Government of the People’s Republic of Bangladesh

Ministry of Planning
Implementation Monitoring and Evaluation Division (IMED)

Impact Evaluation Report

On the project of
Cox’s Bazar-Teknaf Marine Drive Road Construction

May 2019
 Government of the People’s Republic of Bangladesh
Ministry of Planning
Implementation Monitoring and Evaluation Division (IMED)

Impact Evaluation Report

On the project of
Cox’s Bazar-Teknaf Marine Drive Road Construction

Key Consultants IMED Officials

Engr. Md. Nazrul Islam Dr. Md. Mashiur Rahman

Team Leader Director General
Monitoring & Evaluation Sector-2

Engr. Md. Maruf Ahmed Abdullah Al Mamun

Mid-level Engineer Director (Transport)
Monitoring & Evaluation Sector-2

Engr. Md. Feroz Iqbal Md. Shamim Mia

Road Safety Specialist Assistant Director (Transport)
Monitoring & Evaluation Sector-2
Nurul Amin
Sociologist

PDPS Engineering Consultants Ltd.

House- ‘Estuary’ No. 906/1, East Shewrapara, Mirpur, Dhaka-1216
Mobile: 01953624165, 01711889865,
E-mail: pdps.enc@gmail.com

May 2019
Photographs of cover page:

Left: Photograph of the road at 36th kilometer.

Right: Photograph of the road at 30th kilometer (Potuartek Pathorrani section)

 Impact Evaluation Report on the project
“Cox’s Bazar-Teknaf Marine Drive Road Construction”

Table of Contents

Article Subject Page

Executive Summary i
Acronyms v
Glossary vi
Chapter One: Background, description, objectives and financing
of the project
1.1 Background of the project 1
1.2 Brief particulars of the project 1
1.3 Scope of the study 2
1.4 Objectives of the project 2
1.5 Project approval, revision & implementation 3
1.6 Status of financing and implementation cost of the project 3
1.7 Major components of the project 4

Chapter Two: Methodology and work-plan of the Study

2.1 TOR of the Impact Evaluation Study 7
2.2 Methodology of the Study 8
2.3 Training of Data Collectors and monitoring of data collection works 14
2.4 Data processing and analysis 15
2.5 Work-plan of the Study 16
Chapter Three: Review of component-wise target, achievements and
problems during implementation
3.1 Introduction 18
3.2 Review of target and achieved progress of the project 18
3.3 Analysis of the attainment in physical and financial progress of the main 25
components
3.4 Project Component Analysis (PCA) 27
3.5 Land acquisition and payment of compensation 28
3.6 Protection of acquired land (ROW) of the road and preservation of the 28
documents
3.7 Limitations in obtaining documents and logistic facilities 29

Chapter Four: Review of procurement activity of the project

4.1 Introduction 30
4.2 Procurement plan as per DPP of the project 30
4.3 Procurement of transports and equipment for the project 32
4.4 Comments/observations 32

Chapter Five: Review and observations on the achievements of the

project objectives
5.1 Analyses of data obtained through KII 33
5.2 Analyses of data obtained from FGD 37
5.3 Data obtained from Local Level Workshop 38
5.4 Analyses of data obtained from physical observation of structures 44
5.5 Testing of the quality of the concrete work done in bridge and culverts 53
5.6 Conducting Traffic Survey and analysis of AADT obtained 56
5.7 Data on occurrence of accident 57
5.8 Post-construction maintenance of the project 57
5.9 Over-all achievement of the project objectives 59

Chapter Six: Analyses of data obtained from Household Beneficiary

Survey
6.1 Socio-economic and demographic characteristics 61
6.2 Present condition of the road and its uses by all including tourists 64
6.3 Adequacy of the bridge-culvert and condition of possible water-logging 66
situation in the project area
6.4 Impact on agriculture, availability of water in agricultural land, irrigation, 67
drainage and plantation
6.5 Development of communication, marketing of agro-products and creation of 67
earning opportunities
6.6 Environment management and road accident related information 70
6.7 Perception on SWOT of the project 70

Chapter Seven: SWOT Analysis

7.1 Strengths of the project 72
7.2 Weaknesses of the project 72
7.3 Opportunities created due to the implementation of the project 73
7.4 Risks/Threats of the project 73
Chapter Eight: Overall Observations
8.1 Overall observations 74
Chapter Nine: Recommendations & Conclusion
9.1 Recommendations 80
9.2 Conclusion 82
Annexures & Appendices 83
 Executive Summary
Cox’s Bazar-Teknaf Marine Drive Road (length 80 km) Construction Project is an important road
infra-structure project undertaken for socio-economic and military strategic development as well as
for rapid growth of tourism industry of the country. Coxsbazar-Teknaf sea-beach is the longest and
continuous natural sea-beach of the world. The Coxsbazar-Teknaf Marine Drive Road has been
implemented in 3 (three) phases by Road Transports and Highways Division through 16 ECB of
Bangladesh Army, as an alternative road of Coxsbazar-Teknaf portion of the existing Dhaka-
Chattogram-Coxsbazar-Teknaf National Highway (N1).

In the 1st Phase - 24 km length from Kalatoli, Coxsbazar to Inani; 2nd Phase-24 km length from
Inani to Shilkhali and 3rd Phase-32 km length from Shilkhali to Teknaf have been built. Originally,
only the 2nd Phase project has been undertaken by IMED for Impact Evaluation; But, as the
objectives of the 3 (three) Phases of the projects are same and each is related with other, in this
study for socio-economic impact analysis all the 3 phases length is included in addition to the details
evaluation of the 2nd phase project.

A DPP for the Marine Drive Road was approved by the ECNEC on 06-06-2000 to implement the
work by Bangladesh Army/RHD. But due to non-availability of fund, in FY 2004-2005, the project
was phased out into three phases. The re-casted DPP of the 1st Phase project of the Cox’s Bazar
had been approved by ECNEC in December, 2005 and it was completed in June, 2008 at a cost of
Tk. 93.77 crore. The original DPP of the 2nd phase project was approved by ECNEC on 25-4-2008
at a cost of Tk 155.76 crore with the duration from 2008-09 to 2012-13. During 2009-10, the 1st
Revised DPP with the cost of Tk. 169.29 crore has been approved. During 2012-13, 2nd RDPP has
been approved in which the project cost was Tk. 490.37 crore and due to the increased cost of the
land, through on SRDPP, the project cost was re-fixed at Tk. 491.26 crore, which was approved on
22-06-2016. The 2nd Phase project has been completed in June, 2016. The Phase-III project has
been approved for 3 years duration from 2014-15 FY at an estimated cost of Tk. 203.06 crore and
with its implementation in June, 2018, the whole project has been completed in all respect.

The impact evaluation of the project has been performed using both Qualitative and Quantitative
methods.
The 2nd phase project has been completed at a cost of Tk. 474.68 crore (96.62%) against the
approved SRDPP amount of Tk. 491.27 crore. In this case, the cost of land acquisition is 59.38%
of the project cost, As a result, the cost-over-run of the project compared to original DPP is
204.74%. The time-over-run of the project is 3 years i.e. it took 3 years more time in implementation
in addition to its original duration of 5 years. The project cost has been increased in the SRDPP, as
the pavement width has been built 5.50 meter instead of 3.66 meter as per provision of 2nd RDPP.
The Tk. 16.58 crore as per provision in Contingency Head hasn’t been expensed. But, 100%
physical progress of almost all components have been achieved. The procurement of “Goods” and
“Works” have been done as per PIP of the Bangladesh Army and project was implemented using
the equipments as well as man-power of the Army Unit and the construction works were supervised
by the Engineers of different level of the Bangladesh Army.

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Findings from the interview of the KII stakeholders, viz: public representatives, road-users,
beneficiaries of the project, FGD and Local Level Workshop shows that the alternate road
communication from Coxsbazar to Teknaf has become time-saving of about 50% (almost one & a
half hour) due to construction of the road as Regional Highway Standard; after construction of the
road, the growth of tourists in Coxsbazar has been multiplied successively. Opportunity for
production of shrimp all over the country and earning of foreign currency have been increased as
the road has facilitated the quick transportation of the fingerlings produced in the hatcheries situated
in the project areas; the productivities of the agricultural lands have been increased as the people
and the cultivable lands have been protected from the effect of tidal bore and the salinity.

6.00 km road of the total 24 km length of 2nd phase have been observed in detail. The finding is
that the condition of road embankment and pavement is good except some deviations in road
embankment. The deviations are: rain-cuts created in shoulders and slopes of 2.00 kilometer.
Findings in 24.00 km length in item of geometric design, road safety, road appurtenants and in
plantations are; There is obstruction in the sight of vehicle driver in inner side of the curves in 2 km
length; in 8 km length guide pillars were not been installed in road-curves, in approaches of bridges
& culverts, there is a accident-prone spot in S-curve at 32nd km; though rumble strips has been
provided there, but it hasn’t been provided in proper place; in 7 km length either there is no sign-
signal or sign-signals inadequate. Condition of the 7 culverts and 3 bridges are good; but in one
culvert, vehicles are experiencing jerking, in 2 culverts the span length is shorter compared to the
channel width, wheel guards of 4 culverts were not been painted. In the approach of one bridge, the
protective work done was observed inadequate. Protective works providing geo-bags, tetrapods etc.
have been done in 1227 meter length of the sea-shore. The completed protective works were
observed sustainable; but more tetrapods are required to be placed. Compressive strength of the
concretes of the 3 culverts and 2 bridges, done by Schmidt Hammer Tests are found specified except
the strength of wearing course of a culvert at 38th km. Comparing the traffic that have been counted
during this study with that before the construction, it is observed that in the span of 2 years, AADT
of total motorized and non-motorized vehicle increased to 9770 nos. from the previous 3173 nos.
i.e., the traffic growth per year is 104%.

