 11 12 110 50 73 825
% 17% 11% 9% 3% 4% 4% 5% 2% 2% 4% 1% 4% 2% 1% 1% 1% 13% 6% 9% 100%
Source: Labukhali Bridge Study 2011

Table 3.5.3
STUDY OF LABUKHALI BRIDGE
Origin - Destination Survey
Freight Traffic
Road Name : Barisal-Patuakhali Date : 10.03.2011 - 14.03.2011
Survey Location :Labukhali Ferry Ghat Direction : Bothway
Name of
Location Barisal Bhola Barguna Bagerhat Chittagong Chuadanga Dhaka Dinajpur Faridpur
DESTINATION
Jessore Jhenaidah Khulna Kustia Kishoreganj Madaripur Magura Noakhali Pabna Patuakhali Pirojpur Rajbari Rangpur Satkhira Sirajganj
Total %
ORIGIN
Barisal 2 28 2 12 2 2 3 2 10 2 2 1 3 96 1 2 3 2 175 21%
Bogra 8 11 19 2%
Barguna 21 1 22 3 4 2 5 2 3 3 5 11 3 1 10 96 12%
Chittagong 2 8 8 18 2%
Dhaka 23 41 64 8%
Faridpur 2 11 13 2%
Gazipur 1 3 4 0%
Jessore 2 8 10 1%
Jhalokathi 2 5 7 1%
Jhenaidaha 2 3 5 1%
Joypurhat 1 4 5 1%
Khulna 3 14 17 2%
Kishoreganj 1 2 3 0%
Madaripur 2 4 6 1%
Manikganj 1 1 2 0%
Mymensingh 1 1 0%
Natore 1 4 5 1%
Narail 2 3 5 1%
Patuakhali 115 3 26 3 8 3 46 2 7 5 3 27 9 3 2 1 3 58 6 3 2 3 4 338 41%
Rajbari 2 1 3 0%
Rangpur 1 5 6 12 1%
Satkhira 4 2 6 12 1%
Sirajgonj 1 1 3 5 1%
Total 146 4 146 8 12 5 63 6 12 11 10 48 14 1 5 3 1 6 302 7 3 4 6 6 825
% 18% 0% 18% 1% 1% 1% 8% 1% 1% 1% 1% 6% 2% 0% 1% 0% 0% 1% 37% 1% 0% 0% 1% 1% 100%

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Final Feasibility Study Report, June 2011
Waiting Time Survey

FEASIBILITY STUDY OF LEBUKHALI BRIDGE
ON BARISAL-PATUAKHALI ROAD (N8) IN BANGLADESH
BCL-STUP JV
Waiting Time Survey
SL No Date Road Name Location Driction Vehicle Type Registration Arrival Time
Departure
Time of Ferry
Arrival Time
of Ferry
Name of Surveyor
001 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 14-2961 6:27 AM 7:09 AM 7:15 AM Md. Nasir Uddin 0:48
002 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-0161 6:27 AM 7:09 AM 7:15 AM Md. Nasir Uddin 0:48
003 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 11-5104 7:39 AM 7:47 AM 7:54 AM Md. Nasir Uddin 0:15
004 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 02-0108 7:21 AM 7:47 AM 7:54 AM Md. Nasir Uddin 0:33
005 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 11-6014 7:31 AM 7:47 AM 7:54 AM Md. Nasir Uddin 0:23
006 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 232 7:38 AM 7:47 AM 7:54 AM Md. Nasir Uddin 0:16
007 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 277 7:32 AM 7:47 AM 7:54 AM Md. Nasir Uddin 0:22
008 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 5122 7:37 AM 7:47 AM 7:54 AM Md. Nasir Uddin 0:17
009 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 14-3543 8:07 AM 8:19 AM 8:26 AM Md. Nasir Uddin 0:19
010 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 11-0381 8:09 AM 8:19 AM 8:26 AM Md. Nasir Uddin 0:17
011 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 11-0235 8:06 AM 8:19 AM 8:26 AM Md. Nasir Uddin 0:20
012 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 11-0901 8:05 AM 8:19 AM 8:26 AM Md. Nasir Uddin 0:21
013 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 58-1099 7:51 AM 8:19 AM 8:26 AM Md. Nasir Uddin 0:35
014 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-1680 7:53 AM 8:19 AM 8:26 AM Md. Nasir Uddin 0:33
015 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 41-0072 7:52 AM 8:19 AM 8:26 AM Md. Nasir Uddin 0:34
016 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-0057 8:50 AM 8:51 AM 8:58 AM Md. Nasir Uddin 0:08
017 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 04-147 8:30 AM 8:51 AM 8:58 AM Md. Nasir Uddin 0:28
018 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 1299 8:31 AM 8:51 AM 8:58 AM Md. Nasir Uddin 0:27
019 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-0829 8:25 AM 8:51 AM 8:58 AM Md. Nasir Uddin 0:33
020 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-3441 8:33 AM 8:51 AM 8:58 AM Md. Nasir Uddin 0:25
021 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-0137 8:41 AM 8:51 AM 8:58 AM Md. Nasir Uddin 0:17
022 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 16-0161 8:25 AM 8:51 AM 8:58 AM Md. Nasir Uddin 0:33
023 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 16-2389 9:20 AM 9:17 AM 9:23 AM Md. Nasir Uddin 0:03
024 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 51-3450 8:58 AM 9:17 AM 9:23 AM Md. Nasir Uddin 0:25
025 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 11-9435 9:13 AM 9:17 AM 9:23 AM Md. Nasir Uddin 0:10
026 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 11-2619 8:57 AM 9:17 AM 9:23 AM Md. Nasir Uddin 0:26
027 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 11-0849 8:45 AM 9:53 AM 10:00 AM Md. Nasir Uddin 1:15
028 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 14-9105 9:50 AM 9:53 AM 10:00 AM Md. Nasir Uddin 0:10
029 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 14-3720 9:48 AM 9:53 AM 10:00 AM Md. Nasir Uddin 0:12
030 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 11-0091 9:45 AM 9:53 AM 10:00 AM Md. Nasir Uddin 0:15
031 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 03-6255 9:46 AM 9:53 AM 10:00 AM Md. Nasir Uddin 0:14
032 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-0085 10:00 AM 10:23 AM 10:32 AM Md. Nasir Uddin 0:32
033 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Truck 11-5053 10:20 AM 10:23 AM 10:32 AM Md. Nasir Uddin 0:12
034 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 6928 9:59 AM 10:23 AM 10:32 AM Md. Nasir Uddin 0:33
035 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 903 10:13 AM 10:23 AM 10:32 AM Md. Nasir Uddin 0:19
036 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-1902 10:49 AM 11:25 AM 11:32 AM Md. Nasir Uddin 0:43
037 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 13-3406 10:47 AM 11:25 AM 11:32 AM Md. Nasir Uddin 0:45
038 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus ba-18 10:54 AM 11:25 AM 11:32 AM Md. Nasir Uddin 0:38
039 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Private Car 19-4520 11:47 AM 11:50 AM 11:58 AM Md. Nasir Uddin 0:11
040 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 16-6619 11:45 AM 11:50 AM 11:58 AM Md. Nasir Uddin 0:13
041 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-5098 11:55 AM 12:07 PM 12:15 PM Md. Nasir Uddin 0:20
042 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-1098 11:50 AM 12:07 PM 12:15 PM Md. Nasir Uddin 0:25
043 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-0002 2:07 PM 2:20 PM 2:27 PM Tareq Ahmed 0:20
Waiting
Time
(Min)
Appendix-5

SL No Date Road Name Location Driction Vehicle Type Registration Arrival Time
Departure
Time of Ferry
Arrival Time
of Ferry
Name of Surveyor
044 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Motor Cycle 11-1679 2:10 PM 2:20 PM 2:28 PM Tareq Ahmed 0:18
045 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 14-2290 2:42 PM 3:09 PM 3:18 PM Tareq Ahmed 0:36
046 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-0048 2:44 PM 3:09 PM 3:18 PM Tareq Ahmed 0:34
047 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 11-0927 2:50 PM 3:09 PM 3:18 PM Tareq Ahmed 0:28
048 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 8121 2:49 PM 3:09 PM 3:18 PM Tareq Ahmed 0:29
049 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-4600 2:53 PM 3:09 PM 3:18 PM Tareq Ahmed 0:25
050 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Pickup 14-1137 3:12 PM 3:38 PM 3:48 PM Tareq Ahmed 0:36
051 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 71-0008 3:14 PM 3:38 PM 3:48 PM Tareq Ahmed 0:34
052 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-0196 3:16 PM 3:38 PM 3:48 PM Tareq Ahmed 0:32
053 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 11-0970 3:20 PM 3:38 PM 3:48 PM Tareq Ahmed 0:28
054 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 05-0001 3:48 PM 4:09 PM 4:18 PM Tareq Ahmed 0:30
055 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-0011 3:50 PM 4:09 PM 4:18 PM Tareq Ahmed 0:28
056 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-2550 3:51 PM 4:09 PM 4:18 PM Tareq Ahmed 0:27
057 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 17-7353 3:55 PM 4:09 PM 4:18 PM Tareq Ahmed 0:23
058 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-0063 3:56 PM 4:09 PM 4:18 PM Tareq Ahmed 0:22
059 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-2290 4:14 PM 4:55 PM 5:02 PM Tareq Ahmed 0:48
060 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 71-0028 4:20 PM 4:55 PM 5:02 PM Tareq Ahmed 0:42
061 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 12-7372 4:23 PM 4:55 PM 5:02 PM Tareq Ahmed 0:39
062 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 8771 4:26 PM 4:55 PM 5:02 PM Tareq Ahmed 0:36
063 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 14-0222 4:28 PM 4:55 PM 5:02 PM Tareq Ahmed 0:34
064 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 14-8974 4:51 PM 5:16 PM 5:21 PM Tareq Ahmed 0:30
065 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 13-0371 4:56 PM 5:16 PM 5:21 PM Tareq Ahmed 0:25
066 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Truck 14-4463 4:53 PM 5:16 PM 5:21 PM Tareq Ahmed 0:28
067 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 02-0064 4:57 PM 5:16 PM 5:21 PM Tareq Ahmed 0:24
068 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 680 4:59 PM 5:16 PM 5:21 PM Tareq Ahmed 0:22
069 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Pickup 11-0074 5:15 PM 5:47 PM 5:55 PM Tareq Ahmed 0:40
070 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-0076 5:18 PM 5:47 PM 5:55 PM Tareq Ahmed 0:37
071 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-0003 5:20 PM 5:47 PM 5:55 PM Tareq Ahmed 0:35
072 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 14-0009 5:25 PM 5:47 PM 5:55 PM Tareq Ahmed 0:30
073 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 51-8451 5:30 PM 5:47 PM 5:55 PM Tareq Ahmed 0:25
074 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Motor Cycle 11-1575 6:16 PM 6:45 PM 6:54 PM Tareq Ahmed 0:38
075 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Motor Cycle 11-0193 6:26 PM 6:45 PM 6:54 PM Tareq Ahmed 0:28
076 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 484 6:46 PM 7:30 PM 7:37 PM Tareq Ahmed 0:51
077 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Jeep 11-6577 6:50 PM 7:30 PM 7:35 PM Tareq Ahmed 0:45
078 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 6925 6:51 PM 7:30 PM 7:35 PM Tareq Ahmed 0:44
079 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 11-0476 6:56 PM 7:30 PM 7:35 PM Tareq Ahmed 0:39
080 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Motor Cycle 11-4222 6:59 PM 7:30 PM 7:35 PM Tareq Ahmed 0:36
081 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 51-0003 7:06 PM 7:30 PM 7:35 PM Tareq Ahmed 0:29
082 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 04-147 7:22 PM 7:48 PM 7:58 PM Tareq Ahmed 0:36
083 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 53-0894 7:25 PM 7:48 PM 7:58 PM Tareq Ahmed 0:33
084 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 71-0111 7:28 PM 7:48 PM 7:58 PM Tareq Ahmed 0:30
085 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 53-0725 7:33 PM 7:48 PM 7:58 PM Tareq Ahmed 0:25
086 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 11-0015 7:42 PM 7:48 PM 7:58 PM Tareq Ahmed 0:16
087 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 11-00024 7:50 PM 8:20 PM 8:28 PM Tareq Ahmed 0:38
088 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Jeep 17-7717 8:00 PM 8:20 PM 8:28 PM Tareq Ahmed 0:28
089 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Motor Cycle 35-0202 8:04 PM 8:20 PM 8:28 PM Tareq Ahmed 0:24
090 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-0784 8:13 PM 8:20 PM 8:28 PM Tareq Ahmed 0:15
091 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 11-0014 9:32 PM 9:45 PM 9:55 PM Tareq Ahmed 0:23
092 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Jeep 02-0839 9:35 PM 9:45 PM 9:55 PM Tareq Ahmed 0:20
Waiting
Time
(Min)
Appendix-5

SL No Date Road Name Location Driction Vehicle Type Registration Arrival Time
Departure
Time of Ferry
Arrival Time
of Ferry
Name of Surveyor
093 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 11-0228 6:57 AM 7:06 AM 7:14 AM Md. Sajadul Karim 0:17
094 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 41-0011 6:55 AM 7:06 AM 7:14 AM Md. Sajadul Karim 0:19
095 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11-0017 7:03 AM 7:06 AM 7:14 AM Md. Sajadul Karim 0:11
096 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 05-0005 7:21 AM 7:33 AM 7:40 AM Md. Sajadul Karim 0:19
097 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Truck 16-0611 7:29 AM 7:33 AM 7:40 AM Md. Sajadul Karim 0:11
098 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 11-0793 7:41 AM 8:04 AM 8:12 AM Md. Sajadul Karim 0:31
099 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 16-3155 7:55 AM 8:04 AM 8:12 AM Md. Sajadul Karim 0:17
100 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 44-0083 8:00 AM 8:04 AM 8:12 AM Md. Sajadul Karim 0:12
101 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 11-0764 8:25 AM 8:34 AM 8:41 AM Md. Sajadul Karim 0:16
102 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 680 8:25 AM 8:34 AM 8:41 AM Md. Sajadul Karim 0:16
103 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Truck 11-0489 8:14 AM 8:34 AM 8:41 AM Md. Sajadul Karim 0:27
104 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 11-0047 8:25 AM 8:34 AM 8:41 AM Md. Sajadul Karim 0:16
105 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 7195 8:24 AM 8:34 AM 8:41 AM Md. Sajadul Karim 0:17
106 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 11-127 8:24 AM 8:34 AM 8:41 AM Md. Sajadul Karim 0:17
107 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 04-0030 8:24 AM 8:34 AM 8:41 AM Md. Sajadul Karim 0:17
108 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 11-0061 8:40 AM 9:04 AM 9:10 AM Md. Sajadul Karim 0:30
109 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 02-0090 8:45 AM 9:04 AM 9:10 AM Md. Sajadul Karim 0:25
110 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 11-0407 8:41 AM 9:04 AM 9:10 AM Md. Sajadul Karim 0:29
111 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 11-4886 8:50 AM 9:04 AM 9:10 AM Md. Sajadul Karim 0:20
112 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 11-0011 8:46 AM 9:04 AM 9:10 AM Md. Sajadul Karim 0:24
113 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 12-2466 8:43 AM 9:04 AM 9:10 AM Md. Sajadul Karim 0:27
114 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 06-007 8:49 AM 9:04 AM 9:10 AM Md. Sajadul Karim 0:21
115 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 12-8674 8:48 9:04 AM 9:10 AM Md. Sajadul Karim 0:22
116 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Truck 11-7480 9:13 AM 9:36 AM 9:47 AM Md. Sajadul Karim 0:34
117 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 13-0660 9:12 AM 9:36 AM 9:47 AM Md. Sajadul Karim 0:35
118 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 16-1105 9:19 AM 9:36 AM 9:47 AM Md. Sajadul Karim 0:28
119 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 14-1563 9:14 AM 9:36 AM 9:47 AM Md. Sajadul Karim 0:33
120 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Truck 11-0825 9:30 AM 10:07 AM 10:14 AM Md. Sajadul Karim 0:44
121 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 14-1281 9:55 AM 10:07 AM 10:14 AM Md. Sajadul Karim 0:19
122 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 11-4538 9:35 AM 10:07 AM 10:14 AM Md. Sajadul Karim 0:39
123 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Private Car 11-5677 9:35 AM 10:07 AM 10:14 AM Md. Sajadul Karim 0:39
124 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Car 11-0026 9:32 AM 10:07 AM 10:14 AM Md. Sajadul Karim 0:42
125 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 912 9:35 AM 10:07 AM 10:14 AM Md. Sajadul Karim 0:39
126 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 11-0833 9:30 AM 10:07 AM 10:14 AM Md. Sajadul Karim 0:44
127 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 11-0044 9:30 AM 10:07 AM 10:14 AM Md. Sajadul Karim 0:44
128 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 04-0791 9:40 AM 10:07 AM 10:14 AM Md. Sajadul Karim 0:34
129 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Truck 14-3995 9:30 AM 10:07 AM 10:14 AM Md. Sajadul Karim 0:44
130 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Motor Cycle On Test 9:30 AM 10:07 AM 10:14 AM Md. Sajadul Karim 0:44
131 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Truck 11-0547 11:00 AM 11:07 AM 11:14 AM Md. Sajadul Karim 0:14
132 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 2181 11:00 AM 11:07 AM 11:14 AM Md. Sajadul Karim 0:14
133 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 3755 11:00 AM 11:07 AM 11:14 AM Md. Sajadul Karim 0:14
134 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Truck 11-0077 11:00 AM 11:07 AM 11:14 AM Md. Sajadul Karim 0:14
135 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 08-0099 2:00 PM 2:50 PM 3:01 PM Md. Helal Ahmed 1:01
136 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Ambulance 108 2:02 PM 2:50 PM 3:01 PM Md. Helal Ahmed 0:59
137 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 11-8535 2:23 PM 2:50 PM 3:01 PM Md. Helal Ahmed 0:38
138 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Truck D-2 2:26 PM 2:50 PM 3:01 PM Md. Helal Ahmed 0:35
139 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 06-0122 2:27 PM 2:50 PM 3:01 PM Md. Helal Ahmed 0:34
140 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11-0002 2:34 PM 2:50 PM 3:01 PM Md. Helal Ahmed 0:27
141 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 14-2175 2:38 PM 2:50 PM 3:01 PM Md. Helal Ahmed 0:23
Waiting
Time
(Min)
Appendix-5

SL No Date Road Name Location Driction Vehicle Type Registration Arrival Time
Departure
Time of Ferry
Arrival Time
of Ferry
Name of Surveyor
142 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Jeep 6 2:40 PM 2:50 PM 3:01 PM Md. Helal Ahmed 0:21
143 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Covert Ven 14-0531 2:42 PM 2:50 PM 3:01 PM Md. Helal Ahmed 0:19
144 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Small Truck On Test 2:42 PM 2:50 PM 3:01 PM Md. Helal Ahmed 0:19
145 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Truck DT-6 2:45 PM 2:50 PM 3:01 PM Md. Helal Ahmed 0:16
146 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Small Truck 14-6438 2:59 PM 3:22 PM 3:29 PM Md. Helal Ahmed 0:30
147 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Pirojpur Medium Bus 05001 3:00 PM 3:22 PM 3:29 PM Md. Helal Ahmed 0:29
148 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 04-0098 3:02 PM 3:22 PM 3:29 PM Md. Helal Ahmed 0:27
149 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 53-0898 3:05 PM 3:22 PM 3:29 PM Md. Helal Ahmed 0:24
150 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 11-0015 3:08 PM 3:22 PM 3:29 PM Md. Helal Ahmed 0:21
151 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Car 11-0002 3:10 PM 3:22 PM 3:29 PM Md. Helal Ahmed 0:19
152 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 3011 3:12 PM 3:22 PM 3:29 PM Md. Helal Ahmed 0:17
153 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 04-0858 3:35 PM 3:55 PM 4:02 PM Md. Helal Ahmed 0:27
154 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Covert Ven 1120 3:40 PM 3:55 PM 4:02 PM Md. Helal Ahmed 0:22
155 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Car 19-4520 3:44 PM 3:55 PM 4:02 PM Md. Helal Ahmed 0:18
156 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11-0793 3:45 PM 3:55 PM 4:02 PM Md. Helal Ahmed 0:17
157 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Cox's Bazer Large Bus 11-0137 3:46 PM 3:55 PM 4:02 PM Md. Helal Ahmed 0:16
158 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 1129 3:58 PM 4:32 PM 4:39 PM Md. Helal Ahmed 0:41
159 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Zhalokhati Micro Bus 13-7228 4:02 PM 4:32 PM 4:39 PM Md. Helal Ahmed 0:37
160 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Truck 11-1902 4:07 PM 4:32 PM 4:39 PM Md. Helal Ahmed 0:32
161 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 14777 4:08 PM 4:32 PM 4:39 PM Md. Helal Ahmed 0:31
162 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 903 4:27 PM 5:00 PM 5:08 PM Md. Helal Ahmed 0:41
163 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 11-5581 4:29 PM 5:00 PM 5:08 PM Md. Helal Ahmed 0:39
164 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Truck 02-0282 4:30 PM 5:00 PM 5:08 PM Md. Helal Ahmed 0:38
165 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11-0407 4:36 PM 5:00 PM 5:08 PM Md. Helal Ahmed 0:32
166 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 184 4:43 PM 5:00 PM 5:08 PM Md. Helal Ahmed 0:25
167 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 1158 5:00 PM 5:33 PM 5:40 PM Md. Helal Ahmed 0:40
168 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Zhinaidha 11-2966 5:02 PM 5:33 PM 5:40 PM Md. Helal Ahmed 0:38
169 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Khulna Medium Bus 901 5:04 PM 5:33 PM 5:40 PM Md. Helal Ahmed 0:36
170 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Chittagong Fuel Lorry 41-0072 5:05 PM 5:33 PM 5:40 PM Md. Helal Ahmed 0:35
171 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 14-0330 5:10 PM 5:33 PM 5:40 PM Md. Helal Ahmed 0:30
172 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 14-2290 6:02 PM 6:24 PM 6:31 PM Md. Helal Ahmed 0:29
173 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Truck 16-3497 6:05 PM 6:24 PM 6:31 PM Md. Helal Ahmed 0:26
174 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Fuel Lorry 41-0003 6:08 PM 6:24 PM 6:31 PM Md. Helal Ahmed 0:23
175 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 14-0380 6:10 PM 6:24 PM 6:31 PM Md. Helal Ahmed 0:21
176 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11046 6:27 PM 7:02 PM 7:14 PM Md. Helal Ahmed 0:47
177 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Bakergonj, Barisal Small Truck 11-2542 6:28 PM 7:02 PM 7:14 PM Md. Helal Ahmed 0:46
178 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 7941 6:32 PM 7:02 PM 7:14 PM Md. Helal Ahmed 0:42
179 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 11-0008 7:38 PM 7:59 PM 8:07 PM Md. Helal Ahmed 0:29
180 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11-0014 7:30 PM 7:59 PM 8:07 PM Md. Helal Ahmed 0:37
181 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 14-1727 8:05 PM 8:30 PM 8:38 PM Md. Helal Ahmed 0:33
182 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 04-0003 8:10 PM 8:30 PM 8:38 PM Md. Helal Ahmed 0:28
183 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11-0053 9:14 PM 9:20 PM 9:28 PM Md. Helal Ahmed 0:14
184 10-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Fuel Lorry 2200 9:04 PM 9:20 PM 9:28 PM Md. Helal Ahmed 0:24
185 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-2375 6:40 AM 6:50 AM 6:58 AM Md. Nasir Uddin 0:18
186 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 18 6:35 AM 6:50 AM 6:58 AM Md. Nasir Uddin 0:23
187 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-0799 6:33 AM 6:50 AM 6:58 AM Md. Nasir Uddin 0:25
188 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 04-0001 7:10 AM 7:33 AM 7:40 AM Md. Nasir Uddin 0:30
189 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 11-0036 7:19 AM 7:33 AM 7:40 AM Md. Nasir Uddin 0:21
190 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-0425 7:01 AM 7:33 AM 7:40 AM Md. Nasir Uddin 0:39
Waiting
Time
(Min)
Appendix-5

SL No Date Road Name Location Driction Vehicle Type Registration Arrival Time
Departure
Time of Ferry
Arrival Time
of Ferry
Name of Surveyor
191 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-9575 6:55 AM 7:33 AM 7:40 AM Md. Nasir Uddin 0:45
192 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 148 7:49 AM 7:58 AM 8:07 AM Md. Nasir Uddin 0:18
193 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 11-5407 7:46 AM 7:58 AM 8:07 AM Md. Nasir Uddin 0:21
194 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 11-0165 7:45 AM 7:58 AM 8:07 AM Md. Nasir Uddin 0:22
195 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-0767 7:41 AM 7:58 AM 8:07 AM Md. Nasir Uddin 0:26
196 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 14-0008 7:47 AM 7:58 AM 8:07 AM Md. Nasir Uddin 0:20
197 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 1299 7:39 AM 7:58 AM 8:07 AM Md. Nasir Uddin 0:28
198 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-0178 7:59 AM 8:30 AM 8:38 AM Md. Nasir Uddin 0:39
199 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Private Car 11-2661 7:58 AM 8:30 AM 8:38 AM Md. Nasir Uddin 0:40
200 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 05-0001 8:01 AM 8:30 AM 8:38 AM Md. Nasir Uddin 0:37
201 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 748 8:02 AM 8:30 AM 8:38 AM Md. Nasir Uddin 0:36
202 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Private Car 19-6631 8:04 AM 8:30 AM 8:38 AM Md. Nasir Uddin 0:34
203 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Truck 11-0275 8:11 AM 8:30 AM 8:38 AM Md. Nasir Uddin 0:27
204 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 13-5552 8:36 AM 9:06 AM 9:14 AM Md. Nasir Uddin 0:38
205 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 14-5943 8:59 AM 9:06 AM 9:14 AM Md. Nasir Uddin 0:15
206 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 669 8:58 AM 9:06 AM 9:14 AM Md. Nasir Uddin 0:16
207 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-1666 8:55 AM 9:06 AM 9:14 AM Md. Nasir Uddin 0:19
208 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-2501 8:49 AM 9:06 AM 9:14 AM Md. Nasir Uddin 0:25
209 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 15 8:43 AM 9:06 AM 9:14 AM Md. Nasir Uddin 0:31
210 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 14-2385 8:42 AM 9:06 AM 9:14 AM Md. Nasir Uddin 0:32
211 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 11-0049 9:09 AM 9:36 AM 9:43 AM Md. Nasir Uddin 0:34
212 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-1357 9:06 AM 9:36 AM 9:43 AM Md. Nasir Uddin 0:37
213 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Private Car 13-8967 9:05 AM 9:36 AM 9:43 AM Md. Nasir Uddin 0:38
214 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 14-2175 9:03 AM 9:36 AM 9:43 AM Md. Nasir Uddin 0:40
215 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-0014 9:20 AM 9:36 AM 9:43 AM Md. Nasir Uddin 0:23
216 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 05-0015 9:18 AM 9:36 AM 9:43 AM Md. Nasir Uddin 0:25
217 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 11-0238 9:15 AM 9:36 AM 9:43 AM Md. Nasir Uddin 0:28
218 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 05-0005 10:11 AM 10:38 AM 10:43 AM Md. Nasir Uddin 0:32
219 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 11-0169 10:10 AM 10:38 AM 10:43 AM Md. Nasir Uddin 0:33
220 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Private Car 03-4498 10:14 AM 10:38 AM 10:43 AM Md. Nasir Uddin 0:29
221 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 9566 10:15 AM 10:38 AM 10:43 AM Md. Nasir Uddin 0:28
222 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Private Car 03-4066 10:24 AM 10:38 AM 10:43 AM Md. Nasir Uddin 0:19
223 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 05-0007 10:30 AM 10:38 AM 10:43 AM Md. Nasir Uddin 0:13
224 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 14-0051 11:10 AM 11:26 AM 11:33 AM Md. Nasir Uddin 0:23
225 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 11-2173 11:05 AM 11:26 AM 11:33 AM Md. Nasir Uddin 0:28
226 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 11-0018 11:00 AM 11:26 AM 11:33 AM Md. Nasir Uddin 0:33
227 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-0087 11:30 AM 12:30 PM 12:38 PM Md. Nasir Uddin 1:08
228 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 4255 11:39 AM 12:30 PM 12:38 PM Md. Nasir Uddin 0:59
229 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 14-3493 11:36 AM 12:30 PM 12:38 PM Md. Nasir Uddin 1:02
230 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 51-3311 11:32 AM 12:30 PM 12:38 PM Md. Nasir Uddin 1:06
231 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 12-2276 11:34 AM 12:30 PM 12:38 PM Md. Nasir Uddin 1:04
232 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 04-0099 11:37 AM 12:30 PM 12:38 PM Md. Nasir Uddin 1:01
233 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 51-3107 11:45 AM 12:28 PM 12:34 PM Md. Nasir Uddin 0:49
234 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-9805 11:43 AM 12:28 PM 12:34 PM Md. Nasir Uddin 0:51
235 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 5663 12:15 PM 1:00 PM 1:08 PM Md. Nasir Uddin 0:53
236 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 11-0016 12:41 PM 1:00 PM 1:08 PM Md. Nasir Uddin 0:27
237 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 912 12:39 PM 1:00 PM 1:08 PM Md. Nasir Uddin 0:29
238 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-0015 12:40 PM 1:00 PM 1:08 PM Md. Nasir Uddin 0:28
239 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 05-0034 12:12 PM 1:00 PM 1:08 PM Md. Nasir Uddin 0:56
Waiting
Time
(Min)
Appendix-5

SL No Date Road Name Location Driction Vehicle Type Registration Arrival Time
Departure
Time of Ferry
Arrival Time
of Ferry
Name of Surveyor
240 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-2322 12:35 PM 1:00 PM 1:08 PM Md. Nasir Uddin 0:33
241 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-5992 12:59 PM 1:23 PM 1:30 PM Md. Nasir Uddin 0:31
242 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 14-0708 12:56 PM 1:23 PM 1:30 PM Md. Nasir Uddin 0:34
243 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-0328 1:15 PM 1:23 PM 1:30 PM Md. Nasir Uddin 0:15
244 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-0434 1:11 PM 1:23 PM 1:30 PM Md. Nasir Uddin 0:19
245 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 14-0247 1:07 PM 1:23 PM 1:30 PM Md. Nasir Uddin 0:23
246 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 14-3037 1:06 PM 1:23 PM 1:30 PM Md. Nasir Uddin 0:24
247 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Heavy Truck 11-7721 1:16 PM 1:23 PM 1:30 PM Md. Nasir Uddin 0:14
248 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 13-4058 1:25 PM 1:47 PM 1:54 PM Md. Nasir Uddin 0:29
249 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 04-0156 1:28 PM 1:47 PM 1:54 PM Md. Nasir Uddin 0:26
250 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 11-0381 1:20 PM 1:47 PM 1:54 PM Md. Nasir Uddin 0:34
251 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 14-1006 1:21 PM 1:47 PM 1:54 PM Md. Nasir Uddin 0:33
252 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-1849 2:02 PM 2:30 PM 2:37 PM Tareq Ahmed 0:35
253 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 11-1433 2:08 PM 2:30 PM 2:37 PM Tareq Ahmed 0:29
254 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-0764 2:09 PM 2:30 PM 2:37 PM Tareq Ahmed 0:28
255 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 679 2:10 PM 2:30 PM 2:37 PM Tareq Ahmed 0:27
256 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 14-2175 3:05 PM 3:32 PM 3:40 PM Tareq Ahmed 0:35
257 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Borguna Car 11-4341 3:03 PM 3:32 PM 3:40 PM Tareq Ahmed 0:37
258 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 51-8743 3:13 PM 3:32 PM 3:40 PM Tareq Ahmed 0:27
259 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Borguna Micro Bus 02-0110 3:40 PM 4:03 PM 4:10 PM Tareq Ahmed 0:30
260 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus On Test 3:42 PM 4:03 PM 4:10 PM Tareq Ahmed 0:28
261 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Jeep 13-4068 3:45 PM 4:03 PM 4:10 PM Tareq Ahmed 0:25
262 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 11-0550 4:07 PM 4:35 PM 4:43 PM Tareq Ahmed 0:36
263 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 13-3431 4:09 PM 4:35 PM 4:43 PM Tareq Ahmed 0:34
264 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 29-7616 4:25 PM 5:09 PM 5:16 PM Tareq Ahmed 0:51
265 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 13-7761 4:30 PM 5:09 PM 5:16 PM Tareq Ahmed 0:46
266 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-4599 4:35 PM 5:09 PM 5:16 PM Tareq Ahmed 0:41
267 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Pickup 11-6398 4:40 PM 5:09 PM 5:16 PM Tareq Ahmed 0:36
268 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 10 5:04 PM 5:36 PM 5:43 PM Tareq Ahmed 0:39
269 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-0793 5:05 PM 5:36 PM 5:43 PM Tareq Ahmed 0:38
270 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 1318 5:07 PM 5:36 PM 5:43 PM Tareq Ahmed 0:36
271 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 14-1563 5:09 PM 5:36 PM 5:43 PM Tareq Ahmed 0:34
272 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-0017 5:37 PM 6:08 PM 6:16 PM Tareq Ahmed 0:39
273 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-4539 5:37 PM 6:08 PM 6:16 PM Tareq Ahmed 0:39
274 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 12 5:39 PM 6:08 PM 6:16 PM Tareq Ahmed 0:37
275 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 02-1100 5:40 PM 6:08 PM 6:16 PM Tareq Ahmed 0:36
276 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 02-0425 5:45 PM 6:08 PM 6:16 PM Tareq Ahmed 0:31
277 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 14-0870 5:48 PM 6:08 PM 6:16 PM Tareq Ahmed 0:28
278 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-0044 6:15 PM 6:28 PM 6:35 PM Tareq Ahmed 0:20
279 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 02-0095 6:19 PM 6:28 PM 6:35 PM Tareq Ahmed 0:16
280 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Jeep 02-1759 6:50 PM 7:15 PM 7:23 PM Tareq Ahmed 0:33
281 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 44-0378 6:53 PM 7:15 PM 7:23 PM Tareq Ahmed 0:30
282 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-0807 6:59 PM 7:15 PM 7:23 PM Tareq Ahmed 0:24
283 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 51-0891 7:17 PM 7:58 PM 8:06 PM Tareq Ahmed 0:49
284 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 6628 7:17 PM 7:58 PM 8:06 PM Tareq Ahmed 0:49
285 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-0106 7:30 PM 7:58 PM 8:06 PM Tareq Ahmed 0:36
286 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-0520 8:00 PM 8:14 PM 8:21 PM Tareq Ahmed 0:21
287 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-0016 8:01 PM 8:14 PM 8:21 PM Tareq Ahmed 0:20
288 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-0043 8:04 PM 8:14 PM 8:21 PM Tareq Ahmed 0:17
Waiting
Time
(Min)
Appendix-5