From the findings of Household Beneficiary survey, it reveals that the socio-economic condition of
the people of the project areas have been improved more compared to other area, viz: (1) The
increase in family monthly income of the project areas (Tk. 10,000 or above income family) is 21%
more than the increase in monthly income of control areas in the time difference of before and after
implementation of project; (2) There has been a positive change in the profession: previously
businessmen was 17%, at present 21%; previously unemployed was 17%, now it is 13% and in the
opinion of almost 43% respondents, new employment created in tourism and construction sector.

SWOT analysis of the project show that on construction of the road beside the longest sea-beach of
the world, it become accessible, communication become easier and time-saving, opening a new
door for flourishment of tourism which is the main strength of the project. To enjoy the heavenly
beauty of the World’s longest sea-beach, the presence of the local and foreign tourists have been
increased several times compared to the previous numbers; the road is playing vital role for
preventing damage due to the effect of tidal bore and also saving the cultivable land from the salinity
effect of sea-water, these are the strengths of the project. Elapsing of additional 3 (three) years time

ii
beyond the stipulated period of 5 (five) years is a weakness of the project. Dependency of the
passengers largely on 3-wheelers auto-rickshaws and micro-buses as mass transports, even mini-
bus or small buses are not allowed to ply on the road, it is also a weakness. Cut of communication
from Kalatali to Bailey Hatchery; non-reconstruction of narrow Rezukhal Bridge at 18th km and
construction of a few culverts including one at 27th km having smaller span compared to the channel
width etc. are the main weak points of the project.

Meanwhile, as the tourists were attracted multiple times of the previous, with the growth of the
tourism, huge opportunity of jobs have been created. Construction of Marine Drive Road from
Coxsbazar to Teknaf has facilitated BEZA to undertake an Echo-park project at Sabrang (near
Teknaf). To prevent construction of structures (unlawfully) within the preserved and required width
(300 m/ 500 m) on bothsides of the road; maintenance of the protective works done on the sea-
shore; sustainability of the road due to a vulnerable point of Pathorrani areas at 28th km, as the road
is very close to the sea (10 meter) at that spot etc. are the threats or challenges of the project.
Some of the important recommendation of the impact evaluation are:
For restoration of disrupted communication between Kalatali to Bailey Hatchery of the 1st Phase
portion of Marine Drive Road which was constructed in 3 phases, in the breached spot and in sea-
beach at grade but of safe height, sustainable road to be constructed having appropriate robust
design with protective works, on the basis of Hydro-morphological Study Report, to ensure the
trouble-free movement of the tourists.

To create facilities for safe and comfortable journey of general passengers as well as for tourists,
mass transports like small or medium capacity buses/tourist buses, tourists smart service by BRTC
or by private entrepreneurs may be operated. It may be implemented on PPP basis.

It will not be right, at all, to allow construction of any structure on the sea-side of the Marine Drive
Road for protecting the beauty and also construction of structures on the otherside (country side) at
safe distance may be allowed only on prior permission of Coxsbazar Development Authority
(CoxDA) and RHD. To ensure this CoxDA, RHD, Coxsbazar District and Upazila Administration
and Bangladesh Parjatan Corporation to be watchful so that none can build structure without
permission. In this regard, respective Ministry may take steps to follow the Master Plan prepared
by CoxDA.

Instead of narrow Rezukhal Bailey Bridge at 18th km of 1st Phase project a double-lane permanent
bridge having aesthetically beautiful design to be built. Besides, to prevent accident at culvert of
32nd km which was built in a S-curve, a new small bridge replacing the culvert with approaches at
both ends to be constructed there. The approaches are to be eased on re-alignment. RTHD of MRTB
may take necessary steps in this regard.

Forest Department may take up social afforestation program in bothsides of the Marine Drive Road
in a very planned way upholding the characteristics of sea-coastal forest as well as mountain forest.
Design of the afforestation project ought to be done by engaging Consultant Firm. But, for utmost
appropriateness, advice of the “Specialist Panel of Experts” to be incorporated in design. The
plantation can’t be done continuously in the beach, plantation to be done keeping intermittent gap
(at alternate interval), so that tourists can clearly see the sea from the road.

iii
For ensuring safe and comfortable movement of the tourists, adequate no. of sign-signals in the
road to be installed, Rumble Strip as speed calming device in accident-prone spots to be constructed,
parking area beside the road to be earmarked, required no. of sign-signals to be installed in bridge
& culvert approaches, reflectory sheets to be stuck, guide posts are to be installed; as the road is
very close to the sea-shore, for preventing erosion in the vulnerable spots, protective measures, viz:
placement of tetrapods, geo-textile bags etc. to be taken and Tourist Police to be engaged for
ensuring security of the tourists.

Mini-tourists Centre comprising Tourist Restaurant, Hotel-Motel, Resort, Observation Tower

having small height for enjoying fish-catching etc. may be built at an internal of 8-10 kilometer
(minimum) in a planned way. In no way, permission for ribbon development should be allowed and
the proprosed Tourist Centre should be built in east side (Country side) of the road making approach
road to the proposed spot. Such provision should be kept in the Master Plan of Coxsbazar that is
being prepared by the Coxsbazar Development Authority (CoxDA).
Coxsbaza-Teknaf Marine Drive Road Construction project is playing a vital role in socio-economic
upliftment of Coxsbazar, i.e. of the whole of Bangladesh by attracting the tourists to the longest and
continuous natural heavenly beautiful sea-beach of the world. The objectives of the marine drive
project have been achieved to the great extent. During assessment of the quality as well as the
sustainability of the work done under the project, some flaws and deviations are observed which
have been mentioned in “Over-all observations” and in “SWOT analysis”. To make the marine
drive road more comfortable, safe, time-saving and tourist-friendly, all concerned agency including
Bangladesh Army and RHD may take effective steps on the basis of the observations and
recommendation of this study as per their respective jurisdiction.

iv
 Acronyms
Abbreviated Form Expanded Form
AADT Annual Average Daily Traffic
AOI Area of Influence
BFS Brick Flat Soling
BOQ Bill of Quantities
DCI Data Collecting Instrument
DLP Defects Liability Period
DPEC Departmental Project Evaluation Committee
DPP Development Project Proforma/Proposal
ECB Engineers Construction Brigade
ECNEC Executive Committee of the National Economic Council
FGD Focus Group Discussions
HBB Herringbone Bond of Bricks
IWM Institute of Water Modeling
KII Key Informant Interview
MRTB Ministry of Road Transport & Bridges

MSL Mean Sea Level

PAP Project Affected People
PCR Project Completion Report
PCU Passenger Car Unit
PIP Project Implementation Policy
PPA Public Procurement Act
PPR Public Procurement Rules
RDPP Revised Development Project Proforma/Proposal
RCC Reinforced Cement Concrete
RTW River Training Works
SPSS Statistical Package for Social Sciences
SWOT Strength, Weakness, Opportunity and Threat
SRDPP Special Revised Development Project Proforma/Proposal
UAF Uniform Appraisal Framework
VOC Vehicle Operating Cost

v
 Glossary

AADT: AADT is the Annual Daily Traffic. The aggregate no. of vehicles plying in a road or
Highway in both direction divided by 365 days is called AADT. It is used in planning of
transportation system and in transportation Engineering. AADT reflects how much a road is used
or how busy the road is. In design of pavement thickness, the no. of CVD (Commercial vehicle per
day) is used. On the other hand to design the no. of lane and width of a road, the nos. of both the
motorized and non-motorized vehicle are needed.
Accident Black Spot: Accident black spot are usually defined as road locations with (relatively)
high accident potentials or where accident have historically been concentrated.
Axle Load: The axle load of a wheeled vehicle is the total weight felt by the roadway or rail-line
tracks for all wheels connected to given axle (where axle is a steel shaft which connects wheels
centrally at ends). As for example, in Bangladesh, small, medium and big trucks are plying on the
roads. Small and medium trucks made with 2-Axle and big truck are made with 3-Axle. In 2-Axle
highest 6 tyres is used and in 3-Axle minimum 10 tyres are used. Pavement is designed, generally,
considering 2 tons of load over a wheel/tyre in Front Axle and 4 ton in Rear Axle. So, trucks
carrying load more than that, damages the road.
Hard-shoulder: In the roads where the paved road is narrow, so for passing of both way traffic
easily, sometimes, earthen shoulders in part-width (minimum 3ft in each side) is improved by brick-
pavement or flexible pavement at a low cost. This is called hard-shoulder. Hard-shoulder, generally,
used by pedestrian, bicycle and non-motorized slow moving vehicles.
Households (HHs): A household is identified as a dwelling unit where one or more persons live
and eat together with a common cooking arrangement. Persons living in the same dwelling unit
having separate cooking arrangements constitute separate household.
Raveling: If the aggregates become visible due to the progressive disintegration of binding between
the aggregates and the bitumen. Raveling is created due to the abrasion between the tyre and the
road surface and/or due to weathering action. If the rain water is continuously accumulated on the
surface of the road, then raveling is formed on the pavement. Also it is created due to passing of
vehicular traffic through the water stagnant or water-logged pavement surface.
Right of Way (ROW): The legal right of landed property, established by usage or acquisition, to
pass along a specific route through grounds or property belonging to the route. ROW demarcation
is required of preventing unauthorized encroachment.
Rumble strip: A series of raised strips with about 6” height across a road, which create shaking of
vehicle and thus compels reduction on the speed of vehicle and a noise also created.
Rutting: Depression on the pavement having a width of tyre, along the wheel paths and on the
length of pavement is called rutting. Rutting may occur due to under-thickness of pavement or due
to the weakness of it. It may happen due to over-loaded goods carrying trucks, lorries etc. Ruts are
evident particularly after a rain, when they are filled with water. Performance of a pavement is
recorded measuring its rutting. Rutting of an smaller size indicates the problem in the pavement
while greater size rutting indicate the problem in sub-grade as well. In Bangladesh rutting is much
observed in single lane road occurring due to plying of over-loaded 2 Axle trucks.

vi
Shoulder: A shoulder, often serving as an emergency stopping lane, is a reserved lane by verge of
a road or motorway. In Bangladesh shoulders are used mainly for non-motorized vehicle, bicycles
and for pedestrians. Shoulders are mostly built of earth. Shoulders protect the main crest of
pavement analogous to the shoulders of a man that helps in keeping head of a man.
Stakeholders: Those who may be potentially affected/benefitted by a proposal, e.g. local people,
the proponent, government agencies, NGOs, donors and all other parties who may be
affected/benefitted by the project or to take an interest in it.
Super-elevation: The amount by which the outer edge of a curve on a road or railway is built above
the inner edge is called Super-elevation. If super-elevation is not made in a road or in a railway
track, then during plying vehicle or train will not turn properly; rather it may be thrown out of the
road or track due to inertia of the velocity of the vehicle.

Tetrapod: Tetrapods are of conical-shape or tetrahedral shape having made of concrete.

These are used to dissipate the force of incoming waves by allowing water to flow around
rather then against them. Tetrapods reduce the damage/displacement due to the inter-locking
of sea-shore protective elements; rather it allows siltation.
Travel Time Cost (TTC): Travel time savings are a major benefit arising from investment in
transport infra-structure. Due to the improvement of road network, travelling time is reduced much.
It is possible to calculate the cost-savings per hour of time saving. This savings is different for
different vehicles plying in a road. As for example, in improved road, for motor car TTC is Tk.
33.3, for Micro-bus it is Tk. 30.00 and for Bus it is Tk. 18.4 per hour (Ref: PCR of RNIMP-II
project. prepared by ADB).
VOC: For plying of vehicles in roads or highways, expenditure like fuel cost, vehicle servicing
cost, cost for replacement of spare parts, cost for tyre-tubes, battery, for replacement of axles and
suspension of the vehicle etc., are to be incurred; all these together is called Vehicle Operating Cost
(VOC). The wear & tear of a vehicle will be minimum if the smoothness of the road surface is the
most. Vehicles and its utilities & spare parts are mostly imported from abroad. Hence, if the standard
of the road is better, the VOC will be less. Hence, there will be savings of huge amount of foreign
currency in addition to local currency.

vii
 Chapter One
Background, description, objectives and financing of the project

1.1 Background of the project:

Cox’s Bazar-Teknaf Marine Drive Road (length 80 km) Construction Project is an important road
infra-structure project undertaken for socio-economic and military strategic development as well as
for rapid growth of tourism industry of the country. The road has been constructed along and very
close to the coast-line of Bay of Bengal and is called as the world’s longest marine drive road,
Coxsbazar sea-beach is the world’s longest sea-beach of the world. It extends from Coxsbazar to
Teknaf though its width has been narrowed and gradually ended at Teknaf. There is an small
corridor of plain-land of about 200m in between sea at one side and scenic beautiful continuous
hilly terrain in land side, the land-scape of the same is of extra-ordinary beauty. The existing Dhaka-
Chattogram Highway (N1) extends upto Coxsbazar and then upto Teknaf. Its distance from the
sea-beach varies from 7 (seven) km to 10 (ten) km. The natural barriers to enjoy the scenic heavenly
beauty of the Bay of Bengal, is the series of mountain standing in between the sea and the National
Highway, N1. Hence, it is very much felt to build the Cox’s Bazar-Teknaf Marine Drive Road along
the sea-beach for the rapid growth of tourism industries in Coxsbazar and in turn for Bangladesh.
The road also important from the strategic point of military and economic development with
Mayanmar and Bangladesh also. Besides, the road will save the people of costal area from high tide
as well as tidal bore, salinity effect will be reduced, will contribute in fishing in the Bay of Bengal
and in expanding the fishing industry. Considering the above facts, it is decided to construct the
Marine Drive Road.

The construction of Cox’s Bazar-Teknaf Marine Drive Road (Feeder Road Type-A) has been
started in September of FY 1993-1994 by 16 ECB, Bangladesh Army. In July 1994, Army handed
over the project to RHD. Later on the project was again taken over by the Corp of Engineers of
Bangladesh Army by the order of the Hon’ble Prime Minister. The DPP of the project had been
approved by ECNEC on June 06, 2000 at an estimated cost of Tk. 14850.60 lakh. But due to non-
allocation of sufficient fund, in FY 2004-2005, Coxsbazar-Teknaf Marine Drive Project has been
decided that the project would be implemented in 3 phases.

1.2 Brief particulars of the project:

(a) Sponsoring Division/Ministry: Road Transport and Highways Division/Ministry of Road
Transport and Bridges (MRTB)
(b) Implementing Agency: Roads & Highways Department and Bangladesh Army
(c) Project Cost: The implementation cost of the phase-II project is shown in table 1.01

Table-1.01: Implementation cost of the project (2nd phase) (Taka in lakh)

Approved cost as per DPP Increased in cost (compared to original
Original 1st revised 2nd Special aprroved DPP)
Actual cost
revised revised (Cost-over-run)
Quantity Percent (%)
1 2 3 4 5 6 7
15576.41 16929.22 49037.16 49126.62 47468.36 31891.95 204.74%

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(d) Project implementation period: The project implementation period as per original DPP of
the 2nd phase and the actual implementation period of the project is shown in table 1.02.
Table-1.02: Project implementation period of 2nd phase
Approved implementation period as per DPP Actual Time-over-run
Original 1st revised 2nd revised Special implementation (Based on original DPP)
revised period
1 2 3 4 5 6
2008-2009 2008-2009 to 2008-2009 to 2008-2009 to 2008-2009 to 3 years (60%)
to 2012- 2012-2013 2015-2016 2015-2016 2015-2016
2013 = 5 years = 8 years = 8 years = 8 years
= 5 years

(e) Project Locations: 80 kilometer marine drive road from Cox's Bazar to Teknaf has been
constructed in 3 (three) phases. The 1st phase - 24 km length from Kalatoli at Coxsbazar town to
Inani is located in Cox's Bazar Sadar and Ramu Upazila, the 2nd phase-24 km length from Inani to
Shilkhali is located in Ukhiya and Teknaf Upazilas and 3rd phase-32 km length from Shilkhali to
Teknaf is located in Teknaf Upazila. The phase-wise location of the project is shown in "Map-I"
(Page no. 6).

1.3 Scope of the study:

The whole length of the project is under the scope of the study having emphasis on the “Cox’s
Bazar-Teknaf Marine Drive Road Construction 2nd Phase out of the 3 phases. During impact
evaluation, the component-wise implementation and financial achievement etc. were reviewd and
analyzed in detail for 2nd phase project with respect to the provision of the DPP. The objectives of
the 3 projects (1st phase, 2nd phase & 3rd phase) is same and each is related with other; so for
socio-economic impact analysis all the 3 phases length is included in the study.

1.4 Objectives of the project: The main objectives (7 nos) of the project are as follows:

(a) Regional Highway: Construction of the road in Regional Highway standard connecting Ukhia
and Teknaf with Coxsbazar beside the beach of the Bay of Bengal.

(b) Tourism: The road will play an important role in growth of tourism in this area. It will facilitate
in attracting the world’s longest and continuous natural beach to the tourists.

(c) Natural Resources: It will facilitate better in collecting the forest resources as well as other
natural resources.

(d) Alternative Route: It will be an alternative route to the existing Cox’s Bazar-Teknaf National
Highway (N-1).

(e) Fishing industries: It will create opportunity for expanding the fishing industries in this region.

(f) Relationship with Myanmar: It will contribute in improving the military, political and
economic relation with Myanmar.

(g) Salinity: It will save the local people as well as the cultivable land from the effect of tidal surge
and salinity.