SL No Date Road Name Location Driction Vehicle Type Registration Arrival Time
Departure
Time of Ferry
Arrival Time
of Ferry
Name of Surveyor
289 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 14-0803 8:13 PM 8:41 PM 8:48 PM Tareq Ahmed 0:35
290 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 13-5945 8:14 PM 8:41 PM 8:48 PM Tareq Ahmed 0:34
291 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 05-0023 8:15 PM 8:41 PM 8:48 PM Tareq Ahmed 0:33
292 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 148 8:23 PM 8:41 PM 8:48 PM Tareq Ahmed 0:25
293 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 16-0866 8:51 PM 9:24 PM 9:32 PM Tareq Ahmed 0:41
294 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 11-5481 20:52 9:24 PM 9:32 PM Tareq Ahmed 0:40
295 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 397 8:57 PM 9:24 PM 9:32 PM Tareq Ahmed 0:35
296 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 08-6442 9:00 PM 9:24 PM 9:32 PM Tareq Ahmed 0:32
297 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-0924 9:39 PM 9:55 PM 10:02 PM Tareq Ahmed 0:23
298 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 02-0037 9:48 PM 9:55 PM 10:02 PM Tareq Ahmed 0:14
299 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 51-1827 9:49 PM 9:55 PM 10:02 PM Tareq Ahmed 0:13
300 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 11-0829 6:31 AM 6:35 AM 6:42 AM Md. Sajadul Karim 0:11
301 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 11-0008 6:51 AM 7:22 AM 7:28 AM Md. Sajadul Karim 0:37
302 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Private Car 12-2134 6:55 AM 7:22 AM 7:28 AM Md. Sajadul Karim 0:33
303 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Truck 11-0075 6:50 AM 7:22 AM 7:28 AM Md. Sajadul Karim 0:38
304 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 11-0008 6:58 AM 7:22 AM 7:28 AM Md. Sajadul Karim 0:30
305 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 11-5799 6:58 AM 7:22 AM 7:28 AM Md. Sajadul Karim 0:30
306 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Truck 14-6611 7:41 AM 7:45 AM 7:52 AM Md. Sajadul Karim 0:11
307 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 912 7:40 AM 7:45 AM 7:52 AM Md. Sajadul Karim 0:12
308 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 41-0011 7:38 AM 7:45 AM 7:52 AM Md. Sajadul Karim 0:14
309 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 05-0036 8:06 AM 8:18 AM 8:25 AM Md. Sajadul Karim 0:19
310 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 34 8:05 AM 8:18 AM 8:25 AM Md. Sajadul Karim 0:20
311 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Truck 11-0824 8:08 AM 8:18 AM 8:25 AM Md. Sajadul Karim 0:17
312 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 02-0235 8:41 AM 8:43 AM 8:50 AM Md. Sajadul Karim 0:09
313 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 4255 8:39 AM 8:43 AM 8:50 AM Md. Sajadul Karim 0:11
314 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 11-0328 8:37 AM 8:43 AM 8:50 AM Md. Sajadul Karim 0:13
315 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 11-1569 8:38 AM 8:43 AM 8:50 AM Md. Sajadul Karim 0:12
316 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 14-6080 8:36 AM 8:43 AM 8:50 AM Md. Sajadul Karim 0:14
317 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 14-0407 9:10 AM 9:21 AM 9:30 AM Md. Sajadul Karim 0:20
318 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 04-1479 9:12 AM 9:21 AM 9:30 AM Md. Sajadul Karim 0:18
319 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Small Bus 6925 9:13 AM 9:21 AM 9:30 AM Md. Sajadul Karim 0:17
320 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 02-0064 9:13 AM 9:21 AM 9:30 AM Md. Sajadul Karim 0:17
321 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 11-4538 9:14 AM 9:21 AM 9:30 AM Md. Sajadul Karim 0:16
322 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Small Bus 11-0381 9:15 AM 9:21 AM 9:30 AM Md. Sajadul Karim 0:15
323 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 11-1683 9:50 AM 9:52 AM 10:00 AM Md. Sajadul Karim 0:10
324 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 11-0016 9:43 AM 9:52 AM 10:00 AM Md. Sajadul Karim 0:17
325 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 11-0767 9:42 AM 9:52 AM 10:00 AM Md. Sajadul Karim 0:18
326 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Truck 14-0009 9:42 AM 9:52 AM 10:00 AM Md. Sajadul Karim 0:18
327 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 11-3859 9:50 AM 9:52 AM 10:00 AM Md. Sajadul Karim 0:10
328 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 14-1315 9:47 AM 9:52 AM 10:00 AM Md. Sajadul Karim 0:13
329 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal L. Truck 11-1871 9:47 AM 9:52 AM 10:00 AM Md. Sajadul Karim 0:13
330 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 05-0205 9:48 AM 9:52 AM 10:00 AM Md. Sajadul Karim 0:12
331 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Truck 11-1235 9:45 AM 9:52 AM 10:00 AM Md. Sajadul Karim 0:15
332 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 05-0006 10:27 AM 10:30 AM 10:38 AM Md. Sajadul Karim 0:11
333 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal L. Bus 11-0782 10:27 AM 10:30 AM 10:38 AM Md. Sajadul Karim 0:11
334 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 04-0041 10:27 AM 10:30 AM 10:38 AM Md. Sajadul Karim 0:11
335 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Truck 11-0691 10:24 AM 10:30 AM 10:38 AM Md. Sajadul Karim 0:14
336 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Truck 1318 10:27 AM 10:30 AM 10:38 AM Md. Sajadul Karim 0:11
337 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 04-0721 10:23 AM 10:30 AM 10:38 AM Md. Sajadul Karim 0:15
Waiting
Time
(Min)
Appendix-5

SL No Date Road Name Location Driction Vehicle Type Registration Arrival Time
Departure
Time of Ferry
Arrival Time
of Ferry
Name of Surveyor
338 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 11-0047 10:45 AM 10:50 AM 10:56 AM Md. Sajadul Karim 0:11
339 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 83 10:31 AM 10:50 AM 10:56 AM Md. Sajadul Karim 0:25
340 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal L. Truck 11-1094 10:25 AM 10:25 AM 10:32 AM Md. Sajadul Karim 0:07
341 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 05-0009 10:47 AM 11:00 AM 11:07 AM Md. Sajadul Karim 0:20
342 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal L. Bus 11-1780 10:46 AM 11:00 AM 11:07 AM Md. Sajadul Karim 0:21
343 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 14-0357 10:58 AM 11:00 AM 11:07 AM Md. Sajadul Karim 0:09
344 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 14-0870 11:01 AM 11:30 AM 11:39 AM Md. Sajadul Karim 0:38
345 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 14-0331 11:02 AM 11:30 AM 11:39 AM Md. Sajadul Karim 0:37
346 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 14-0378 11:17 AM 11:33 AM 11:45 AM Md. Sajadul Karim 0:28
347 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal L. Bus 14-0615 11:31 AM 12:10 PM 12:19 PM Md. Sajadul Karim 0:48
348 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 3126 11:30 AM 12:10 PM 12:19 PM Md. Sajadul Karim 0:49
349 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Truck 11-0960 11:30 AM 12:10 PM 12:19 PM Md. Sajadul Karim 0:49
350 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Truck IH-DT-2 11:29 AM 12:10 PM 12:19 PM Md. Sajadul Karim 0:50
351 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal L. Bus 14-0651 12:21 PM 12:45 PM 12:53 PM Md. Sajadul Karim 0:32
352 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 11-0018 12:30 PM 12:45 PM 12:53 PM Md. Sajadul Karim 0:23
353 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 71-0197 12:30 PM 12:45 PM 12:53 PM Md. Sajadul Karim 0:23
354 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 14-1167 12:27 PM 12:45 PM 12:53 PM Md. Sajadul Karim 0:26
355 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 11-2412 12:25 PM 12:45 PM 12:53 PM Md. Sajadul Karim 0:28
356 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 14-2775 2:15 PM 2:44 PM 2:52 PM Md. Helal Ahmed 0:37
357 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11-0768 2:17 PM 2:44 PM 2:52 PM Md. Helal Ahmed 0:35
358 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11-0044 2:21 PM 2:44 PM 2:52 PM Md. Helal Ahmed 0:31
359 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Madaripur 11-0022 2:32 PM 2:44 PM 2:52 PM Md. Helal Ahmed 0:20
360 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Truck DT-6 2:47 PM 3:17 PM 3:24 PM Md. Helal Ahmed 0:37
361 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Truck 14-1516 2:47 PM 3:17 PM 3:24 PM Md. Helal Ahmed 0:37
362 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11-0011 2:50 PM 3:17 PM 3:24 PM Md. Helal Ahmed 0:34
363 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 11-0028 3:06 PM 3:17 PM 3:24 PM Md. Helal Ahmed 0:18
364 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 11-9435 3:30 PM 3:47 PM 3:54 PM Md. Helal Ahmed 0:24
365 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Chittagong Large Bus 11-0163 3:33 PM 3:47 PM 3:54 PM Md. Helal Ahmed 0:21
366 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11-0014 3:35 PM 3:47 PM 3:54 PM Md. Helal Ahmed 0:19
367 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Dhaka Micro Bus 51-4777 3:37 PM 3:47 PM 3:54 PM Md. Helal Ahmed 0:17
368 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 912 3:45 PM 4:15 PM 4:22 PM Md. Helal Ahmed 0:37
369 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 11-0065 3:47 PM 4:15 PM 4:22 PM Md. Helal Ahmed 0:35
370 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11-0016 3:51 PM 4:15 PM 4:22 PM Md. Helal Ahmed 0:31
371 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 11-4619 3:53 PM 4:15 PM 4:22 PM Md. Helal Ahmed 0:29
372 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 9945 4:19 PM 4:52 PM 4:59 PM Md. Helal Ahmed 0:40
373 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat Medium Bus 36 4:20 PM 4:52 PM 4:59 PM Md. Helal Ahmed 0:39
374 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11-0238 4:20 PM 4:52 PM 4:59 PM Md. Helal Ahmed 0:39
375 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 14-0378 4:25 PM 4:52 PM 4:59 PM Md. Helal Ahmed 0:34
376 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 669 4:49 PM 5:23 PM 5:31 PM Md. Helal Ahmed 0:42
377 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 15 4:50 PM 5:23 PM 5:31 PM Md. Helal Ahmed 0:41
378 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Pickup 11-0094 4:50 PM 5:23 PM 5:31 PM Md. Helal Ahmed 0:41
379 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 49 4:52 PM 5:23 PM 5:31 PM Md. Helal Ahmed 0:39
380 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 3092 5:21 PM 5:52 PM 6:00 PM Md. Helal Ahmed 0:39
381 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11-0009 5:23 PM 5:52 PM 6:00 PM Md. Helal Ahmed 0:37
382 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11-2501 5:23 PM 5:52 PM 6:00 PM Md. Helal Ahmed 0:37
383 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Khulna Medium Bus 892 5:25 PM 5:52 PM 6:00 PM Md. Helal Ahmed 0:35
384 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal 1481 5:26 PM 5:52 PM 6:00 PM Md. Helal Ahmed 0:34
385 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11-0095 6:00 PM 6:30 PM 6:39 PM Md. Helal Ahmed 0:39
386 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 05-0034 6:02 PM 6:30 PM 6:39 PM Md. Helal Ahmed 0:37
Waiting
Time
(Min)
Appendix-5

SL No Date Road Name Location Driction Vehicle Type Registration Arrival Time
Departure
Time of Ferry
Arrival Time
of Ferry
Name of Surveyor
387 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 5404 6:02 PM 6:30 PM 6:39 PM Md. Helal Ahmed 0:37
388 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 1158 6:05 PM 6:30 PM 6:39 PM Md. Helal Ahmed 0:34
389 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 51-0056 6:07 PM 6:30 PM 6:39 PM Md. Helal Ahmed 0:32
390 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Dhaka Large Truck 14-0706 6:33 PM 7:01 PM 7:08 PM Md. Helal Ahmed 0:35
391 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Truck 11-0015 6:27 PM 7:01 PM 7:08 PM Md. Helal Ahmed 0:41
392 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Dhaka Large Bus 14-0008 6:29 PM 7:01 PM 7:08 PM Md. Helal Ahmed 0:39
393 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 11-2173 6:30 PM 7:01 PM 7:08 PM Md. Helal Ahmed 0:38
394 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Jeep 05-0029 6:30 PM 7:01 PM 7:08 PM Md. Helal Ahmed 0:38
395 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Pabna Medium Bus 11-0069 7:00 PM 7:32 PM 7:39 PM Md. Helal Ahmed 0:39
396 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Truck 11-2329 7:02 PM 7:32 PM 7:39 PM Md. Helal Ahmed 0:37
397 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 51-2280 7:05 PM 7:32 PM 7:39 PM Md. Helal Ahmed 0:34
398 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 51-1827 7:07 PM 7:32 PM 7:39 PM Md. Helal Ahmed 0:32
399 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 05-0012 7:08 PM 7:32 PM 7:39 PM Md. Helal Ahmed 0:31
400 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Dhaka Large Bus 0768 8:17 PM 8:27 PM 8:34 PM Md. Helal Ahmed 0:17
401 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Bus 11-1666 9:35 PM 9:39 PM 9:51 PM Md. Helal Ahmed 0:16
402 11-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Dhaka Large Bus 11-1682 9:35 PM 9:39 PM 9:51 PM Md. Helal Ahmed 0:16
403 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium 1121 6:25 AM 6:49 AM 6:57 AM Md. Nasir Uddin 0:32
404 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 11-0169 7:01 AM 7:28 AM 7:33 AM Md. Nasir Uddin 0:32
405 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 11-0103 7:03 AM 7:28 AM 7:33 AM Md. Nasir Uddin 0:30
406 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-0936 7:38 AM 7:49 AM 7:56 AM Md. Nasir Uddin 0:18
407 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 277 7:32 AM 7:49 AM 7:56 AM Md. Nasir Uddin 0:24
408 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 11-1534 7:56 AM 8:14 AM 8:21 AM Md. Nasir Uddin 0:25
409 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-0137 8:03 AM 8:14 AM 8:21 AM Md. Nasir Uddin 0:18
410 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 11-0008 7:58 AM 8:14 AM 8:21 AM Md. Nasir Uddin 0:23
411 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 1299 8:27 AM 8:39 AM 8:46 AM Md. Nasir Uddin 0:19
412 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 05-0036 8:18 AM 8:39 AM 8:46 AM Md. Nasir Uddin 0:28
413 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Jeep 07-0227 8:23 AM 8:39 AM 8:46 AM Md. Nasir Uddin 0:23
414 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 14-3175 8:26 AM 8:39 AM 8:46 AM Md. Nasir Uddin 0:20
415 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 14-0535 8:36 AM 9:17 AM 9:23 AM Md. Nasir Uddin 0:47
416 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-0087 8:42 AM 9:17 AM 9:23 AM Md. Nasir Uddin 0:41
417 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 16-1823 8:49 AM 9:17 AM 9:23 AM Md. Nasir Uddin 0:34
418 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 54-1250 9:18 AM 9:53 AM 10:00 AM Md. Nasir Uddin 0:42
419 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 14-0506 9:10 AM 9:53 AM 10:00 AM Md. Nasir Uddin 0:50
420 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Private Car 17-1000 9:25 AM 9:53 AM 10:00 AM Md. Nasir Uddin 0:35
421 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 11-0328 9:28 AM 9:53 AM 10:00 AM Md. Nasir Uddin 0:32
422 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-0407 9:55 AM 10:23 AM 10:30 AM Md. Nasir Uddin 0:35
423 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 06-0122 9:58 AM 10:23 AM 10:30 AM Md. Nasir Uddin 0:32
424 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 7461 10:09 AM 10:23 AM 10:30 AM Md. Nasir Uddin 0:21
425 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Private Car 14-2385 10:32 AM 10:47 AM 10:54 AM Md. Nasir Uddin 0:22
426 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 14-0270 10:27 AM 10:47 AM 10:54 AM Md. Nasir Uddin 0:27
427 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 04-0858 10:40 AM 10:47 AM 10:54 AM Md. Nasir Uddin 0:14
428 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-0128 10:45 AM 11:21 AM 11:27 AM Md. Nasir Uddin 0:42
429 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 11-0793 10:48 AM 11:21 AM 11:27 AM Md. Nasir Uddin 0:39
430 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 11-0062 10:55 AM 11:21 AM 11:27 AM Md. Nasir Uddin 0:32
431 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Truck 54-2142 10:58 AM 11:21 AM 11:27 AM Md. Nasir Uddin 0:29
432 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 11-1146 11:22 AM 11:48 AM 11:58 AM Md. Nasir Uddin 0:36
433 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-5053 11:28 AM 11:48 AM 11:58 AM Md. Nasir Uddin 0:30
434 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 11-0023 11:32 AM 11:48 AM 11:58 AM Md. Nasir Uddin 0:26
435 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 41-0013 11:55 AM 12:19 PM 12:27 PM Md. Nasir Uddin 0:32
Waiting
Time
(Min)
Appendix-5

SL No Date Road Name Location Driction Vehicle Type Registration Arrival Time
Departure
Time of Ferry
Arrival Time
of Ferry
Name of Surveyor
436 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 8216 12:01 PM 12:19 PM 12:27 PM Md. Nasir Uddin 0:26
437 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 71-0128 12:04 PM 12:19 PM 12:27 PM Md. Nasir Uddin 0:23
438 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-0012 12:26 PM 12:42 PM 12:48 PM Md. Nasir Uddin 0:22
439 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 01-0118 12:18 PM 12:42 PM 12:48 PM Md. Nasir Uddin 0:30
440 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-6552 12:51 PM 1:08 PM 1:17 PM Md. Nasir Uddin 0:26
441 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 14-2047 12:57 PM 1:08 PM 1:17 PM Md. Nasir Uddin 0:20
442 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 41-0014 12:59 PM 1:08 PM 1:17 PM Md. Nasir Uddin 0:18
443 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Small Bus 67 1:20 PM 1:42 PM 1:51 PM Md. Nasir Uddin 0:31
444 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-0493 1:23 PM 1:42 PM 1:51 PM Md. Nasir Uddin 0:28
445 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 16-3451 1:30 PM 1:42 PM 1:51 PM Md. Nasir Uddin 0:21
446 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 04-0522 3:35 PM 4:08 PM 4:15 PM Tareq Ahmed 0:40
447 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 51-6957 3:40 PM 4:08 PM 4:15 PM Tareq Ahmed 0:35
448 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 1129 3:43 PM 4:08 PM 4:15 PM Tareq Ahmed 0:32
449 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Motor Cycle 21-0393 4:00 PM 4:08 PM 4:15 PM Tareq Ahmed 0:15
450 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 14-1520 4:02 PM 4:08 PM 4:15 PM Tareq Ahmed 0:13
451 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Pickup 11-0035 4:02 PM 4:08 PM 4:15 PM Tareq Ahmed 0:13
452 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 11-4827 4:03 PM 4:08 PM 4:15 PM Tareq Ahmed 0:12
453 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 14-0704 4:06 PM 4:08 PM 4:15 PM Tareq Ahmed 0:09
454 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 12-8753 4:06 PM 4:08 PM 4:15 PM Tareq Ahmed 0:09
455 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 14-4114 4:10 PM 4:29 PM 4:37 PM Tareq Ahmed 0:27
456 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 14-2175 4:15 PM 4:29 PM 4:37 PM Tareq Ahmed 0:22
457 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 51-6435 4:18 PM 4:29 PM 4:37 PM Tareq Ahmed 0:19
458 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 11-0048 4:19 PM 4:29 PM 4:37 PM Tareq Ahmed 0:18
459 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 04-0098 4:37 PM 4:57 PM 5:04 PM Tareq Ahmed 0:27
460 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 02-0064 4:40 PM 4:57 PM 5:04 PM Tareq Ahmed 0:24
461 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Large Bus 02-0075 4:42 PM 4:57 PM 5:04 PM Tareq Ahmed 0:22
462 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 11-5683 4:45 PM 4:57 PM 5:04 PM Tareq Ahmed 0:19
463 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 11-3600 4:40 PM 4:57 PM 5:04 PM Tareq Ahmed 0:24
464 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 13-2422 4:56 PM 4:57 PM 5:04 PM Tareq Ahmed 0:08
465 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 14-2290 5:09 PM 5:23 PM 5:30 PM Tareq Ahmed 0:21
466 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 2777 5:09 PM 5:23 PM 5:30 PM Tareq Ahmed 0:21
467 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 11-0014 5:11 PM 5:23 PM 5:30 PM Tareq Ahmed 0:19
468 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 53-0894 5:14 PM 5:23 PM 5:30 PM Tareq Ahmed 0:16
469 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Jeep 9064 5:15 PM 5:23 PM 5:30 PM Tareq Ahmed 0:15
470 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 2200 5:16 PM 5:23 PM 5:30 PM Tareq Ahmed 0:14
471 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-0807 5:16 PM 5:23 PM 5:30 PM Tareq Ahmed 0:14
472 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-0264 5:17 PM 5:23 PM 5:30 PM Tareq Ahmed 0:13
473 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 14-1727 5:18 PM 5:23 PM 5:30 PM Tareq Ahmed 0:12
474 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Micro Bus 11-4801 5:40 PM 6:23 PM 6:30 PM Tareq Ahmed 0:50
475 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 13-0371 5:42 PM 6:23 PM 6:30 PM Tareq Ahmed 0:48
476 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 12-7123 5:46 PM 6:23 PM 6:30 PM Tareq Ahmed 0:44
477 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 879 5:50 PM 6:23 PM 6:30 PM Tareq Ahmed 0:40
478 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 11-0011 5:55 PM 6:23 PM 6:30 PM Tareq Ahmed 0:35
479 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 12-7123 5:58 PM 6:23 PM 6:30 PM Tareq Ahmed 0:32
480 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 16-0611 6:00 PM 6:23 PM 6:30 PM Tareq Ahmed 0:30
481 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 05-0036 7:30 PM 7:55 PM 8:02 PM Tareq Ahmed 0:32
482 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 11-0326 7:31 PM 7:33 PM 7:40 PM Tareq Ahmed 0:09
483 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 14-2201 9:06 PM 9:13 PM 9:20 PM Tareq Ahmed 0:14
484 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Jeep 11-1117 9:10 PM 9:13 PM 9:20 PM Tareq Ahmed 0:10
Waiting
Time
(Min)
Appendix-5

SL No Date Road Name Location Driction Vehicle Type Registration Arrival Time
Departure
Time of Ferry
Arrival Time
of Ferry
Name of Surveyor
485 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 11-0328 9:09 PM 9:11 PM 9:18 PM Tareq Ahmed 0:09
486 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Pickup 11-0059 9:10 PM 9:11 PM 9:18 PM Tareq Ahmed 0:08
487 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali 11-0001 9:10 PM 9:11 PM 9:18 PM Tareq Ahmed 0:08
488 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 9213 9:33 PM 9:50 PM 9:57 PM Tareq Ahmed 0:24
489 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 2722 9:33 PM 9:50 PM 9:57 PM Tareq Ahmed 0:24
490 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Jeep 11-0311 9:35 PM 9:50 PM 9:57 PM Tareq Ahmed 0:22
491 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 9030 9:30 PM 9:50 PM 9:57 PM Tareq Ahmed 0:27
492 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Car 02-1025 9:45 PM 9:50 PM 9:57 PM Tareq Ahmed 0:12
493 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Truck 0823 9:46 PM 9:50 PM 9:57 PM Tareq Ahmed 0:11
494 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 11-0017 7:11 AM 7:12 AM 7:18 AM Md. Sajadul Karim 0:07
495 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 11-0062 7:32 AM 7:39 AM 7:45 AM Md. Sajadul Karim 0:13
496 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 4382 7:32 AM 7:39 AM 7:45 AM Md. Sajadul Karim 0:13
497 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 05-0005 7:28 AM 7:39 AM 7:45 AM Md. Sajadul Karim 0:17
498 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Car 08-0001 7:30 AM 7:39 AM 7:45 AM Md. Sajadul Karim 0:15
499 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 11-0793 8:02 AM 8:00 AM 8:08 AM Md. Sajadul Karim 0:06
500 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 14-0620 7:58 AM 8:00 AM 8:08 AM Md. Sajadul Karim 0:10
501 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 25-8861 8:00 AM 8:00 AM 8:08 AM Md. Sajadul Karim 0:08
502 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 11-0767 8:14 AM 8:27 AM 8:34 AM Md. Sajadul Karim 0:20
503 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 11-0279 8:12 AM 8:27 AM 8:34 AM Md. Sajadul Karim 0:22
504 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 13-0456 8:14 AM 8:27 AM 8:34 AM Md. Sajadul Karim 0:20
505 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 18 8:14 AM 8:27 AM 8:34 AM Md. Sajadul Karim 0:20
506 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 11-0637 8:37 AM 8:53 AM 9:00 AM Md. Sajadul Karim 0:23
507 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 11-0772 8:37 AM 8:53 AM 9:00 AM Md. Sajadul Karim 0:23
508 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Pickup 14-4229 8:34 AM 8:53 AM 9:00 AM Md. Sajadul Karim 0:26
509 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Car 11-0041 8:34 AM 8:53 AM 9:00 AM Md. Sajadul Karim 0:26
510 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 48 9:08 AM 9:40 AM 9:47 AM Md. Sajadul Karim 0:39
511 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 11-4886 9:00 AM 9:40 AM 9:47 AM Md. Sajadul Karim 0:47
512 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 748 9:08 AM 9:40 AM 9:47 AM Md. Sajadul Karim 0:39
513 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 11-0519 9:02 AM 9:40 AM 9:47 AM Md. Sajadul Karim 0:45
514 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 11-1149 9:00 AM 9:40 AM 9:47 AM Md. Sajadul Karim 0:47
515 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Large Bus 1850 9:40 AM 10:10 AM 10:16 AM Md. Sajadul Karim 0:36
516 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Medium Truck 11-0824 9:38 AM 10:10 AM 10:16 AM Md. Sajadul Karim 0:38
517 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 6225 9:40 AM 10:10 AM 10:16 AM Md. Sajadul Karim 0:36
518 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal L. Bus 0825 10:20 AM 10:37 AM 10:43 AM Md. Sajadul Karim 0:23
519 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 02-0498 10:24 AM 10:37 AM 10:43 AM Md. Sajadul Karim 0:19
520 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal L. Bus 02-0425 10:25 AM 10:37 AM 10:43 AM Md. Sajadul Karim 0:18
521 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal L. Bus 02-0239 10:30 AM 10:37 AM 10:43 AM Md. Sajadul Karim 0:13
522 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Pickup 14-4483 10:12 AM 10:37 AM 10:43 AM Md. Sajadul Karim 0:31
523 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal L. Bus 11-1683 10:32 AM 10:37 AM 10:43 AM Md. Sajadul Karim 0:11
524 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal L. Bus 14-0009 10:14 AM 10:37 AM 10:43 AM Md. Sajadul Karim 0:29
525 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 1129 10:25 AM 10:37 AM 10:43 AM Md. Sajadul Karim 0:18
526 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Pickup 14-0229 10:45 AM 11:04 AM 11:11 AM Md. Sajadul Karim 0:26
527 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal L. Bus 11-0528 10:52 AM 11:04 AM 11:11 AM Md. Sajadul Karim 0:19
528 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 11-0513 10:54 AM 11:04 AM 11:11 AM Md. Sajadul Karim 0:17
529 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal L. Bus 27-1432 10:54 AM 11:04 AM 11:11 AM Md. Sajadul Karim 0:17
530 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal L. Bus 41-2032 10:55 AM 11:04 AM 11:11 AM Md. Sajadul Karim 0:16
531 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 06 11:20 AM 11:36 AM 11:42 AM Md. Sajadul Karim 0:22
532 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Car 9064 11:24 AM 11:36 AM 11:42 AM Md. Sajadul Karim 0:18
533 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal L. Bus 15-7630 11:22 AM 11:36 AM 11:42 AM Md. Sajadul Karim 0:20
Waiting
Time
(Min)
Appendix-5