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1.5 Project approval, revision & implementation:
The re-casted DPP of the phase-1 project of the Cox’s Bazar-Teknaf Marine Drive Road had been
approved by ECNEC in December, 2005 and it was completed in June, 2008 at a cost of Tk. 93.77
crore. After completion of the survey work for the phase-II project during 2007 by 16 ECB, the
DPP of the project was approved by ECNEC on 25-4-2008 at a cost of Tk 15576.41 lakh. During
2009-10, the 1st Revised DPP was approved. Later on, 2nd RDPP was approved in which the
project cost was Tk. 49037.17 lakh. Afterwards, due to the increased cost of the land through on
SRDPP, the project cost was re-fixed at Tk. 49126.61 lakh, which was approved on 22-06-2016
and the project has been completed in June, 2016. The Phase-III project was approved for 3 years
duration from 2014-15 FY at the estimated cost of Tk. 203.21 crore and its implementation has
been completed in June, 2018

1.6 Status of financing and implementation cost of the project:

The project has been financed fully from GOB fund. Year-wise financing & implementation cost
as per DPP of the 2nd phase shown in table-1.03

Table-1.03: Data of financing & expenditure of the project (2nd phase) (Taka in lakh)
Financial Target as per original Target as per SRDPP Fund Actual cost & Progress
year DPP released rate
Taka Percentage Taka Percentage Taka Percentage
% % %
1 2 3 4 5 6 7 8
2008-09 2853.59 18.32 2500.00 5.09 2500.00 2500.00 5.09
2009-10 3568.75 22.91 2000.00 4.07 2000.00 2000.00 4.07
2010-11 3262.34 20.94 500.00 1.02 500.00 500.00 1.02
2011-12 2257.07 14.49 1300.00 2.65 1300.00 1300.00 2.65
2012-13 3634.66 23.34 667.50 1.36 975.00 975.00 1.98
2013-14 14447.10 29.41 2500.00 2500.00 5.09
2014-15 13879.29 28.25 34555.71 34555.71 70.38
2015-16 13832.73 28.16 3137.46 3137.46 6.39
Total 15576.41 100% 49126.62 100% 47468.17 47468.17 96.62%

Year-wise allocation and total allocation of fund for the project (2nd phase) has been shown in the
table 1.01 and 1.02 below. These table shows that during the whole project period, the maximum
allocation and highest corresponding expenditure has been done in the 2014-15 financial year, in
respect to the expenditure it is 70.38% of the total.

3
 Year-wise allocation & total allocation
47468.17
50000
34555.71

Percentage
40000
30000
20000
10000 2500 2000 500 1300 975 2500 3137.46
0

Financial year

Fig-1.01: Year-wise allocation & total allocation

Year-wise progress & total Progress

96.62
100
70.38
80
Percentage

60
40
20 5.09 4.07 1.02 2.65 1.98 5.09 6.39
0

Financial year

Fig-1.01: Year-wise progress & total progress

1.7 Major components of the project:

The major components implemented under the project, its targeted quantity and actual
achievement as per Project Completion Report (PCR) are shown in table 1.04.

Table-1.04: Major components of the project (as per SRDPP)

Sl. Major components Unit Quantity
No. As per SRDPP Actual
achievement
(1) (2) (3) (4) (5)
Estimated cost
1. Land acquisition and payment of compensation acre 230.1428 230.1428
(Inani-Shilkhali & Shilkhali-Teknaf)
Construction works
2. Office, Housing, shade construction and maintenance sqm 1988.99 1988.99
Construction of road embankment

4
Sl. Major components Unit Quantity
No. As per SRDPP Actual
achievement
3. Earth work: Road-Inani-Shilkhali (25th km-48th Lac 10.61 10.61
kmn) & Diversion road (Bridge/culvert) cum
Construction of flexible pavement
4. Design type-5 km 7.84 7.84
5. Design type-4 km 15.68 15.68
Hard shoulder km
6. Design type-5 km 7.84 7.84
7. Design type-4 (with HBB & BFS) km 15.68 15.68
Carpeting & Seal coat (surfacing) km
8. Design type-5 km 7.84 7.84
9. Design type-4 (with HBB & BFS) km 15.68 15.68
10. HBB flat soling (for diversion road) km 3.80 3.80
11. Construction of RCC Bridge (9 nos) m 308.73 308.73
12. Construction of RCC Culvert (26 nos) m 180.60 180.60
Protective work
13. Geo-textile & CC block/shore protection elements m 1702 1702
14. Retaining wall/bricks works sqm 475 475
Road Safety
15. Construction of sign/signal post m 40 40
Construction of km post nos 24 24
16. Road marking km 24 24
17. Construction of guide post nos 1050 1050
18. Construction of parking area sqm 750 750
19. Construction of side drain m 3500 3500
20. Plantation km 24 24
21. Purches of Plant, vehicle & equipment (8 nos plant, nos 44 44
6 nos vehicles, 4 nos motor cycle (MC) & 28 nos
other equipments)
21. Road and plant maintenance, office furniture, L.S. L.S.
miscellaneous cost

5
 Map-I

6
 Chapter Two
Methodology, sample design and work-plan of the Study

2.1 TOR of the Impact Evaluation Study:

The Terms of Reference of Impact Evaluation Study of the project on "Coxsbazar Teknaf Marine
Drive Raod" are as follows:
a) Detail review of the project (all information relating to project: name, entrepreneurial
ministry, implementing agency, implementation period, estimated expenditure, year-wise
expenditure estimation, project objective, approval / correction, funding, project
background etc.).
b) To gather information of the overall and detailed implementation status of the project, to
analyze, present / review through tables/charts.
c) To analyze and review of the progress achieved against project objectives.
d) To examine whether the procurement process (invitation of tender, evaluation of tender,
approval procedures, contract awards etc ) under the project have been done as per PPA-
2006 and PPR-2008.
e) To Verify and review of the works and services procured under the project.
f) To review whether the procurement of goods, works and services has been done according
to the quantity as in the BOQ under the project. To examine that whether the quality has
been ensured according to the specification. The certification of the quality can be obtained
from the field level through sampling and testing in the laboratory.
g) Rationalization of DPP's year-wise allocation, requirements and analyzing whether the
project has been implemented according to the work plan from the beginning of the project;
Suggestions for remedial measures and recommendations for future by identifying if the
plan is interrupted.
h) Analysis, observation and review of various aspects related to the implementation of the
project such as land acquisition, utility transfer and delay in project implementation, ie.
delay in the purchase / procurement of goods, weakness in management, expansion of the
project, expiration of expenditure.
i) SWOT analysis of the project; In order to prepare the necessary recommendations for the
overall accuracy, error, vulnerability or incompatibility review to overcome the weakness.
j) Impact assessment of the project considering the socio-economic tourism context and the
source of wealth is created.

k) Comparative review of traffic volume on its various routes before and after implementation
of the project;

l) To analyze and review the volume and characteristics of road traffic under the project

m) To review use of sign-signal post in project roads and assessment of impact of traffic
services and their impact on discipline

7
 n) To Prepare evaluation report based on the information and observation received from the
project area with necessary recommendations with the approval of the purchasing agency
(IMED);

o) To organize a local level and National level workshop and to finalizing the evaluation report
considering the findings and the feedback / recommendations received in the workshop
with prior approval of the purchasing agency (IMED) and;

p) Other matters related to the project determined by the Procuring Entity (IMED).

2.2 Methodology of the Study:

Expected benefits of the project: Through the construction of Marine Drive Road on the beach, a
large number of tourists will be involved in the development of the tourism industry, the expansion
of trade and commerce, the expansion of employment opportunities and the creation of
opportunities to increase per capita income, transportation efficiency will be increased, the travel
time will be saved, the passengers travel costs and the transportation costs of the goods will be
reduced, the vehicle operation cost (VOC) will be decreased; All these are the expected benefit of
the project.

The Impact Evaluation Study has been done following two methods, namely: - (a) Qualitative and
(b) Quantitative methods, are used.

2.2.1 Qualitative Data Collecting Methods: For collecting qualitative data following methods
were used:

(a) Document Review: To capture the process efficiencies and outputs, particularly assessment of
the physical and financial progress/achievements against the targets was undertaken. This was
primarily accomplished through documents review, particularly IMED Reports and Progress
Reports were reviewed to assess the physical progress: comparison of targets versus achievements
both physical & financial and also for identifying the flaws & deviations as well as success-failure
in effectiveness of the project. In view of this, DPP, RDPP, PCR, UAF Report, Design-Drawing
(Specification), PIP, IMED Inspection Report and Progress Report has been reviewed for this
purpose. Actual achievement has been analyzed as per the components of project. According to the
physical observation in filed level, recommendations for accepting/taking new projects in future for
coastal areas has been reflected in the impact assessment report. In addition, the particulars and
quantity of land acquired in the project area has been included in the report.

(b) Key Informant’s Interview (KII): KII is one of the method for In-depth Qualitative
Investigation. KII was conducted to obtain data on quality and use of infrastructural components,
perceptions and opinions of the Key Informants including other stakeholders to measure successes
or failures indicating sustainability and impact of the project. To attain the main objectives of the
Impact Evaluation, a total of 55 KII (table-2.01) was taken from Project Director, project related
officer, concerned Govt. officers, Public representative, benificiaries (viz: Businessmen involved in
hotels, restaurants and tourism industry), representative of transport association, vehicle driver,
road-users farmers and students. Interviews has been taken as per Semi-structured Questionnaire
(Annexure-II).

8
Table-2.01: Stakeholders of KII
Sl. No. Stakeholders/KII persons Selected sample No.
1 Additional Chief Engineer, RHD, Chattogram 1 x 1 = 1 person
2 Executive Engineer, RHD, Coxsbazar 1 x 1 = 1 person
3 Senior Officer of 34 ECB, Dampara, Chattogram and 16 2 x 1 = 2 person
ECB, Jhawtala, Cox's Bazar.
4 D.C., Coxsbazar 1 x 1 = 1 person
5 Representative of Coxsbazar Development Authority 1 x 1 = 1 person
6 Bangladesh Economic Zone Authority (BEZA), Sabrang. 1 x 1 = 1 person
7 Upazilla Nirbahi Officer (UNO), 2 Upazila 2 x 1 = 2 person
8 Officers of Parjaton Corporation, Cox's Bazar 2 x 1 = 2 person
9 Public Representatives from 3 Upazilas 3 x 3 = 9 person
10 Beneficiaries:- Hotels, restaurants & shops owners, 15 x 1 = 15 person
businessman, recreation centre owner, representative from
fishery businessmen (including hatchery owner's society)
11 Women representative/entrepreneur 4 x 1 = 4 person
12 Representative of Transport Association, Transport Drivers 11 x 1 = 11 person
and Road users, e.g., farmers, businessmen & students
13 Beneficiaries of the project by any other way/ local elites 5 x 1 = 5 person
Total = 55 persons

c) Focus Group Discussions (FGD): In order to obtain the filed level data, FGD has been organized
in the Teknaf Upazila under the Chairmanship of the Upazila Nirbahi Officer. The data was
collected following the pre-scheduled FGD Questionnaire (Annexure-III). The list of invited
discussants in FGD is shown in Table 2.02.

Table-2.02: The list of invited Discussants in FGD

Sl No. Designation/profession of the participants Nos.
1 UpazillaNirbahi Officer (UNO) 1 person
2 Representative from IMED 1 person
3 Representative from RHD, Coxsbazar 1 person
4 Representative from 16 ECB, Jhawtola, Cox’s Bazar 1 person
5 Representative from Coxsbazar Development Authority 1 person
6 Representative from Bangladesh Economic Zone Authority, Sabrang 1 person
7 Upazila level women officer or women teacher of school/college 1 persons
8 Chairman of Union Parishad and member of Ward 2 persons
9 Road user, Tourist Businessman & School Teacher, 3 persons
10 Representative of Transport Owner’s Association 1 persons
/Businessman/Representative of Transport Drivers Association
Total = 13 persons

(d) Infra-structural observation through Checklists: The roads, bridge & culverts, protective
work and road safety activities were physically observed in the field and verified whether they are
sustainable or not. One of the main components of the DPP is the construction of flexible pavement
(design type-5) and construction of flexible pavement (design type-4). In some chainage, the design
type-5 and design type-4 has been followed, as mentioned in the report. Besides, it has been
examined whether Geometric Design of the road has been done properly. For the above purposes,
a Checklist for Infra-structural observation was prepared. For road-embankment, pavement, road

9
safety activities and culverts, Checklist Annexure-IV-A were used and for Bridges, Annexure-IV-
B were used and for protective works Annexure-IV-C was used. The main parameters which were
observed are shown in table 2.03.
Table-2.03: Parameters of field observation

Parameters of road Road safety & road
condition appurtenant
 Shoulder  Mandatory, cautionary
 Slope & directional signs-
 Surface smoothness signals
 Surface Undulation &  Whether the super-
cracks elevation on the curve
 Potholes is right and whether
 Raveling there is any barrier to
 Rutting the eye-sight of the
 Edge-breaking vehicle drivers
 Camber/cross  Accident black
gradient spot/accident prone
 Water-logging etc. spot
 Road marking, median
or center-line marking
 Whether Kilometer
Posts are there,
whether their text is
legible and whether
are covered by weeds
 Whether there are
guide pillar at the
bridge approaches and
at the curves
Parameters of Bridge, Parameters of Sea-
Culvert & Protective Shore Protective
work Work
 Concrete workmanship  Whether the
 Hair-crack, honey- protective work
comb has been done
 Whether the length is from the road to
justified compared to the necessary /
the width of the sufficient distance
channel  Whether the block-
 Whether there is a pitching is in good
problem of navigation condition
 Whether or not the  Whether Geo-bag
vehicle gets hit at the is in good
beginning of the bridge condition
and at its joints  Whether
 Whether there is any Geotextile /
flaw in the bearing of Synthetic has the
bridges and have been risk of road safety
the bearing tested in the  Tetrapod is in good
Laboratory condition and is it
 Whether the works on enough?
the bridge's approach  Whether there is
have been sustained any damage to the
 Whether the block- road due to tidal,
pitching work is in cyclone or natural
good condition disaster
 Whether the top surface  If the damage
of deck slab of occurs, What is the
bridge/culvert is good nature / type of
 Whether there is damage?
reflective signs in the
bridge railing

According to the above checklist the data has been collected from the field by the trained Data
Collectors (Graduate & Diploma Engineer) under the guidance of the Team Leader, Road Safety
Specialist and assigned Civil Engineers. Team Leader, Road Safety Specialist and assigned Civil
Engineers themselves also visited road, bridge-culvert & protective works and the conditions were
recorded.

Information on whether there is any arrangement for Axle load control on the road has been
collected through KII. For the proper protection and maintenance of the road in future and for
elimination of problems & obstacles those have been identified, recommendation have been made
in the report.

10
Selected part of road & bridges for the physical observation: The main physical works and
sample selected for the study are shown in table 2.04

Table-2.04: The main physical works and selected sample for the study
Sl. Component Unit (as per Quantity Selected sample
No. DPP) (as per DPP)
01 Construction of road embankment
Earth work: Road-Inani-Shilkhali (25th Lakh cum 10 (24 km) 6.00 km
km-48th kmn)
02 Construction of flexible pavement
(hard shoulder)
Design type-5* km 7.84 2.00 km
*
Design type-4 km 15.68 4.00 km
03 Carpeting & Seal coat (surfacing)
Design type-5 km 7.84 2.00 km
Design type-4 (with HBB & BFS) km 15.68 4.00 km
04 Construction of RCC Bridge (9 nos) m 308.73 3 nos
05 Construction of RCC Culvert (26 m 180.60 7 nos
nos)
06 Protective work
Geo-bag, Tetrapod & CC block/shore m 1227 6.00 km
protection elements
07 Retaining wall m 475 6.00 km
08 Road Safety sign-signal Tk. 773.64 lakh 24.00 km
09 Plantation km 24 24.00 km

* = The drawing of Design type-5 & 4 are given in Appendix-II

(e) Post-construction field tests: The concrete bridges and culverts have been tested in the field to
examine whether they were constructed according to the specification. 2 bridges (namely- Monkhali
and Inani Bridge) and in case of 3 culverts field test have been done using "Non-destructive Schmidt
Hammer Test".

(f) Traffic Survey: AADT surveys has been conducted in a station (i.e. Rezukhal Bridge) to
collected the data about the mode & number of traffic movement of the road. Traffic standard format
has been used for counting vehicles. During the traffic survey, the field level officers of the Army
and members of the BGB has given their physical support & co-operation.

(g) Data relating to road accident: To collect data on the occurrence of road accidents in the
project road during the last one year, related questions has been included in HH’s, KII and FGD
questionnaire. Besides, during inspection of the structures constructed under the project, required
data on road accidents has been collected. Findings are included in the report.

(h) Local Level Workshop: As per the TOR, at the ending stage of the quantitative data collection,
on 11 March, 2019, a Local Level Workshop has been arranged at the Cox's Bazar Sadar Upazila
to facilitate the collection of data on 3 Phases of the project roads and to take feedback from District
Level Stakeholders.

11
(i) SWOT Analysis: Data on SWOT has been extracted from both the Quantitative and Qualitative
data obtained following the methods stated above. Strength, Weakness, Opportunity and Threat
have been identified and analyzed. For this purpose, pre-scheduled SWOT questions have been
included in the HH’s Survey, KII and FGD.

2.2.2 Quantitative Household Survey: For a comprehensive and designed Impact Evaluation
Survey, data and study findings has been collected applying the methods of Quantitative surveys
among beneficiaries which were conducted to obtain data primarily on the effectiveness of the
project interventions in terms of achieving the desired results; progress in Tourism industry, income
and employment generations and also impacts on poverty reduction etc. For comparative analysis,
data has been collected from the Benificiary of Household and Business Entities of the project areas
using the questionnaire of Annexure-IA; while for control area data has been collected from the
Benificiary of Households and Business Entities using the questionnaire of Annexure-1B. The
respondents those who are living out of project area but at the distance of within 2 km or more from
the line of project area is defined as control area. For the Quantitative Household Survey, the
following Socio-economic Indicators has been included in the questinnaire :-

Table-2.05: Quantitative survey (socio-economic) indicators

1. General information
2. Educational qualification
3. Profession
4. Per Capita Income
5. Employment- Tourism Industry related
6. Rate of tourist growth
7. On income of tourists service providers
8. Women development-Employment
9. Agricultural develoment
10. Marketing facilities
11. Attendance rate in Educational Institution
12. Time-saving and cost-saving in journey
13. Time saving for access to health center
14. Data on road accident
15. Environment and Bio-diversity issues
16. SWOT of the project

Area of influence of the project (AOI), Beneficiaries and Control area: Indigent people of the
locality are the direct beneficiaries of the project. As per UAF guide-lines prepared by RHD for
preparation of project proposal for road project, beneficiaries are considered to be the people living
within 1 km buffer area on bothsides of the road of road project and 2 km buffer area on both sides
for bridges which is called AOI. There is no human settlement on the sea shore side of the road. So
the people of the 2-4 kilometer (buffer) area on the other side of the road has been selected as AOI
respondents. In addition to the general beneficiaries, one of the beneficiaries of this project is the
businessmen and business people related to tourism industry. So they are also included in the AOI
as the beneficiary.