SL No Date Road Name Location Driction Vehicle Type Registration Arrival Time
Departure
Time of Ferry
Arrival Time
of Ferry
Name of Surveyor
534 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 11:0008 12:20 PM 12:30 PM 12:36 PM Md. Sajadul Karim 0:16
535 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 04-1250 12:25 PM 12:30 PM 12:36 PM Md. Sajadul Karim 0:11
536 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 11-0509 11:56 AM 12:06 PM 12:14 PM Md. Sajadul Karim 0:18
537 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 11-0016 11:55 AM 12:06 PM 12:14 PM Md. Sajadul Karim 0:19
538 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 14-0704 11:58 AM 12:06 PM 12:14 PM Md. Sajadul Karim 0:16
539 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 05-0036 1:15 PM 1:23 PM 1:30 PM Md. Sajadul Karim 0:15
540 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal M. Bus 11-0328 1:20 PM 1:23 PM 1:30 PM Md. Sajadul Karim 0:10
541 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal L. Bus 8331 1:14 PM 1:23 PM 1:30 PM Md. Sajadul Karim 0:16
542 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Medium Bus 14-2290 6:09 AM 6:49 AM 6:57 AM Md. Nasir Uddin 0:48
543 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Patuakhali Mini Bus 903 6:17 AM 6:49 AM 6:57 AM Md. Nasir Uddin 0:40
544 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Pickup van 11-0038 3:15 PM 3:55 PM 4:04 PM Md. Helal Ahmed 0:49
545 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 04-0003 3:20 PM 3:55 PM 4:04 PM Md. Helal Ahmed 0:44
546 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 277 3:40 PM 3:55 PM 4:04 PM Md. Helal Ahmed 0:24
547 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 11-0361 3:45 PM 3:55 PM 4:04 PM Md. Helal Ahmed 0:19
548 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 1299 3:48 PM 3:55 PM 4:04 PM Md. Helal Ahmed 0:16
549 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Pickup van 11-1534 3:50 PM 3:55 PM 4:04 PM Md. Helal Ahmed 0:14
550 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Pickup 54-2142 3:54 PM 3:55 PM 4:04 PM Md. Helal Ahmed 0:10
551 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 11-0023 4:02 PM 4:19 PM 4:27 PM Md. Helal Ahmed 0:25
552 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 51-4565 4:10 PM 4:19 PM 4:27 PM Md. Helal Ahmed 0:17
553 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Car 12-2134 4:12 PM 4:19 PM 4:27 PM Md. Helal Ahmed 0:15
554 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Fuel Lorry 41-0014 4:17 PM 4:19 PM 4:27 PM Md. Helal Ahmed 0:10
555 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Fuel Lorry 41-0003 4:17 PM 4:19 PM 4:27 PM Md. Helal Ahmed 0:10
556 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Fuel Lorry 41-0016 4:18 PM 4:19 PM 4:27 PM Md. Helal Ahmed 0:09
557 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 05-0015 4:22 PM 4:45 PM 4:53 PM Md. Helal Ahmed 0:31
558 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 912 4:22 PM 4:45 PM 4:53 PM Md. Helal Ahmed 0:31
559 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 11-0009 4:38 PM 4:45 PM 4:53 PM Md. Helal Ahmed 0:15
560 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Truck 11-0004 4:40 PM 4:45 PM 4:53 PM Md. Helal Ahmed 0:13
561 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal pickup 11-0002 4:40 PM 4:45 PM 4:53 PM Md. Helal Ahmed 0:13
562 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Pickup 11-0493 4:41 PM 4:45 PM 4:53 PM Md. Helal Ahmed 0:12
563 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 6125 4:42 PM 4:45 PM 4:53 PM Md. Helal Ahmed 0:11
564 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Khulna Fuel Lorry 41-0011 4:42 PM 4:45 PM 4:53 PM Md. Helal Ahmed 0:11
565 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 11-2776 4:43 PM 4:45 PM 4:53 PM Md. Helal Ahmed 0:10
566 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 04-0858 4:50 PM 5:11 PM 5:20 PM Md. Helal Ahmed 0:30
567 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Pickup 11-0485 4:52 PM 5:11 PM 5:20 PM Md. Helal Ahmed 0:28
568 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Cox's Bazer Large Bus 11-0137 4:55 PM 5:11 PM 5:20 PM Md. Helal Ahmed 0:25
569 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal mini 3011 4:59 PM 5:11 PM 5:20 PM Md. Helal Ahmed 0:21
570 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 5164 5:30 PM 5:44 PM 5:52 PM Md. Helal Ahmed 0:22
571 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 11-0017 5:35 PM 5:44 PM 5:52 PM Md. Helal Ahmed 0:17
572 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 53-1277 5:38 PM 5:44 PM 5:52 PM Md. Helal Ahmed 0:14
573 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Mini Bus 67 5:43 PM 5:44 PM 5:52 PM Md. Helal Ahmed 0:09
574 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Ambulance 71-0624 6:07 PM 6:11 PM 6:19 PM Md. Helal Ahmed 0:12
575 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Pickup 11-0391 6:08 PM 6:11 PM 6:19 PM Md. Helal Ahmed 0:11
576 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Truck 11-2578 6:10 PM 6:11 PM 6:19 PM Md. Helal Ahmed 0:09
577 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Fuel Lorry 44-0084 6:11 PM 6:11 PM 6:19 PM Md. Helal Ahmed 0:08
578 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Truck 14-2280 6:40 PM 7:13 PM 7:22 PM Md. Helal Ahmed 0:42
579 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Truck 11-4868 6:50 PM 7:13 PM 7:22 PM Md. Helal Ahmed 0:32
580 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 11-4619 7:01 PM 7:13 PM 7:22 PM Md. Helal Ahmed 0:21
581 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Car 17-9948 7:07 PM 7:13 PM 7:22 PM Md. Helal Ahmed 0:15
582 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Pickup 11-0023 7:39 PM 8:11 PM 8:21 PM Md. Helal Ahmed 0:42
Waiting
Time
(Min)
Appendix-5

SL No Date Road Name Location Driction Vehicle Type Registration Arrival Time
Departure
Time of Ferry
Arrival Time
of Ferry
Name of Surveyor
583 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Dhaka Large Bus 14-0200 7:50 PM 8:11 PM 8:21 PM Md. Helal Ahmed 0:31
584 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Micro Bus 14-2385 7:55 PM 8:11 PM 8:21 PM Md. Helal Ahmed 0:26
585 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Truck 16-0118 8:01 PM 8:11 PM 8:21 PM Md. Helal Ahmed 0:20
586 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Truck 11-0076 8:02 PM 8:11 PM 8:21 PM Md. Helal Ahmed 0:19
587 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Car 03-4498 9:20 PM 9:40 PM 9:55 PM Md. Helal Ahmed 0:35
588 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Dhaka Large Bus 11-0569 9:22 PM 9:40 PM 9:55 PM Md. Helal Ahmed 0:33
589 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Dhaka Large Bus 14-4539 9:22 PM 9:40 PM 9:55 PM Md. Helal Ahmed 0:33
590 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Dhaka Large Bus 11-4827 9:23 PM 9:40 PM 9:55 PM Md. Helal Ahmed 0:32
591 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Fuel Lorry 2200 9:24 PM 9:40 PM 9:55 PM Md. Helal Ahmed 0:31
592 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Truck 11-0982 9:27 PM 9:40 PM 9:55 PM Md. Helal Ahmed 0:28
593 14-03-2011 Barisal - Patuakhali (N8) Lebukhali Ferry Ghat To Barisal Truck 05-0120 9:30 PM 9:40 PM 9:55 PM Md. Helal Ahmed 0:25
Average
0:27
Waiting
Time
(Min)
Appendix-5

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Appendix-6
Schematic Design of Bridge and Approach Road
In conventional Draft Feasibility Study Report (DFSR) this section should have been on
Preliminary Design instead of Schematic Design. However, as explained in section 1.3 of
Chapter-1 in Volume-1, due to extraordinary shortened time, for this Phase-1 study, the
Consultant had decided to present a schematic design based on the field data and to take up
the preliminary analysis of the bridge and approach road in Phase-2.
It was intended that the design calculation as appropriate for preliminary design of the
selected type of bridge and that of the approach roads shall be presented as section 6.1 for
Superstructure design, section 6.2 substructure and foundation design and section 6.3 for
pavement design in Phase-2 and presented in the Final Feasibility Report.
The Draft Feasibility Report was submitted, as directed by RHD, on 9 th of June 2011, within
a shortened time, this was followed by a presentation and discussion at RHD’s office on 15 th
of June 2011.
After the presentation on the 15 th June 2011, RHD informed the Consultant that they (RHD)
are in a great hurry to finalization of the Feasibility Study Report in its present state but
incorporating only the comments made by RHD during the presentation as soon as possible.
The detail of the schematic design of the bridge and approach roads after incorporation of
RHD’s comments have been presented in Chapter-6 of Volume-1, and the related drawings
are presented in Volume-3, section 1, 2, 4, 5 and 9.
Therefore, the intended analysis and design calculations have been omitted from this Final
Report.
Final Feasibility Study Report, June 2011 Volume-2, Appendix-6-1

Feasibility Study of Lebukhali Bridge BCL-STUP JV
A) Tables for Cost Estimates
Appendix-7
Table of Contents
Table A-1: Estimated Project Cost for Option-1 (Twin Box Girder) of Alternative-1
Table A-2: Estimated Project Cost for Option-2 (Extradosed Box Girder) of Alternative-1
Table A-3: Unit Rates of items of Work Bridge Portion
Table A-4: Estimation of Construction Cost of Approach Road (Option-1)
Table A-5: Estimation of Construction Cost of Approach Road (Option-2)
Table A-6: Summary of Approach Road Cost Estimate for the Bridge Project (Option-1)
Table A-7: Summary of Approach Road Cost Estimate for the Bridge Project (Option-2)
Table A-8: Estimation of Construction Cost of River Bank Protection Works
Table A-9: Estimated Cost of Approach Road for Alternative-2
Table A-10: Estimated Project Cost for Option-1 (Twin Box Girder) of Alternative-2
Table A-11: Estimated Project Cost for Option-2 (Extradosed Box Girder) of Alternative-2
B) Tables for Breakdown of Equipment Cost, Material Cost, Labour Cost etc. of major
items of work
Table B-1: Breakdown of Equipment Cost, Labour Cost and Material Cost Components
Table B-2: Breakdown of Local Cost and Foreign Cost Components
C) Tables for Supporting Documents of Equipment Cost, Labour Cost, Material Cost and
Rate Analysis
Table C-1: Break down of unit rate RHD Item Code 05/01/02j for M-35 Concrete
Table C-2: Break down of unit rate RHD Item Code 05/02/02 for HYSD Bar (Grade 60)
Table C-3: Break down of unit rate RHD Item Code 05/03/01 for Pre-stressing Wires or Cables
Table C-4: Break down of unit rate RHD Item Code 04/01/05g Permanent Steel Casing
Table C-5: Break down of unit rate RHD Item Code 03/10/02b Wearing Course 50mm thick
Table C-6: Break down of unit rate RHD Item Code 03/03/01 Aggregate Base Type-1
Table C-7: Break down of unit rate RHD Item Code 03/03/02 Aggregate Base Type-2
D) Detail of Cost Estimate of other Divisions
Table D-1: Detail of Cost Estimate for General and Site Facilities, Division-1
Table D-2: Detail of Cost Estimate for Subsoil Investigation, Division-2
Table D-3: Detail of Cost Estimate for Embankment Fill in Barisal & Patuakhali ends
Table D-4: Detail of Cost Estimate for Electrical Works
E) Comparison Tables for Cost of Bridge (Main & Viaduct) for the Two Options
Table E-1: Main Bridge (Twin Box Girder) and Viaduct Bridge (PSC T-Girder) Option-1
Table E-2: Main Bridge (Extradosed Box Girder) and Viaduct Bridge (PSC T-Girder) Option-2
Table E-3: Total Bridge Cost Comparison of Two Options
F) Comparison of Project Cost for the Two Alternatives
Table F-1: Comparison of Project cost of Alternative Alignments for Bridge Option 1
(Twin Box type)
Table F-2: Comparison of Project cost of Alternative Alignments for Bridge Option 2
(Extradosed type)
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Final Feasibility Study Report, June 2011
A) Tables for Cost Estimates

Feasibility Study of Lebukkali Bridge BCL-STUP JV
Table A-1
Estimated Project Cost for the proposed Bridge ( Twin Box Girder)
Option-1 of Alternative Alignment-1
Particulars
Aug-2013 Dec-2014 2015 2016 2017 In Million BDT
Project Cost
1. Construction Cost
a) Bridge 840.51 1,120.68 840.51
Total (Bridge) 840.51 1,120.68 840.51
b) Approach Roads 29.86 39.81 29.86
Total (Approach Roads) 29.86 39.81 29.86
c) River Protection Works 178.82
Total (River Training works) 178.82
Total construction Cost (Bridge Project only) 870.37 1,160.50
1,049.19
Total
Construction
Cost
2,801.71
2,801.71
99.54
99.54
178.82
178.82
3,080.07
2. Engineering Cost
a) Detailed Design (2.5% of Item 1) 23.10 53.90 77.00
b) Construction Supervision (3.5% of Item 1) 32.34 43.12 32.34 107.80
Total Engineering Cost
3. Land Acquisition and Resettlement Cost
23.10 53.90 32.34 43.12 32.34 184.80
a) Land Acquisition and Resettlement Cost 34.00 20.40 6.80
b) External Monitoring and NGO Operation Cost 2.50 2.50 2.50
6.80
2.50
68.00
10.00
Total Land Acquisition and Resettlement, and
EMP Cost
4. Administration Cost
36.50 22.90 9.30 9.30
78.00
a) Detailed Design stage (10% of Item 2a) 2.54 5.16 7.70
b) Construction Supervision stage (10% of Item 2b) 3.23 4.31 3.23
10.78
c) External Monitoring and NGO Operation stage
( 10% of item 3b)
0.30 0.40
Total Administration Cost 2.54 5.16 3.53 4.71
5. Physical Contingency (15% of item 1+2) 146.92 195.89
6. Price Contingency (5% of item 1+2+5) 56.32 75.09
Project Cost for Bridge 25.64 95.56 1132.39 1,488.62
0.30
3.53
146.92
56.32
1,297.61
1.00
19.48
489.73
187.73
4,039.81
Notes:
1) Estimated additional cost of Solar Power, Decorative lighting and Beautification approximate BDT 98 million has been assumed to
be covered under the provisional sum of physical contingency and price contingency totaling to approximate BDT 678 million.
3) Summary of Approach Road Cost Detail in Table A-6
5) Detail on Construction Cost of Bridge in Table E-1
Preconstruction
Activity & Detailed
Design Cost
6) Land Acquisition and Resettlement cost in Table 8.18-2 (Chapter 8)
Actual Construction Cost
2) Construction Cost, Unit Rates, Details for Bridge portion in Table A-3 and for Approach Road in Table A-4
4) Summary of River protection cost detail in Table A-8
(Base date for unit rates May-2011)
Total Bridge Length (12x30+1x75+4x100+1x75+18x30=1450m)
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table A-1

Feasibility Study of Lebukkali Bridge BCL-STUP JV
Table A-2
Estimated Project Cost for the proposed Bridge (Extradosed Box Girder)
Option-2 of Alternative Alignment-1
(Base date for unit rates May-2011)
Total Bridge Length (12x30+1x115+2x200+1x115+16x30=1470m)
Particulars
Project Cost
1. Construction Cost
a) Bridge 919.42
Total (Bridge) 919.42
Aug-2013 Dec-2014 2015 2016 2017 In Million BDT
1,225.89
1,225.89
919.42
919.42
b) Approach Roads 29.57 39.43 29.57
Total (Approach Roads) 29.57 39.43 29.57
c) River Protection Works 178.82
Total (River Training works) 178.82
Total construction Cost (Bridge Project only) 948.99 1,265.32 1,127.81
2. Engineering Cost
a) Detailed Design (2.5% of Item 1) 25.07 58.49
b) Construction Supervision (3.5% of Item1) 35.09
Total Engineering Cost 25.07 58.49 35.09
3. Land Acquisition and Resettlement Cost
a) Land Acquisition and Resettlement Cost 34.00
20.40
b) External Monitoring and NGO Operation Cost 2.50 2.50
Total Land Acquisition and Resettlement, and
EMP Cost
4. Administration Cost
0.00 36.50 22.90
a) Detailed Design stage (10% of Item2a) 2.76 5.60
b) Construction Supervision stage (10% of Item 2b) 3.51
c) External Monitoring and NGO Operation stage
(10% of item 3b)
Total Administration Cost 2.76 5.60
5. Physical Contingency (15% of item 1+2) 159.42
6. Price Contingency (5% of item 1+2+5) 61.11
Project Cost for Bridge 27.82 100.59
0.30
3.81
1,231.32
46.79
46.79
6.80
2.50
9.30
4.68
0.40
5.08
212.56
81.48
1,620.53
35.09
35.09
6.80
2.50
9.30
3.51
0.30
3.81
159.42
61.11
1,396.54
Total
Construction
Cost
3,064.72
3,064.72
98.58
98.58
178.82
178.82
3,342.12
83.55
116.97
200.53
68.00
10.00
78.00
8.36
11.70
1.00
21.05
531.40
203.70
4,376.80
Notes:
1) Estimated additional cost of Solar Power, Decorative lighting and Beautification approximate BDT 98 million has been assumed to
be covered under the provisional sum of physical contingency and price contingency totaling to approximate BDT 735 million.
3) Summary of Approach Road Cost Detail in Table A-7
5) Detail on Construction Cost of Bridge in Table E-2
Preconstruction
Activity & Detailed
Design Cost
6) Land Acquisition and Resettlement cost in Table 8.18-2 (Chapter 8)
Actual Construction Cost
2) Construction Cost, Unit Rates, Details for Bridge portion in Table A-3 and for Approach Road in Table A-5
4) Summary of River protection cost detail in Table A-8
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table A-2

Feasibility Study of Lebukhali Bridge BCL-STUP JV
SL No
Table A-3
Unit Rates of Items of work, Bridge Portion
(Base date, May 2011)
Description of Item
Item code of
SoR
Unit Rate (in
BDT)
1 Boring of Φ3.0m cast-in-situ piles
* m 113,276 130,267
2 Boring of Φ1.5m cast-in-situ piles
* m 18,275 21,016
3 Initial vertical load test on pilot piles
* no. 1,289,615 1,483,057
4 Ultrasonic integrity test on working pile
* no. 110,968 127,613
5 Permanent steel casing(20mm) for Φ3.0m
piles.
* m 224,809 224,809
6 Permanent steel casing(10mm) for Φ1.5m
piles.
** m 36,550 40,936
7 Concrete Grade-30 for RCC work.
* cu.m 12,119 13,937
8 Reinforcement Grade-60
05/02/02 tonne 86,112 86,112
9 Formwork for casting concrete sub-structure. * sq.m 2,209 2,540
10 Formwork for Parapet, Curb, Footpath,
Barrier etc.
* sq.m 95 109
11 Formwork for Towers
* sq.m 2,985 3,433
12 Erection of Box Segment(15.2mm 7 wire
strand)
* tonne 162,377 162,377
13 For anchoring of Extradosed deck
section(15.2mm 7-wire stand)
* tonne 602,907 602,907
14 Concrete Grade-50 for box, tower etc.
* cu.m 20,760 23,874
15 PTFE POT Type Bridge Bearing.
* no. 7,185,447 8,263,264
16 Bearings (1200x600x360)
** no. 700,000 784,000
17 Expansion Joints(2x19.76).
* m 10,000 11,200
18 Provide and erect steel Gantry /Traveling
Form (4 nos) for errection
* LS 61,199,589 70,379,527
19 Boring of Φ1.0m cast-in-situ RCC piles (04/01/01e) m 7,713 10,258
20 Temporary steel casing(10mm) for Φ1.0m
piles.
*** m 9,336 9,336
21 Concrete Grade-30 for Φ1.0m cast-in-situ
RCC piles.
* cu.m 12,119 13,937
22 Formwork for casting concrete, deck slab
* sq.m 670 771
23 Pre-stressed concrete girders cast-in-situ
cement concrete Grade-35
* cu.m 13,450 15,468
24 Neoprene/ Elastomeric type bearings.
* no. 19,856 22,834
25 Providing Expansion Joints (28x17.5m). (05/08/01) m 1,593 2,119
26 Supply and lay 50mm wearing course (03/10/02a) cu.m 10,039 13,352
27
Note:
Drainage pipes/spouts
* no. 215 247
* Third Karnaphuli Bridge Project.
** Third Shitalakhya Bridge Project
*** Consultants Rate Analysis
1.Adopted rates are equal to RHD Rates in April- 2008 plus 33% & 3rd Karnaphuli Bridge rates(2006) plus 15% Escalation
2. Steel materials rates kept same as Third Karnaphuli Bridge Project(2006) and RHD rates(April 2008)
3. Adopted rates is 12% escalated from Third Sitalakhya Bridge (2009)
Unit
Updated Adopted
Rate in BDT (2011)
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table A-3

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Sl
No
Item Name
Table A-4
Estimation of Construction Cost of Approach Road (Option-1)
(Base date, May 2011)
Length of Approach Road = 910m
Reference of
Rates
Unit Qty.
Unit Rate
in BDT
1 50 mm Wearing Course 03/10/02 cu.m 704.00 10,039
2 100 mm Bit. Binder Course
3rd Karnaphuli
Bridge(2006)
cu.m 1446.00 4,630
3
Bitumen in Wearing and
Binder Course
3rd Karnaphuli
Bridge(2006)
tonne 414.00 32,750
4 125 mm Base Type-1 03/03/01 cu.m 1961.00 3,389
5 150 mm Base Type-2 03/03/02 cu.m 2359.00 2,683
6 200 mm Sub-Base 03/02/01 cu.m 3656.00 2,800
7 300 mm ISG 02/08/01 cu.m 5788.00 627
8 Earth Filling in Shoulders 02/10/01 cu.m 874.00 123
9
Bituminous Prime Coat
(Plant Placed)
03/06/1a sq.m 15687.00 69
Bituminous Tack Coat (Plant
10
Work)
03/07/1a sq.m 35667.00 20
Preparation of Subgrade
11
300mm depth
02/07/02 sq.m 19747.00 32
12 Barrier/Lane divider
3rd Karnaphuli
Bridge(2006)
m 400.00 11,400
Total (in BDT) =
Total (in Million BDT) =
Adopted Unit
Rate in BDT
(May 2011)
13,352
5,325
37,663
4,507
3,568
3,724
834
164
92
27
43
13,110
Note:
Adopted unit Rates are the Rates of RHD in April- 2008 plus 33% & 3rd Karnaphuli Bridge (2006) plus 15% Escalation.
Amount in BDT
9,399,808.00
7,699,227.00
15,592,275.00
8,838,227.00
8,416,912.00
13,614,944.00
4,827,192.00
143,336.00
1,443,204.00
963,009.00
849,121.00
5,244,000.00
77,031,255.00
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table A-4
77.03

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Sl
No
Item Name
Reference of
Rates
Unit Qty.
Unit Rate
in BDT
1 50 mm Wearing Course 03/10/02 cu.m 693.00 10,039
2 100 mm Bit. Binder Course
3
Bitumen in Wearing and
Binder Course
3rd Karnaphuli
Bridge(2006)
3rd Karnaphuli
Bridge(2006)
cu.m 1425.00 4,630
tonne 411.00 32,750
4 125 mm Base Type-1 03/03/01 cu.m 1932.00 3,389
5 150 mm Base Type-2 03/03/02 cu.m 2324.00 2,683
6 200 mm Sub-Base 03/02/01 cu.m 3598.00 2,800
7 300 mm ISG 02/08/01 cu.m 5694.00 627
8 Earth Filling in Shoulders
02/10/01 cu.m 855.00 123
9
10
11
Bituminous Prime Coat
(Plant Placed)
Bituminous Tack Coat
(Plant Work)
Preparation of Subgrade
300mm depth
12 Barrier/Lane divider
Table A-5
Estimation of Construction Cost of Approach Road (Option-2)
(Base date, May 2011)
Length of Approach Road = 890m
03/06/1a sq.m 15453.00 69
03/07/1a sq.m 35667.00 20
02/07/02 sq.m 19424.00 32
3rd Karnaphuli
Bridge(2006)
m 400.00 11,400
Total (in BDT) =
Total (in Million BDT) =
Adopted Unit
Rate in BDT
(May 2011)
13,352
5,325
37,663
4,507
3,568
3,724
834
164
92
27
43
13,110
Note:
Adopted unit Rates are the Rates of RHD in April- 2008 plus 33% & 3rd Karnaphuli Bridge (2006) plus 15% Escalation.
Amount in BDT
9,252,936.00
7,587,412.50
15,479,287.50
8,707,524.00
8,292,032.00
13,398,952.00
4,748,796.00
140,220.00
1,421,676.00
963,009.00
835,232.00
5,244,000.00
76,071,077.00
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table A-5
76.07

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Table A-6
Summary of Approach Road Cost Estimate for the Bridge Project (Option -1)
(Base date, May 2011)
(A)
Sl No Description of Item Amount
(in Million BDT)
1 Approach Road* 77.03
2 Embankment fill at Barisal & Patuakhali End** 8.30
Total of A = 85.33
(B) Additional Cost of Miscellaneous Items of Work at Lump Sum (Consultant's Estimate)
Sl No Description of Item Amount
(in Million BDT)
1 Concrete Slope Protection 0.45
2 Road Marking - Thermoplastic Material 2.54
3 Traffic Signs 0.35
4 Sign Post 0.25
5 Toll Plaza 10.00
6 Plantation cost at Barisal & Patuakhali end 0.61
Total of B = 14.20
Notes:
Total Amount in Million BDT (A + B) = 99.54
* Approach Road Detail in Table A-4
** Embankment fill at Barisal & Patuakhali end in Table D-3
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table A-6

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Table A-7
Summary of Approach Road Cost Estimate for the Bridge Project (Option-2)
(Base date, May 2011)
(A)
Sl No Description of Item Amount
(in Million BDT)
1 Approach Road* 76.07
2 Embankment fill at Barisal & Patuakhali End** 8.30
Total of A = 84.37
(B) Additional Cost of Miscellaneous Items of Work at Lump Sum (Consultant's Estimate)
Sl No Description of Item Amount
(in Million BDT)
1 Concrete Slope Protection 0.45
2 Road Marking - Thermoplastic Material 2.54
3 Traffic Signs 0.35
4 Sign Post 0.25
5 Toll Plaza 10.00
6 Plantation cost at Barisal & Patuakhali end 0.61
Notes:
* Approach Road Detail in Table A-5
** Embankment fill at Barisal & Patuakhali end in Table D-3
Total of B = 14.20
Total Amount in Million BDT (A + B) = 98.58
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table A-7

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Sl
No
Item Name
Reference
of Rates
Unit Qty.
Unit Rate
in BDT
Adopted Unit
Rate in BDT
(May 2011)
1 Geotextile 3mm thick 3rd KBP* sq.m 9.50 147 169
2
Manufacture and place different sizes
of concrete block (Grade-20) in
nominated areas
Size 200mm x 200mm x 200mm 3rd KBP* cu.m 1.40 5200 5,980
3 Size 300mm x 300mm x 300mm 3rd KBP* cu.m 14.00 5200 5,980
4 Size 400mm x 400mm x 400mm 3rd KBP* cu.m 25.00 5200 5,980
5 Earthwork in cutting for guide bund
(LS)
6 Earthwork in filling for guide bund
with excavated earth
Note:
*Third Karnaphuli Bridge Project
Table A-8
Estimation of Construction Cost of River Bank Protection work
(Base date, May 2011)
3rd KBP* cu.m 10.00 760 874
3rd KBP* cu.m 45.00 68 78
Sub-total (in BDT per m length) =
Total (Length = 700 m) =
Total (in Million BDT) =
Amount in BDT
1,606
8,372
83,720
149,500
8,740
3,519
255,457
178,819,883
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table A-8
178.82

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Sl No Item Name
Reference of
Rates
Unit Qty.
Unit Rate in
BDT
(A) Pavement
1 50 mm Wearing Course 03/10/02 cu.m 833.00 10,039
2
3
Table A-9
Estimation of Construction Cost of Approach Road (Alternative-2)
(Base date, May 2011)
Length of Approach Road=1070m
100 mm Bit. Binder Course 3rd Karnaphuli
Bridge(2006)
Bitumen in Wearing and Binder
Course
3rd Karnaphuli
Bridge(2006)
cu.m 1617.00 4,630
tonne 452.00 32,750
4 125 mm Base Type-1 03/03/01 cu.m 2195.00 3,389
5 150 mm Base Type-2 03/03/02 cu.m 2641.00 2,683
6 200 mm Sub-Base 03/02/01 cu.m 4119.00 2,800
7 300 mm ISG 02/08/01 cu.m 6541.00 627
8 Earth Filling in Shoulders 02/10/01 cu.m 1028.00 123
Adopted Unit
Rate in BDT
(May 2011)
13,352
5,325
37,663
4,507
3,568
3,724
834
164
Amount in BDT
11,122,216.00
8,609,716.50
17,023,450.00
9,892,865.00
9,423,088.00
15,339,156.00
5,455,194.00
168,592.00
9
Bituminous Prime Coat (Plant
Placed)
03/06/1a sq.m 17559.00 69
92 1,615,428.00
10
Bituminous Tack Coat (Plant
Work)
03/07/1a sq.m 37047.00 20
27 1,000,269.00
11
Preparation of Subgrade 300mm
depth
02/07/02 sq.m 22331.00 32
43 960,233.00
12
Barrier/Lane divider 3rd Karnaphuli
Bridge(2006)
m 400.00 11,400 13,110 5,244,000.00
Sub-total in BDT= 85,854,207.50
(B) Embankment work
1
Embankment fill Barisal End 3rd Karnaphuli
Bridge(2006)
cu.m 53091.00 199 224 11,905,656.75
2
Embankment fill Patuakhali End 3rd Karnaphuli
Bridge(2006)
cu.m 14481.00 199 224 3,247,364.25
Sub-total in BDT= 15,153,021.00
(C) Additional Cost of Miscellaneous Items of Work at Lump Sum
(Consultant's Estimate)
1 Concrete Slope Protection 450,000.00
2
Road Marking - Thermoplastic
Material
2,700,000.00
3 Traffic Signs 350,000.00
4 Sign Post 250,000.00
5 Toll Plaza 10,000,000.00
6
Plantation cost at Barisal &
Patuakhali end
610,000.00
Sub-total in BDT= 14,360,000.00
Total (in BDT) =
Total (in Million BDT) =
Note:
Adopted unit Rates are the Rates of RHD in April- 2008 plus 33% & 3rd Karnaphuli Bridge (2006) plus 15% Escalation.
115,367,228.50
115.37
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table A-9

Feasibility Study of Lebukkali Bridge BCL-STUP JV
Table A-10
Estimated Project Cost for the proposed Bridge ( Twin Box Girder)
Option-1 of Alternative Alignment-2
(Base date for unit rates May-2011)
Total Bridge Length (12x30+1x75+4x100+1x75+18x30=1450m)
Particulars
Aug-13 Dec-14 2015 2016 2017 In Million BDT
Total
Construction
Cost
Project Cost
1. Construction Cost
a) Bridge 840.51 1120.68 840.51 2,801.71
Total (Bridge) 840.51 1120.68 840.51 2,801.71
b) Approach Roads 34.61 46.15 34.61 115.37
Total (Approach Roads) 34.61 46.15 34.61 115.37
c) River Protection Works 178.82 178.82
Total (River Training works) 178.82 178.82
Total construction Cost (Bridge Project only) 875.12 1166.83 1053.94 3,095.90
2. Engineering Cost
a) Detailed Design (2.5% of Item 1) 23.22 54.18 77.40
b) Construction Supervision (3.5% of Item 1) 32.51 43.34 32.51 108.36
Total Engineering Cost
3. Land Acquisition and Resettlement Cost
23.22 54.18 32.51 43.34 32.51 185.75
a) Land Acquisition and Resettlement Cost 77.22 46.33 15.44 15.44 154.43
b) External Monitoring and NGO Operation Cost 2.50 2.50 2.50 2.50 10.00
Total Land Acquisition and Resettlement, and
EMP Cost
4. Administration Cost
79.72 48.83 17.94 17.94 164.43
a) Detailed Design stage (10% of Item 2a) 2.55 5.19 7.74
b) Construction Supervision stage (10% of Item 2b) 3.25 4.33 3.25 10.84
c) External Monitoring and NGO Operation stage
( 10% of item 3b)
0.30 0.40 0.30 1.00
Total Administration Cost 2.55 5.19 3.55 4.73 3.55 19.58
5. Physical Contingency (15% of item 1+2) 147.67 196.90 147.67 492.25
6. Price Contingency (5% of item 1+2+5) 56.61 75.48 56.61 188.69
Project Cost for Bridge 25.77 139.08 1164.29 1505.23 1312.23 4,146.60
Notes:
1) Estimated additional cost of Solar Power, Decorative lighting and Beautification approximate BDT 98 million has
been assumed to be covered under the provisional sum of physical contingency and price contingency totaling to
approximate BDT 681 million.
3) Summary of Approach Road Cost Detail in Table A-9
5) Detail on Construction Cost of Bridge in Table E-1
Preconstruction
Activity & Detailed
Design Cost
2) Construction Cost, Unit Rates, Details for Bridge portion in Table A-3
4) Summary of River protection cost detail in Table A-8
6) Land Acquisition and Resettlement cost in Table 8.18-2 (Chapter 8)
Actual Construction Cost
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table A-10

Feasibility Study of Lebukkali Bridge BCL-STUP JV
Table A-11
Estimated Project Cost for the proposed Bridge (Extradosed Box Girder)
Option-2 of Alternative Alignment-2
(Base date for unit rates May-2011)
Total Bridge Length (12x30+1x115+2x200+1x115+16x30=1470m)
Particulars
Aug-13 Dec-14 2015 2016 2017 In Million BDT
Total
Construction
Cost
Project Cost
1. Construction Cost
a) Bridge 919.42 1225.89 919.42 3,064.72
Total (Bridge) 919.42 1225.89 919.42 3,064.72
b) Approach Roads 34.61 46.15 34.61 115.37
Total (Approach Roads) 34.61 46.15 34.61 115.37
c) River Protection Works 178.82 178.82
Total (River Training works) 178.82 178.82
Total construction Cost (Bridge Project only) 954.03 1272.04 1132.85 3,358.91
2. Engineering Cost
a) Detailed Design (2.5% of Item 1) 25.19 58.78 83.97
b) Construction Supervision (3.5% of Item 1) 35.27 47.02 35.27 117.56
Total Engineering Cost 25.19 58.78 35.27 47.02 35.27 201.53
3. Land Acquisition and Resettlement Cost
a) Land Acquisition and Resettlement Cost 77.22 46.33 15.44 15.44 154.43
b) External Monitoring and NGO Operation Cost 2.50 2.50 2.50 2.50 10.00
Total Land Acquisition and Resettlement, and
EMP Cost
4. Administration Cost
0.00 79.72 48.83 17.94 17.94 164.43
a) Detailed Design stage (10% of Item 2a) 2.77 5.63 8.40
b) Construction Supervision stage (10% of Item 2b) 3.53 4.70 3.53 11.76
c) External Monitoring and NGO Operation stage (
10% of item 3b)
0.30 0.40 0.30 1.00
Total Administration Cost 2.77 5.63 3.83 5.10 3.83 21.15
5. Physical Contingency (15% of item 1+2) 160.22 213.63 160.22 534.07
6. Price Contingency (5% of item 1+2+5) 61.42 81.89 61.42 204.73
Project Cost for Bridge 27.96 144.12 1263.59 1637.62 1411.52 4,484.82
Notes:
1) Estimated additional cost of Solar Power, Decorative lighting and Beautification approximate BDT 98 million has
been assumed to be covered under the provisional sum of physical contingency and price contingency totaling to
approximate BDT 739 million.
3) Summary of Approach Road Cost Detail in Table A-9
5)Detail on Construction Cost of Bridge in Table E-2
Preconstruction
Activity & Detailed
Design Cost
2) Construction Cost, Unit Rates, Details for Bridge portion in Table A-3
4) Summary of River protection cost detail in Table A-8
6) Land Acquisition and Resettlement cost in Table 8.18-2 (Chapter 8)
Actual Construction Cost
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table A-11