On the other hand, because in one side of the surveyed road is the sea, the area of Control has been
selected at 2 km distance to the east of the road or supposingly where there is no impact of the
project.

12
Sample size for Quantitative Household Survey: A stratified multi-stage sampling
methodology was applied to select the survey units (i.e. beneficiary household). The sample size
was calculated using the following statistical formula:-

𝑧 2 𝑝(1−𝑝)
n=[ ]Design effect
𝑑2
Where,
n= the desired sample size
z= the standard normal deviate, usually set at 1.96 at 95% confidence level;
p= Consider p=0.50;suppose 50% of the indigent people is benefited through project
and increased their income or wages and improved their socio-economic status and
standard of living;
d= is the level of accuracy that is considered 5%; and
Design effect is= 1.0 to 2.0
Since the sea is on the one side of the road and on the other side of the road there are hills. As a
result the area is less populated. So here design effect is considered as 1.0 ;
So, using the above values in the formulae,

The sample size, n= 384 more or less.

Sample Distribution:
The Multi-Stage Stratified Sampling procedure described above has been followed for the selection
of the beneficiary household. Since Cox’s Bazar-Teknaf Marine Drive Road Project has been
implemented in 3 (three) phases. So in the Impact Evaluation, length of roads and phase-wise time
expiry of the project completion has been considered for sampling, so that actual impacts are
reflected. For this purpose, against the project area sample size of 384, control area sample size has
been determined 192 as 50% of project area sample size. So data has been collected from (384+192)
576 nos. of respondents from the field. Other than the beneficiary households, respondents have
been included from the Business Entities like Hotel, Restuarants, Motel, Rent-a-car service
Providers, shopkeepers and other businessmen. In the 3-phases roads of the project as per sample
distribution shown in table 2.06, required nos of HH’s and BE’s were surveyed following systematic
sampling at the field level for project areas as well as in control areas.

Selection of control area respondents: Since no fundamental baseline survey was conducted in
the project area, it is not possible to compare the benefits achieved in the project area due to the
implementation of the project. In view of this, the villages in the control area has been selected in
areas where no improvement of road infrastructure was done under this project to achieve the
desired target of the study. Control areas are selected at remote areas those are at a distance more
then 2 km the no. of control area village is 50% of the project area villages i.e. 192 respondents
were selected from 8 control area villages. Households have been surveyed using systematic
sampling process. The table 2.06 show the sample distribution.

13
Table-2.06: Area-wise sample distribution of the benificaries
Sl. Project Post Total Sample Sample Sample number of Sample number of
No. phase construction number Upazila Union project area control area
time of 50% of the project
sample area
Sample HH’s & Sample HH’s &
village Business village Business
entity entity
1 Phase-1 8.5 years 35% of Coxsba Union-1 Village-1 22 Village-1 22
Kolatali- 384 zar Village-2 23
Inani (24 = 135 sadar & Union-2 Village-3 22 Village-2 23
km) Ramu Village-4 23
Union-3 Village-5 22 Village-3 22
Village-6 23
2 Phase-2 2.5 years 40% of Ukhiya Union-4 Village-7 25 Village-4 25
Inani- 384 & Village-8 26
Shilkhali = 153 Teknaf Union-5 Village-9 25 Village-5 26
(24 km)
Village-10 26
Union-6 Village-11 26 Village-6 26
Village-12 25
3 Phase-3 1 years 25% of Teknaf Union-7 Village-13 24 Village-7 24
Shilkhali- 384 Village-14 24
Teknaf = 96 Union-8 Village-15 24 Village-8 24
(32 km) Village-16 24
Total= 8 nos 16 nos 384 8 nos 192

2.2.3 Inspection in the field lelvel during preparation of Inception Report: The Team Leader
of the study with an Engineer has visited the Cox’s Bazar-Teknaf Marine Drive Road (80 km) from
January 12-14, before the preparation of Inception Report of the Study. Besides, consultative
Discussion has been made with Project Director and Project officers of the 16 ECB (the
implementing Agency). During this inspection data on fishery industries has been collected from
the representatives of Hatchery owners Association. Regarding growth of tourism, data has been
collected from the Hotel/Motel Agency and the tourists. Some photograph taken during the
inspection in the field are shown in Appendix-I.

2.3 Training to Data Collectors and monitoring of the data collection:

On approval of the Questionnaires for the Quantitative Household Study Survey and
Questionnaires/Guideline/Checklist for Qualitative data collection process by the Steering
Committee, 10 Data Collectors were sent to the selected sample areas by imparting two days
training. The Data Collectors has been instructed to collect data in the specific areas. Team Leader
&Key Consultants also visited the study sites, not jointly but separately, to make sure that
monitoring and data collection work has been proceeded smoothly and properly and that the quality
of the data collection has been maintained up to the desired level. The following table summarizes
the list of quality control activities that was followed for data collection and quality control of
collected data.
Table-2.07: Activities of data collection and data processing
 Recruitment of experienced and skilled Data Collectors
I. Appointment and
 Training of Data Collectors
training stage
 Field practice
 Monitoring of physical presence and absence of teams
II. Data collection stage
 Direct obsevation of proceedings of interview

14
  Field review immediately after interview (verification of 5%
sample by random)
 Make random field checking of non-responses
 Control of missing of information
 Office editing of raw data
 Data cleaning and correcting by consistency check
III. Data processing stage
 Cross-checking of any double entry before processing in
computer.

2.4 Data processing and analysis:

For the Quantitative part, after collection of data as per Structured Questionnaire, raw data were
edited and open-ended uncoded data of multiple responses were coded to facilitate data entry into
Computer Package Program. Computer Model Program of SPSS was used for data entry and data
analysis. Similarly, for the Qualitative part, related instruments for data collections were used. Data
were collected from the field by the Data Collectorsas well as Key Consultant Personnel as per
Questionnaires, Guidelines, Checklists and also through the Local Level Workshop. Collected data
were analyzed following the appropriate statistical methods. In addition to the descriptive, the
findings were presented in the report through table, bar-diagrams and pie-charts.

15
2.5 Work-Plan of the Study:
(a) The Impact Evaluation Study has been completed within the period limit of 4 months. So to
ensure this time limitation from Inception Report to Final Report, it has been prepared and
submitted after obtaining data from the field, processing data and translating them in the shape of
the reports in 4 stages i.e., Inception Report, 1st Draft Report, 2nd Draft Report and Final Report.
The detailed Work-Plan that was followed is shown in the form of a flow-chart (Fig: 2.01)
containing the main activities of the assignment:

•Start up meeting with officers of the Monitoring & Evaluation Sector of IMED
•Collection of Documents from the assigned officers of IMED
(Kick Off)

•Selection of Data Collecting Instuments (DCI)

•Preparation of Structured Questionnaire for Sample Household Study Survey
•Preparation of Questionnaire for FGD & preparation of Guidelines Questionnaire for
taking KII
•Preparation of checklist for observation of the infrastructure and review of the
Procurement process.
Inception •Preparation of Inception Report (Draft) & Presentation to the Technical Committee
Report •Presentation of the Inception Report (draft) to Steering Committee after correction as
per decision of Technical Committee.
•Submission of Inception Report (Final) after correction as per direction of the Steering
Committee

•Collection of data from the Field Level & Organize field level workshop
•Coding of uncoded collected data, Entry of Data into the computer, Process of
Data and analysis of data through SPSS computer program
1st Draft •Preparatiion of 1st Draft Report
•Presentation of 1st Draft Report to the Technical Committe
Report
•Presentation of 1st Draft to the Steering Committee after correction as per
direction of the Technical Committee

•Preparation of 2nd. Draft Report as per direction of the Steering Committe

2nd. Draft •Presentation of 2nd. Draft Report to the National Level Dissemination workshop
Report

•Preparation of the Final Report as per recommendation of the Dissemination Workshop & submission of
the same
Final Report

Figure 2.01: Flow chart of the activities of work-plan

16
 (b) The time-based program that has been followed for completion of the Impact Evaluation
Study of the project “Cox’ Bazar-Teknaf Marine Drive Road” within four months is shown
below:
(Activity) Week-wise program (bar-chart)
January, 2019 February, 2019 March, 2019 April, 2019 May, 2019
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
1st 2nd 3rd 4th 1st 2nd 3rd 4th 1st 2nd 3rd 4th 1st 2nd 3rd 4th 1st 2nd 3rd 4th
1 Collecting project
document&Prepara
tion of Inception
Report with
Questionnaire and
presentation to the
Technical
Committee
2 Revision of
Inception Report as
per direction of the
Technical
Committee &
presentation to the
Steering
Committee and get
approval
3 Appointment of
Data Collectors &
impart training to
them&
data collection
from the field by
Quantitative
Household Survey
4 Qualitative data
collection
5 Arrangement of
Local Level
Workshop
6 Editing/Coding of
collected data,
computer entry and
analysis of data
7 Preparation of the
1st Draft Report
and presentation to
the Technical
Committee
8 Revision of the 1st
Draft Report as per
direction of the
Technical
Committee and
presentation to the
Steering
Committee
9 Preparation of 2nd
Draft Report as per
direction of the
Steering
Committee and
presentation to the
Dissemination
Workshop
10 Preparation of
Final Report as per
recommendation of
Workshop
11 Submission of
Final Report (in
Bengali and
English).