Feasibility Study of Lebukhali Bridge BCL-STUP JV
B) Tables for Breakdown of Equipment cost, Material cost,
Labour cost etc. of major items of work
Final Feasibility Study Report, June 2011

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Table B-1
Breakdown of Equipment Cost, Labour Cost & Material Cost Components
Reference: RHD, SoR of dated - April 2008.
Sl
Description of Item Item Code % of Construction Cost
No
Equipment Labour Material
Cost Cost Cost
1 Concrete Grade-30 - 1.50 13.50 85.00
2 Concrete Grade- 35 05/01/02j 30.00 20.00 50.00
3 Concrete Grade-50 30.00 20.00 50.00
4 High Yield Reinforcement Bars (Grade-60) 05/02/02 1.00 4.00 95.00
5 Prestressing Cable(15.2mm, 7- wire) 05/03/01 0.50 2.50 97.00
6 Permanent Steel Casing (Φ3.0m) 10.00 20.00 70.00
7 Permanent Steel Casing (Φ1.0m) 04/01/05g 10.00 20.00 70.00
8 Bituminous Concrete 03/10/02b 19.95 1.30 78.75
9 Base Type-I 03/03/01 5.50 9.50 85.00
10 Base Type-II 03/03/02 7.00 13.00 80.00
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table B-1

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Table B-2
Breakdown of Local Cost and Foreign Cost Components
Sl No Description of Item Reference Currency in (%)
of item Local Foreign
1 Concrete Grade-30 70.00 30.00
2 Concrete Grade-35 45.00 55.00
3 Concrete Grade-50 45.00 55.00
4 High Yield Reinforcement Bars (Grade-60) 75.00 25.00
5 Prestressing Cable 0.00 100.00
6 Permanent Steel Casing (Φ3.0m)* 0.00 100.00
7 Permanent Steel Casing (Φ1.0m) 50.00 50.00
8 Boring for Piles 0.00 100.00
9 Bituminous Concrete 0.00 100.00
10 Base Type-I 0.00 100.00
11 Base Type-II 15.00 85.00
Notes:
* Concrete Grade -50 and Permanent Steel Casing (Φ3.0m) refer Consultant's Assumption
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table B-2

Feasibility Study of Lebukhali Bridge BCL-STUP JV
C) Tables of Supporting Documents of
Equipment cost, Labour cost and Material cost and Rate Analysis
Final Feasibility Study Report, June 2011

Feasibility Study of Lebukhali Bridge BCL-STUP JV
C-1
Buildup of Specification Item, Code : 05/01/02j
General Info
Item Type : Division 5 - Structures
Item Name : Concrete Class - 35
Unit of Estimation : cu metre
Quantity for Estimation : 2.83
Selected Office : Barisal
Breakdown of Input
Items (All prices are in Taka)
Item Name
Item Type : Equipment
Input Items Specification Item Components
Unit Of
Estimation
Qty for
Estimation
Price for
Estim. Qty
Qty for
Estimation
Price for
Estim. Qty Unit Price
Concrete Mixer (7/5) day 1.00 750.00 0.17 124.50 43.96
Concrete Poker Vibrator day 1.00 400.00 0.17 66.40 23.45
Small hand tools (1) day 1.00 4.00 9.00 36.00 12.71
Stagging with M. S. pipe
(pc girder bridge)
Item Type : Labour
sq. metre 1.00 1,600.00 7.00 11,200.00 3,954.80
Labour cost for Stagging
(p.c girder bridge)
sq. metre 1.00 550.00 7.00 3,850.00 1,359.46
Labour for fixing and
removing steel form (pc
girder)
sq. metre 1.00 150.00 24.50 3,675.00 1,297.67
Masons day 1.00 250.00 0.83 207.50 73.27
Semi-skilled labourer day 1.00 180.00 1.33 239.40 84.53
Unskilled labourer day 1.00 150.00 7.50 1,125.00 397.25
Item Type : Material
Cement tonne 1.00 7,000.00 1.25 8,750.00 3,089.69
Coarse Sand FM>2.5 cu. metre 1.00 1,000.00 1.12 1,120.00 395.48
Crushed boulder/gravel
aggregate

Feasibility Study of Lebukhali Bridge BCL-STUP JV
C-2
Buildup of Specification Item, Code : 05/02/02
General Info
Item Type : Division 5 - Structures
Item Name : High Yield Reinforcement Bars
Unit of Estimation : Tonne
Quantity for Estimation : 1.00
Selected Office : Barisal
Breakdown of Input
Items (All prices are in Taka)
Item Name
Item Type : Equipment
Input Items Specification Item Components
Unit Of
Estimation
Qty for
Estimation
Price for
Estim. Qty
Qty for
Estimation
Price for
Estim. Qty Unit Price
Small hand tools (2) day 1.00 5.00 17.00 85.00 85.00
Item Type : Labour
Semi-skilled labourer day 1.00 180.00 6.00 1,080.00 1,080.00
Steel fixers day 1.00 250.00 4.00 1,000.00 1,000.00
Unskilled labourer day 1.00 150.00 6.10 914.25 914.25
Item Type : Material
G.I wire, nails etc kg 1.00 80.00 20.00 1,600.00 1,600.00
M.S. bar 60 grade tonne 1.00 65,000.00 1.03 66,950.00 66,950.00
Total Price of Specification Item : 71,629.25
Basic Unit Price of Specification Item : 71,629.25
Plus Profit at 10.00% : 7,162.93
Sub-Total : 78,792.18
Plus Tax & VAT at 9.2896% : 7,319.48
Total Unit Price of Specification Item : 86,111.66
Assumption : The same comment as Item 05/02/01 applies except that for simple structures the same rate
as Item 04/01/04 may be used.
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table C-2

Feasibility Study of Lebukhali Bridge BCL-STUP JV
C-3
Buildup of Specification Item, Code : 05/03/01
General Info
Item Type : Division 5 - Structures
Item Name : Prestressing Wire or Strand
Unit of Estimation : Tonne
Quantity for Estimation : 2.51
Selected Office : Barisal
Breakdown of Input
Items (All prices are in Taka)
Item Name
Item Type : Equipment
Input Items Specification Item Components
Unit Of
Estimation
Qty for
Estimation
Price for
Estim. Qty
Qty for
Estimation
Price for
Estim. Qty Unit Price
Hire cost of grouting
machine with labour for PC
girder.
Item Type : Labour
lump sum 1.00 2,000.00 1.00 2,000.00 797.45
Labour for Prestressing tonne 1.00 5,000.00 2.51 12,540.00 5,000.00
Item Type : Material
Cement tonne 1.00 7,000.00 1.00 7,000.00 2,791.07
Grouting Material Pkt 1.00 175.00 20.00 3,500.00 1,395.53
Prestressing Anchorage
system
set 1.00 2,500.00 30.00 75,000.00 29,904.31
Prestressing wire metal
sheathing
lin. metre 1.00 150.00 596.00 89,400.00 35,645.93
Prestressing wire/Strand tonne 1.00 120,000.00 2.30 276,415.78 110,213.63
Total Price of Specification Item : 465,855.78
Basic Unit Price of Specification Item : 185,747.92
Plus Profit at 10.00% : 18,574.79
Sub-Total : 204,322.71
Plus Tax & VAT at 9.2896% : 18,980.76
Total Unit Price of Specification Item : 223,303.47
Assumption : Rate has been built up from information given by the Engineers Company and assumes a 2m
high by 40m long beam with 12no 7mm wires used to form one tendon.
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table C-3

Feasibility Study of Lebukhali Bridge BCL-STUP JV
C-4
Buildup of Specification Item, Code : 04/01/05g
General Info
Item Type : Division 4 - Foundation Works
Item Name : Permanent steel casing (10 mm thick, 1000mm dia)
Unit of Estimation : Lin. Metre
Quantity for Estimation : 3.00
Selected Office : Barisal
Breakdown of Input
Items (All prices are in Taka)
Item Name
Item Type : Labour
Labour cost for cutting,
bending,welding and
painting steel plate of
10mm thick.
Labour for driving (10mm
thick) steel casing
1000mm dia
Item Type : Material
Input Items Specification Item Components
Unit Of
Estimation
Qty for
Estimation
Price for
Estim. Qty
Qty for
Estimation
Price for
Estim. Qty Unit Price
kg 1.00 7.00 739.47 5,176.29 1,725.43
lin. metre 1.00 500.00 3.00 1,500.00 500.00
10mm thick steel plate kg 1.00 58.00 739.47 42,889.26 14,296.42
Paint ltr 1.00 150.00 4.55 681.90 227.30
Assumption :
Total Price of Specification Item : 50,247.45
Basic Unit Price of Specification Item : 16,749.15
Plus Profit at 10.00% : 1,674.92
Sub-Total : 18,424.07
Plus Tax & VAT at 9.2896% : 1,711.52
Total Unit Price of Specification Item : 20,135.59
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table C-4

Feasibility Study of Lebukhali Bridge BCL-STUP JV
C-5
Buildup of Specification Item, Code : 03/10/02b
General Info
Item Type : Division 3 - Pavement Works
Item Name : DBS - Wearing Course 50mm thick (Av.)
Unit of Estimation : cu metre
Quantity for Estimation : 25.00
Selected Office : Barisal
Breakdown of Input
Items (All prices are in Taka)
Item Name
Item Type : Equipment
Input Items Specification Item Components
Unit Of
Estimation
Qty for
Estimation
Price for
Estim. Qty
Qty for
Estimation
Price for
Estim. Qty Unit Price
AC Paver day 1.00 6,000.00 1.00 6,000.00 240.00
Asphalt Plant day 1.00 10,000.00 0.50 5,000.00 200.00
Bitumen Distributor day 1.00 3,750.00 0.50 1,875.00 75.00
Dump Truck day 1.00 4,500.00 5.00 22,500.00 900.00
Tyre roller PTR day 1.00 4,000.00 1.00 4,000.00 160.00
Vibratory Roller ( 6-7.5
tonne)
Item Type : Labour
day 1.00 4,500.00 0.50 2,250.00 90.00
Asphalt Mistry day 1.00 250.00 2.00 500.00 20.00
Foreman day 1.00 300.00 1.00 300.00 12.00
Semi-skilled labourer day 1.00 180.00 4.00 720.00 28.80
Unskilled labourer day 1.00 150.00 8.00 1,200.00 48.00
Item Type : Material
Angle Iron
(62.5x62.5x6mm) using
20 times
lin. metre 1.00 15.00 20.00 300.00 12.00
Bitumen tonne 1.00 39,000.00 2.36 92,039.99 3,681.60
Coarse Sand FM>2.5 cu. metre 1.00 1,000.00 6.25 6,250.00 250.00
Crushed boulder/gravel
aggregate

Feasibility Study of Lebukhali Bridge BCL-STUP JV
C-6
Buildup of Specification Item, Code : 03/03/01
General Info
Item Type : Division 3 - Pavement Works
Item Name : Aggregate Base Type I
Unit of Estimation : cu metre
Quantity for Estimation : 10.00
Selected Office : Barisal
Breakdown of Input
Items (All prices are in Taka)
Item Name
Item Type : Equipment
Input Items Specification Item Components
Unit Of
Estimation
Qty for
Estimation
Price for
Estim. Qty
Qty for
Estimation
Price for
Estim. Qty Unit Price
Flat Bed truck (5tons) day 1.00 4,000.00 0.30 1,200.00 120.00
Small hand tools (1) day 1.00 4.00 12.50 50.00 5.00
Vibratory roller ( 7-
10tonne)
Item Type : Labour
day 1.00 5,000.00 0.06 300.00 30.00
Masons day 1.00 250.00 2.00 500.00 50.00
Unskilled labourer day 1.00 150.00 10.50 1,575.00 157.50
Item Type : Material
Crushed boulder/gravel
aggregate 1.0 cu. metre 1.00 475.00 4.43 2,104.25 210.43
Water cu. metre 1.00 10.00 10.00 100.00 10.00
Total Price of Specification Item : 28,192.75
Basic Unit Price of Specification Item : 2,819.28
Plus Profit at 10.00% : 281.93
Sub-Total : 3,101.21
Plus Tax & VAT at 9.2896% : 288.09
Total Unit Price of Specification Item : 3,389.30
Assumption : Type 1 Aggregate Base comprises a 2:1 mixture of Stone aggregate:Sylhet Sand. Assume
that all materials are brought to the contractor's stock yard and then premixed in the
required ratio with water before being taken to site by lorry for spreading and rolling. A daily
production of 150Cu.m is assumed with the roller being redeployed to other operations.
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table C-6

Feasibility Study of Lebukhali Bridge BCL-STUP JV
C-7
Buildup of Specification Item, Code : 03/03/02
General Info
Item Type : Division 3 - Pavement Works
Item Name : Aggregate Base Type II
Unit of Estimation : cu metre
Quantity for Estimation : 10.00
Selected Office : Barisal
Breakdown of Input
Items (All prices are in Taka)
Item Name
Item Type : Equipment
Input Items Specification Item Components
Unit Of
Estimation
Qty for
Estimation
Price for
Estim. Qty
Qty for
Estimation
Price for
Estim. Qty Unit Price
Flat Bed truck (5tons) day 1.00 4,000.00 0.30 1,200.00 120.00
Small hand tools (1) day 1.00 4.00 15.50 62.00 6.20
Vibratory roller ( 7-
10tonne)
Item Type : Labour
day 1.00 5,000.00 0.06 300.00 30.00
Masons day 1.00 250.00 3.00 750.00 75.00
Unskilled labourer day 1.00 150.00 12.50 1,875.00 187.50
Item Type : Material
Sand FM>1.0 cu. metre 1.00 475.00 4.42 2,099.50 209.95
Stone Brick Khoa < 40mm cu. metre 1.00 1,800.00 8.85 15,930.00 1,593.00
Water cu. metre 1.00 10.00 10.00 100.00 10.00
Total Price of Specification Item : 22,316.50
Basic Unit Price of Specification Item : 2,231.65
Plus Profit at 10.00% : 223.17
Sub-Total : 2,454.82
Plus Tax & VAT at 9.2896% : 228.04
Total Unit Price of Specification Item : 2,682.86
Assumption : The labour and production outputs are the same as for base type I with the only change
being in the blend of the material which is stone:khoa:sylhet sand in a ratio of 1:3:2. Again
the roller is considered to be efficiently redeployed to other operation. 100% bricks is used
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table C-7

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Final Feasibility Study Report, June 2011
D) Detail of Cost Estimate of other Divisions

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Item
No.
GENERAL AND SITE FACILITIES
1 Supply, Erect and Removal Field Office
for Engineer
01/02/01 LS 1.00 120,219
2 Maintenance Staffing, Security and 01/02/02 month 36.00 8,001
Clearing of the Field Office for the
Engineer.
3 Provision of Office Equipment and 01/02/03 month 36.00 6,011
Consumables
4 Provision and Maintence and Removal
of Sign Boards
01/02/04 LS 1.00 6,000
5 Provision
Equipment
and Maintence of Survey 01/02/05 month 36.00 601
6 Progress Photographs
01/02/07 month 36.00 962
7 Provide and Remove Site Laboratory
and Equipment.
01/03/01 LS 1.00 200,030
8 Maintain Site Laboratory
01/03/02 month 36.00 6,011
9 Saloon Car 1200cc Capacity
01/04/01 month 144.00 40,072
10 Pick-Up (Double Cab)
01/04/02 month 144.00 45,000
11 Four Wheel Drive Vehicla Min. 6 Seats 01/04/03 month 144.00 49,611
12 Motor Cycle - 125cc
01/04/04 month 216.00 2,999
13 Motor Boat Min. 5m Length
01/04/05 month 72.00 10,018
Note:
Adopted rates 1.33 times of SoR(2008)
Table D-1
Detail of Cost Estimate for General and Site Facilities
Description of Work
Item
Code of
SoR
Unit
Quantity
Rate in
BDT (SoR-
2008)
Adopted
Rate in
BDT
159,891
10,641
7,995
7,980
799
1,279
266,040
7,995
53,296
59,850
65,983
3,989
13,324
Total (in BDT)=
Total (BDT in Million)=
Total Amount
in BDT
159,891
383,088
287,807
7,980
28,776
46,061
266,040
287,807
7,674,589
8,618,400
9,501,499
861,553
959,324
29,082,813
29.08
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table D-1