Figure 2.2: Work-plan in the Gantt-Chart

17
 Chapter Three
Review of component-wise target, achievements and
problems during implementation

Introduction: As per TOR of the Impact Study of the “Cox’s Bazar-Teknaf Marine Drive Road
Construction Project”, the impact study of 80 km road to be done, of which details to be included
for 24 km length of phase-II from Inani to Shilkhali. So, review of (a) Component-wise progress
(both physical & Financial), target, achieved progress and (b) year-wise financial requirements as
per DPP, year-wise allocation and expenditure etc. has been done. For this, DPP’s, PCR and IMED
Inspection Reports were reviewed and findings are furnished in the following paras.

3.2 Review of the target and achieved progress of the project:

3.2.1 The Component-wise estimated cost of the project: The Project was approved by the
ECNEC on 15-4-2008 having duration from July, 2008 to June, 2013 at an estimated cost of Tk.
155.76 crore. As per recommendation of IMED, after the evaluation of the 1st phase project, for
the construction of the road of 2nd phase as Regional Highway Standard, the Quantity and cost of
different components including L.A. has been increased. Hence, the 1st Revision of the project had
to be done. The approved estimated cost of 1st Revised DPP was 169.24 crore and it was approved
on 22-03-2011 keeping the duration as before. In the table 3.01 below, the principal components
and the component-wise estimated costs are shown.

Table-3.01: Component-wise quantity & cost as per 1st revised DPP (Tk. in laakh)

Sl Major components n Unit Target as per 1st revised DPP

No. Actual Quantity Estimated cost
1 2 3 4 5
1. Land acquisition Hector 52.13 2060.18
2. Office, Housing, shade construction and sqm 1430 100.10
maintenance
3. Construction of road embankment
(a) Earth work: Road-Inani-Shilkhali (25th Lakh 10.00 1500.00
km-48th kmn) cum
(b) Diversion road (Bridge/culvert) Lakh 0.62 93.00
cum
4. Construction of flexible pavement
Design type-5 km 7.84 380.79
Design type-4 km 15.68 1433.15
5. Hard shoilder
Design type-5 km 7.84 208.20
Design type-4 (with HBB & BFS) km 15.68 253.55
6. Carpeting & Seal coat (surfacing)
Design type-5 km 7.84 250.79
Design type-4 km 15.68 533.90
7. HBB flat soling (for diversion road) km 3.8 168.95
8. Construction of RCC Bridge (9 nos) m 328.85 3410.17
9. Construction of RCC Culvert (26 nos) m 154 1071.84
10. Construction of pipe Culvert (32 nos) m 960 21.13
11. Protective work
Geo-textile & CC block/shore protection m 1125 2880.00
elements

18
 Sl Major components n Unit Target as per 1st revised DPP
No. Actual Quantity Estimated cost
Retaining wall/bricks works Lakh 475 213.75
cum
Turfing Lakh 1.4 26.60
cum
12. Construction of sign/signal post nos 40 3.20
13. Road marking km 24 10.36
14. Construction of km post nos 24 1.44
15. Construction of guide post nos 1050 24.15
16. Construction of parking area sqm 750 6.99
17. Construction of side drain m 3200 103.50
18. Repair at the time of construction L.S. - 60.00
19. Plantation km 24 24.00
20. Purchase of plant, vehicle & equipment nos 44 992.00
21. Road, plant vehicle, equipment maintenance L.S. - 63.55
22. Office furniture / equipment, spare parts and L.S. - 25.00
motors
23. Survey L.S. - 25.00
24 Unexpected expenditure L.S. - 100.00
25. Project allowances and other expenses L.S. - 150.00
26. Price Contingencies L.S. 327.13 283.20
27. Physical Contingencies L.S. 245.35 1132.83
Total = 16929.22

3.2.2 (a) Target and achievement as per 1st Revised DPP: As per original DPP and the 1st
Revised DPP, the target was to complete the project within 5 (Five) years from July, 2008 to June,
2013. 17 ECB of the Bangladesh Army has surveyed the road from Inani to Shilkhali and prepared
the original DPP. But that was revised after 3 (three) years from starting the implementation of the
project. As per PCR, the year-wise allocation and expenditure of the project is shown in table 3.02
and Figure 3.1.
Table-3.02: Target & achievement as per 1st revised DPP (Tk. in lakh)
Financial Target as per 1st revised DPP Achievement as per 1st revised DPP
year Taka Percentage of the Taka Percentage of the total
total DPP cost DPP cost
2008-09 2853.59 16.85% 2500.00 14.77%
2009-10 3568.75 21.08% 2000.00 11.81%
2010-11 3262.34 19.27% 500.00 2.95%
2011-12 2257.07 13.33% 1300.00 7.68%
2012-13 4987.47 29.46% 667.50 3.94%
Total= 16929.22 100.00% 6967.5 41.15%

From the above table, it is observed that allocation was Tk. 25.00 crore in 2008-09, Tk. 20.00 crore
in 2009-10, Tk. 5.00 crore only in 2010-11, which has been utilized for the project.

19
 Target & achievement as per 1st Revised DPP
35
29.46
30
25 21.08
Percentage

19.27
20 16.85
14.77 13.33
15 11.81
10 7.68
2.95 3.94
5
0
2008-09 2009-10 2010-11 2011-12 2012-13
Financial year

Target Achievement

Fig-3.1: Target & achievement of 1st Revised DPP

Figure 3.1 shows that in the original duration of 5 years, the achievement was only 41.25%. Figure
also shows that target has been achieved in no financial year; rather in last financial year, the
achievement was only 3.94%
3.2.2 (b) Reasons for 1st Revision of the project: On review of the 1st DPP it was observed that
its revision become necessary for a few reasons which are as follows:-
 In the 1st year of the project, price of construction materials increased;
 Due to increase in number and span of the bridge and culvert as a result of changes of the
course of channel/khals in between the time of preparation of DPP and actual time of
implementation in the field.
 There was a provision in the original DPP to follow the LGED alignment at the begining of
the 2nd phase (24th to 26th km). But, in the 1st RDPP, the common alignment of 3 km
LGED road has been omitted considering the “Classification” of the road.
 As per direction of the IMED after inspection of the 1st phase pavement work, the last 16
km of the 2nd phase has been undertaken following design type-4 instead of design type-5.
 As the DPP was prepared in 2006, where “RHD schedule of Rates” has been revised in
2008, so estimated cost of DPP required to be revised.
 A higher rate of Global warming has caused a climate change, which was a threat for the
existence of the Marine Drive Road along the sea beach too. The wave has increased
unexpectedly from the Mean Sea Level (MSL) and caused frequent surges to hit the shoulder
of the road with the wave of about 20-25 feet height (in places). It has therefore, caused
rapid erosion of sea shore and exerted threat with higher intensity to the nearby sea shore.
As a result, a need of protective work has also been increased in terms of length and volume.
 Increase in cost of Land Aquisition with the increase of land price.

20
3.2.3 Cost of the project as per 2nd RDPP and target for completion:

(a) Increase of the DPP Cost of the project: In the 1st Revised DPP, the duration was from 2008-
09 to 2012-13 i.e, the duration has not been extended. But, the progress was only 41.15% in the
original duration and also the cost of different component has been increased. So, it was
recommended in the PEC meeting held on 14-04-2014, for the 2nd Revision of DPP. On 17-04-
2018 ECNEC has approved the 2nd Revised DPP at a cost of Tk. 49037.16 lakh and the project
duration has been extended upto June, 2016.

(b) Reasons for cost increase of the 2nd Revised DPP: The Justification for the increase of cost
are as follows:-

 Main reasons for the 2nd Revision of DPP was due to the huge increased cost in Land
Acquisition due to increase of land cost. It is to be noted that the estimated cost of Land
Acquisition determined by the D.C office for the 2nd RDPP is 8 times then the 1st RDPP
provision.
 Another Major cause for the 2nd RDPP is the changes of Schedule of Rates of RHD in the
year 2011, while the 1st RDPP was approved on the basis of the “Schedule of Rates” of
RHD of the year 2008.
 In the 2nd Revised DPP, the Pavement width has been planned for 18 ft instead of previous
12ft
 In addition, for construction of Phase-III of Cox’s Bazar-Teknaf Marine Drive Road, cost
for Land Acquisition required has been included in DPP of phase-II, as a result cost for land
acquisition in the 2nd RDPP has been increased.
 Above all, as a result of the practical requirements for protective work, its length and volume
has been increased. IWM has designed it for stable and permanent protective work including
cross drainage structure along the coast line for protection, for which the project cost has
been increased.
(c) Extension of the project time and reasons for the same: In the 2nd RDPP alongwith the
proposal for increased cost, extension of implementation period for 3 (three) years has also been
proposed. The stated reasons are as follows:
 During the whole project period upto 2012-13 as per original DPP and 1st RDPP, the fund
allocation was only Tk. 76.00 crore, which was utilized within that period. But, due to
irregular and inadequate fund allocation, the project couldn’t be implemented in time.
 The implementation of the project was also delayed due to the delay in Land Acquisition.
Due to huge investment by the Individual Enterprenuers and the construction of physical
infra-structure by them, price of land in the project area escalated geometrically resulting to
huge increase in the cost of Land. Consequently Acquisition process has been delayed, so
the DPP has been revised and for which much time has been required for processing of DPP.
3.2.4 Component-wise expenditure of the project as per SRDPP: At the end stage of the 2nd
RDPP, during May, 2016. Special Revised DPP of the project has been prepared and presented on
26-5-2016 DPEC meeting. In the SRDPP, for acquisition of 230.1428 acres of land and for payment
of compensation for structures and fees were included, so the cost has been re-fixed as total Tk.