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Item
No.
Subsoil Investigation
2.1
2.2
a Soil boring on ground (Viaduct
Barisal End) (12x
40.00=480.00m)
b) Soil boring on ground (Viaduct
Patuakhali End) (18x
50.00=900.00m)
c) Soil boring on water (Main
Bridge) (7x 90.00=630.00m)
3rd SBP* m 480.00 466
3rd SBP* m 900.00 466
3rd SBP* m 630.00 599
a) Special or Additional Tests 3rd SBP* LS 1.00 224,000
Note:
* Third Shitalakhya Bridge
Description of Work
Soil boring complete with SPT,
sampling, undisturbed sampling,
testing assessment and reporting
Laboratory test (Complete with soil
property, structural, chemical tests
and reporting)
Table D-2
Detail of Cost Estimate for Subsioil Investigation
Reference
of Rates
Unit Quantity
Rate in
BDT
Adopted
Rate in BDT
521.92
521.92
670.88
250,880.00
Total (in BDT)=
Total (BDT in Million)=
Total
Amount in
BDT
223,680
419,400
377,370
224,000
1,244,450
1.24
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table D-2

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Sl
No
Description of Item Unit Quantity Adopted
Unit Rate
(in BDT)
1 Embankment fill at Barisal End cu.m 27,442.00
2 Embankment fill at Patuakhali End cu.m 9,586.00
Note:
Table D-3
Embankment Fill in Barisal and Patuakhali approach
(Base date-May 2011)
Sub-Total =
Unit rate is taken from 3rd Karnaphuli Bridge Project with 15% Escalation.
224
224
Amount
(in Million
BDT)
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table D-3
6.15
2.15
8.30

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Item
No.
Table D-4
Detail of Cost Estimate for Electrical Works
Description of Work Unit Quantity Rate in BDT
1 Lighting pole with fixtures No. 100 53,440
2 Internal Lighting
No. 150 6,680
3 Sub-station with switchgear No. 1 1,336,000
4 Ligitining proction system No. 4 54,450
5 Navigation lighting
No. 6 16,700
Adopted Rate
in BDT
53,440
6,680
1,336,000
54,450
16,700
Total (in BDT)=
Total (BDT in Million)=
Total Amount in
BDT
5,344,000.00
1,002,000.00
1,336,000.00
217,800.00
100,200.00
8,000,000
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table D-4
8.00

Feasibility Study of Lebukhali Bridge BCL-STUP JV
E) Comparison Tables for
Cost of Bridge (Main & Viaduct) for the Two Options
Final Feasibility Study Report, June 2011

Feasibility Study of Lebukahli Bridge BCL-STUP JV
SL
Unit Qty. Adopted
No. Description of Work
Rate in BDT
(May-2011)
1. Main Bridge(4x100+2x75=550m)
Foundation Work
1 Boring of Φ1.5m cast-in-situ RCC piles
m 5,480 21,016
2 Initial vertical load test on pilot piles(Φ1.5m)
no. 4 2,224,586
3 Ultrasonic integrity test on working pile
no. 21 127,613
4
Permanent steel casing for Φ1.5m cast-in-situ RCC piles
(10mm)
m 1,861 40,936
5
6
Table E-1
Option-1 of Alternative Alignment-1
Main Bridge (Twin Box Girder) & Viaduct (PSC T-Girder)
Base date for Unit Rates-May 2011
Concrete Grade-30 for RCC work in cast-in-situ piles with
tremie pipe for Φ1.5m cast in situ piles
Reinforcement Grade-60 for Φ3.0m cast-in-situ RCC piles
Sub-total
Sub-Structure Works
Casting in-situ cement concrete Grade-30 for RCC works.
cu.m 8,371 13,937
tonne 1,314 86,112
7 Pile cap
cu.m 3,438 13,937
8 Pier legs & pier cap
cu.m 3,817 13,937
115.17
8.90
2.68
76.18
116.67
113.17
432.77
9 Formwork for casting concrete of pile cap, pier cap, leg
etc.
sq.m 5,640 2,540
14.33
10 Preparation of cofferdam for construction of pilecap below
existing ground level
LS 1 171,000,000 171.00
11 Reinforcement Grade-60
tonne 1,424 86,112
122.61
Sub-total
Super-Structure Works
409.04
12 Formwork for Parapet, Curb, Footpath, Barrier etc. sq.m 5,583 109
0.61
13 Reinforcement Grade-60
Providing and laying H.T. Tendons(Grade-270).
tonne 1,371 86,112
14 Erection of Box Segment (15.2mm 7 wire strand)
tonne 706 162,377
15 For all pre-stressed concrete works (Concrete grade-50) cu.m 8,994 23,874
16 Casting in-situ cement concrete Grade-30
cu.m 707 13,937
17 Bearings (1200x600x360)
no. 48 784,000
18 Expansion Joints(2x17.5m).
m 35 2,119
19 Supply and lay 50mm wearing course
cu.m 402 13,352
20 Drainage pipes/spouts
no. 366 247
21 Provide and erect steel Gantry /Traveling Form (4 nos) for
erection
Sub-total
LS 1 42,227,716
Main bridge total (in Million BDT)=
2. Viaduct(12x30+18x30=900m)
Foundation Work
22 Boring in all types of soil for cast-in-situ RCC piles of
Φ1.0m including fixing and removal of 6.0m temporary
steel casing.
m 19,889 10,258
23 Initial vertical load test on pilot piles
no. 6 1,483,057
Amount
(in Million BDT)
47.92
53.20
118.04
114.64
214.72
9.85
37.63
0.07
5.37
0.09
42.23
543.26
1,385.07
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table E-1
204.02
8.90

Feasibility Study of Lebukahli Bridge BCL-STUP JV
SL
No. Description of Work
Option-1 of Alternative Alignment-1
Main Bridge (Twin Box Girder) & Viaduct (PSC T-Girder)
Base date for Unit Rates-May 2011
Unit
Qty. Adopted
Rate in BDT
(May-2011)
24 Ultrasonic integrity test on working pile
no. 30 127,613
25 Additional temporary steel casing (10mm) for Φ1.0m piles
beyond 6.0m length.
m 6,324 9,336
26 Concrete Grade-30 for Φ1.0m cast-in-situ RCC piles. cu.m 16,023 15,468
27 Reinforcement Grade-60
Sub-Structure Works
Casting in-situ cement concrete Grade-30 for RCC works.
tonne 1,572 86,112
28 Pile cap
cu.m 8,009 13,937
29 Pier legs & pier cap
cu.m 3,470 13,937
30 Abutments
cu.m 49 13,937
31 Formwork for casting concrete in different components
of structures.
sq.m 10,687 2,540
32 Reinforcement Grade-60
tonne 2,262 86,112
Super-Structure Works
33 Formwork for casting concrete deck, parapet etc
sq.m 24,555 109
34 Reinforcement Grade-60
tonne 1,466 86,112
35 Providing
strand).
and laying H.T. Tendons(12.7mm 7- wire tonne 201 162,377
36 Pre-stressed concrete girders cast-in-situ cement concrete
Grade-35
cu.m 6,219 15,468
37 Casting in-situ cement concrete Grade-30 for deck, cu.m 4,156 13,937
38
paraphet, footpath slab, railing etc.
Neoprene/ Electrometric type bearings.
no. 480 22,834
39 Providing Expansion Joints(30x17.5m).
m 525 2,119
40 Supply and lay 50mm wearing course
cu.m 657 13,352
Amount
(in Million BDT)
3.83
59.04
247.84
135.39
111.62
48.36
0.68
27.14
194.82
2.68
126.24
41 Drainage pipes/spouts
no. 600 247
0.15
Viaduct total (in Million BDT)= 1,378.32
Total Bridge cost (in Million BDT)= 2,763.38
42 General & Site facilities (Table D-1)
29.08
43 Subsoil Investigation (Table D-2)
1.24
44 Electrical & Utilities (Table D-4)
8.00
Total (BDT in Million) 2,801.71
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table E-1
32.64
96.20
57.92
10.96
1.11
8.77

Feasibility Study of Lebukhali Bridge BCL-STUP JV
SL
No. Description of Work
1. Main Bridge(2x200+2x115=630m)
1
Foundation Work
Boring of Φ3.0m cast-in-situ RCC piles
m 1,500 130,267
2 Initial vertical load test on pilot piles(Φ1.5m)
no. 3 2,224,586
3 Ultrasonic integrity test on working pile
no. 18 127,613
4
Permanent steel casing for Φ3.0m cast-in-situ RCC piles
(20mm)
m 248 224,809
5
Concrete Grade-30 for RCC work in cast-in-situ piles with
tremie pipe for Φ3.0m cast in situ piles
cu.m 9,962 13,937
6
Table E-2
Option-2 of Alternative Alignment-1
Main Bridge (Extradosed Box Girder) & Viaduct (PSC T-Girder)
Base date for Unit Rates-May 2011
Reinforcement Grade-60 for Φ3.0m cast-in-situ RCC piles
Sub-total
Sub-Structure Works
Casting in-situ cement concrete Grade-30 for RCC works.
Qty. Adopted
Rate in BDT
(2011)
tonne 1,564 86,112
7 Pile cap
cu.m 3,993 13,937
8 Pier legs & pier cap
cu.m 3,421 13,937
9 Formwork for casting concrete of pile cap, pier cap, legs
etc.
sq.m 5,255 2,540
195.40
6.67
2.30
55.75
138.84
134.68
533.65
10 Preparation of cofferdam for construction of pilecap below
existing ground level
LS 1 176,000,000 176.00
11 Reinforcement Grade-60
tonne 1,455 86,112
Sub-total
12
Super-Structure Works
Formwork for Parapet, Curb, Footpath, Barrier etc.
sq.m 7,529 109
13 Formwork for Towers
sq.m 1,229 3,433
14 Reinforcement Grade-60
tonne 1,528 86,112
15
Providing and laying H.T. Tendons(Grade-270).
Erection of Box Segment(15.2mm 7 wire strand)
tonne 487 162,377
16 For anchoring of Extradosed deck section(15.2mm 7-wire
strand
tonne 251 602,907
Casting cement concrete Grade-50 for all Concrete works.
17 For all pre-stressed concrete works for PSC Box
cu.m 8,856 23,874
18 For Tower
cu.m 773 23,874
19 Casting in-situ cement concrete Grade-30
cu.m 1,188 13,937
20 PTFE POT Type Bridge Bearing.
no. 16 8,263,264
21 Expansion Joints(2x19.76m).
m 40 11,200
22 Supply and lay 50mm wearing course
cu.m 460 13,352
23 Drainage pipes/spouts
no. 422 247
24 Provide and erect steel Gantry /Traveling Form (4 nos) for
erection
LS 1 70,397,527
Unit
Sub-total
Main bridge total (in Million BDT)=
Amount
(in Million BDT)
55.65
47.68
13.35
125.29
417.97
0.82
4.22
131.62
79.02
151.33
211.43
18.45
16.56
132.21
0.44
6.14
0.10
70.40
822.74
1,774.36
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table E-2

Feasibility Study of Lebukhali Bridge BCL-STUP JV
SL
No. Description of Work
2. Viaduct(12x30+16x30=840m)
Option-2 of Alternative Alignment-1
Main Bridge (Extradosed Box Girder) & Viaduct (PSC T-Girder)
Base date for Unit Rates-May 2011
Unit
Qty. Adopted
Rate in BDT
(2011)
25
Foundation Work
Boring in all types of soil for cast-in-situ RCC piles of
Φ1.0m including fixing and removal of 6m temporary steel
casing.
m 18,407 10,258
26 Initial vertical load test on pilot piles
no. 6 1,483,057
27 Ultrasonic integrity test on working pile
no. 28 127,613
28 Additional temporary steel casing (10mm) for Φ1.0m piles
beyond 6.0m length.
m 5,836 9,336
29 Concrete Grade-30 for Φ1.0m cast-in-situ RCC piles. cu.m 14,712 13,937
30 Reinforcement Grade-60
Sub-Structure Works
Casting in-situ cement concrete Grade-30 for RCC works.
tonne 1,444 86,112
31 Pile cap
cu.m 7,456 13,937
32 Pier legs & pier cap
cu.m 3,136 13,937
33 Abutments
cu.m 49 13,937
34 Formwork for casting concrete in different components of
structures.
sq.m 9,746 2,540
35 Reinforcement Grade-60
tonne 2,088 86,112
Super-Structure Works
36 Formwork for casting concrete
sq.m 22,078 109
37 Reinforcement Grade-60
tonne 1,368 86,112
38 Providing and laying H.T. Tendons(12.7mm 7- wire strand). tonne 187 162,377
39 Pre-stressed concrete girders cast-in-situ cement concrete
Grade-35
cu.m 5,804 15,468
40 Casting in-situ cement concrete Grade-30 for deck, cu.m 3,879 13,937
praphet, footpath slab, railing etc.
41 Neoprene/ Electrometric type bearings.
no. 448 22,834
42 Providing Expansion Joints(28x17.5m).
m 490 2,119
43 Supply and lay 50mm wearing course
cu.m 613 13,352
Amount
(in Million BDT)
188.82
8.90
3.57
54.48
205.04
124.31
103.91
43.71
0.68
24.75
179.83
2.41
117.82
44 Drainage pipes/spouts
no. 562 247
0.14
Viaduct total (in Million BDT)= 1,252.03
Total Bridge cost (in Million BDT)= 3,026.39
45 General & Site facilities (Table D-1)
29.08
46 Subsoil Investigation (Table D-2)
1.24
47 Electrical & Utilities (Table D-4)
8.00
Total (BDT in Million) 3,064.72
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table E-2
30.36
89.78
54.06
10.23
1.04
8.18

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Alternative Option -1 Option- 2
Title
Table E-3
Total Bridge Cost Comparison of Two Options
Main Bridge(Twin Box Girder Bridge)
& Viaduct (PSC T - Girder)
Main Bridge(Extradosed Box Girder
Bridge) & Viaduct (PSC T - Girder)
Main Bridge Cost
(in Million BDT) 1385.07 1774.36
Viaduct Cost (in
Million BDT) 1378.32 1252.03
Total Cost (in
Million BDT) 2763.38 3026.39
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table E-3

Feasibility Study of Lebukhali Bridge BCL-STUP JV
F) Comparison of Project Cost for the Two Alternatives
Final Feasibility Study Report, June 2011

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Table F-1
Comparison of Project cost of Alternative Alignments for Bridge Option 1
(Twin Box type)
Sl.no. Description
Amount (BDT in million)
Alternative-1 Alternative-2
1 Project cost for Total Bridge 2,801.71 2,801.71
2 Project cost for Approach Roads 99.54 115.37
3 River Training Works
4 Environmental Management and Land Acquisition
& Resettlement Cost
178.82 178.82
i) Land 45.00 108.13
ii) Trees 0.60 15.00
iii) Crops - 0.40
iv) Fisheries 0.20 0.20
v) Rehabilitation 22.00 29.20
vi) Relocation 0.20 1.50
Sub-total of Sl. 4 68.00 154.43
Total 3,148.07 3,250.33
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table F-1

Feasibility Study of Lebukhali Bridge BCL-STUP JV
Table F-2
Comparison of Project cost of Alternative Alignments for Bridge Option 2
(Extradosed type)
Sl.no. Description Amount (BDT in million)
Alternative-1 Alternative-2
1 Project cost for Total Bridge 3,064.72 3,064.72
2 Project cost for Approach Roads 98.58 115.37
3 River Training Works
4 Environmental Management and Land Acquisition
& Resettlement Cost
178.82 178.82
i) Land 45.00 108.13
ii) Trees 0.60 15.00
iii) Crops - 0.40
iv) Fisheries 0.20 0.20
v) Rehabilitation 22.00 29.20
vi) Relocation 0.20 1.50
Sub-total of Sl. 4 68.00 154.43
Total 3,410.12 3,513.34
Final Feasibility Study Report, June 2011 Volume-2, Appendix-7, Table F-2

Government of the People’s Republic of Bangladesh
Ministry of Communications
Roads and Highways Department
FEASIBILITY STUDY OF LEBUKHALI BRIDGE
ON BARISAL - PATUAKHALI ROAD (N8)
FINAL REPORT
VOLUME - 3
DRAWINGS
A Joint Venture of
BCL Associates Ltd. STUP Consultants P Ltd.
June 2011