21
28187.74 lakh. But, the quantity and cost of other component remained unchanged i.e., the cost of
SRDPP became Tk. 49126.62 lakh instead of the cost of the 2nd RDPP cost which was Tk. 49037.16
lakh.
As per recommendation of DPEC, Hon’ble Minister for Road Transport and Bridges has approved
the above proposal on 22-06-2016. In the table 3.03 the component-wise cost of the 2nd RDPP and
SRDPP with its variation is shown.
Table-3.03: Difference between 2nd revised DPP and specially revised DPP (Tk in Lakh)
Sl. No. Component (as per DPP) Unit Estimated cost Estimated difference
as per 2nd DPP cost as per
SRDPP
1 2 3 4 5 6
Pre-construction Expenses
1. Land acquisition and payment of acre 28098.34 28187.74 89.40
compensation of payment (Inani-
Shilkhali & Shilkhali-Teknaf)
Construction work
2. Office, Housing, shade construction and sqm 145.94 145.94 0.00
maintenance
Construction of Road Embankment
3. Earth work: Road-Inani-Shilkhali (25th Lac cum 2175.14 2175.14 0.00
km-48th kmn)
4. Diversion road (Bridge/culvert) Lac cum 92.00 92.00 0.00
Construction of flexible pavement
5. Design type-5 km 396.71 396.71 0.00
6. Design type-4 km 2195.97 2195.97 0.00
Hard shoilder
7. Design type-5 km 229.50 229.50 0.00
8. Design type-4 (with HBB & BFS) km 376.53 376.53 0.00
Carpeting & Seal coat (surfacing)
9 Design type-5 km 261.69 261.69 0.00
10. Design type-4 (HBB & BFS) km 926.04 926.04 0.00
11. HBB flat soling (for diversion road) km 200.44 200.44 0.00
12. Construction of RCC Bridge (9 nos) m 8204.67 8204.67 0.00
13. Construction of RCC Culvert (26 nos) m 1535.93 1535.93 0.00
14. Construction of pipe Culvert (32 nos) m 37.44 37.44 0.00
Protective work
15. Geo-textile & CC block/shore protection m 3429.44 3429.44 0.00
elements
16. Retaining wall/bricks works Lac cum 446.50 446.50 0.00
17. Turfing Lac cum 26.99 26.99 0.00
18. Construction of sign/signal post nos 2.84 2.84 0.00
19. Construction of km post km 14.16 14.16 0.00
20. Road marking nos 1.92 1.92 0.00
21. Construction of guide post nos 21.00 21.00 0.00
22. Construction of parking area sqm 7.50 7.50 0.00
23. Construction of side drain m 106.00 106.00 0.00
24. Repair at the time of construction L.S. 596.22 596.22 0.00
25. Plantation km 24.00 24.00 0.00
26. Purchase of plant, vehicle & equipment nos 1152.05 1152.05 0.00
(8 nos plant, 6 nos vehicles & 4 nos
motor cycle (MC) and 28 nos other
equipments)

22
 Sl. No. Component (as per DPP) Unit Estimated cost Estimated difference
as per 2nd DPP cost as per
SRDPP
27. Road, plant vehicle, equipment L.S. 225.00 225.00 0.00
maintenance
28. Office furniture / equipment, spare parts L.S. 25.00 25.00 0.00
and stationaries
29. Survey/design L.S. 25.00 25.00 0.00
30. Unexpected expenditure L.S. 149.00 149.00 0.00
31. Project allowances and other expenses L.S. 250.00 250.00 0.00
Sub-total= 46929.90 47468.36 89.40
Price Contingencies 2% - 947.58 947.58 0.00
Physical Contingencies 1.5% - 710.68 710.68 0.00
Grand total= - 49037.16 49126.62 89.40

Table 3.03 shows that cost defference of SRDPP and RDPP is only Tk. 89.46 lakh which was
inevitable due to cost increase for Land Acquisition. It is also evident from the statement that cost
has been increased in no other item than the Land Acquisition.

3.2.5 Actual cost of the project: On review of PCR, it is observed that the actual project cost is
Tk.47468.36 lakh. It is also observed that expenditure has been achievement in Revenue and Capital
Head as per target of SRDPP. But, in the items of price contingency and the physical contingency
no expenditure has been done. As a result, the final actual expenditure was Tk. 47468.36 lakh or
96.62% of the SRDPP, which is Tk 1568.80 lakh less than the 2nd RDPP. In the table 3.04, the
target as per SRDPP and achievements are shown.
Table-3.04: Target as per SRDPP and achieved progress of the project. (Tk in lakh)
Sl. No. Component (as per Special Unit Target (as per Special Actual Achievement
RDPP) RDPP)
Physical Financial Physical Financial
1 2 3 4 5 6 7
Pre-construction cost
1. Land acquisition and payment of acre 180.5436 26684.26 180.5436 26684.26
compensation (Inani-Shilkhali) (100%) (100%)
2. Land acquisition and payment of acre 49.5992 1503.48 49.5992 1503.48
compensation (Shilkhali-Teknaf) (99.96%) (100%)
Construction work
3. Office, Housing, shade construction sqm 1988.99 145.94 1988.99 145.94
and maintenance (100%) (100%)
Construction of Road
Embankment
4. Earth work: Road-Inani-Shilkhali Lakh 10.00 2175.14 10.00 2175.14
(25th km-48th kmn) cum (100%) (100%)
5. Diversion road (Bridge/culvert) Lac 0.61 92.00 0.61 92.00
cum (100%) (100%)
Construction of flexible pavement
6. Design type-5 km 7.84 396.71 7.84 396.71
(100%) (100%)
7. Design type-4 km 15.68 2195.97 15.68 2195.97
(100%) (100%)
Hard shoilder
8. Design type-5 km 7.84 229.50 7.84 229.50
(100%) (100%)
9. Design type-4 (with HBB & BFS) km 15.68 376.53 15.68 376.5
(100%) (100%)

23
Sl. No. Component (as per Special Unit Target (as per Special Actual Achievement
RDPP) RDPP)
Physical Financial Physical Financial
Carpeting & Seal coat (surfacing)
10. Design type-5 km 7.84 261.69 7.84 261.69
(100%) (100%)
11. Design type-4 (HBB & BFS) km 15.68 926.04 15.68 926.04
(100%) (100%)
12. HBB/flat soling (for diversion road) km 3800 200.44 3800 200.44
(100%) (100%)
13. Construction of RCC Bridge (9 m 308.73 4204.67 308.73 4204.67
nos) (100%) (100%)
14. Construction of RCC Culvert (26 m 180.60 1535.93 180.60 1535.93
nos) (100%) (100%)
15. Construction of pipe Culvert (32 m 960 37.44 960 37.44
nos) (100%) (100%)
Protective work
16. Geo-textile & CC block/shore m 1227 3429.44 1227 3429.44
protection elements (100%) (100%)
17. Retaining wall/bricks works Lakh 475.00 446.50 475.00 446.50
cum (100%) (100%)
18. Turfing Lac 1.400 26.99 1.400 26.99
cum (100%) (100%)
19. Construction of sign/signal post nos 40.00 2.84 40.00 2.84
(100%) (100%)
20. Road marking km 24 14.16 24 (100%) 14.16
(100%)
21. Construction of km post nos 24 1.92 24 (100%) 1.92
(100%)
22. Construction of guide post nos 1050 21.00 1050 21.00
(100%) (100%)
23. Construction of parking area sqm 750 7.50 750 7.50
(100%) (100%)
24. Construction of side drain m 3500 106.00 3500 106.00
(100%) (100%)
25. Repair at the time of construction L.S. L.S. 596.22 L.S. 596.22
(100%)
26. Plantation km 24 24.00 24 (100%) 24.00
(100%)
27. Purchase of plant, vehicle & nos 44 11152.05 44 (100%) 11152.05
equipment (8 nos plant, 6 nos (100%)
vehicles & 4 nos motor cycle (MC)
and 28 nos other equipments)
28. Road, plant vehicle, equipments L.S. L.S. 225.00 L.S. 225.00
maintenance (100%)
29. Office furniture / equipments, spare L.S. L.S. 25.00 L.S. 25.00
parts and stationares (100%)
30. Survey & Design L.S. L.S. 25.00 L.S. 25.00
(100%)
31. Unexpected expenditure (testing of L.S. L.S. 149.00 L.S. 149.00
goods, preparation of DPP/RDPP, (100%)
labour bill, utility bill etc)
32. Project allowances and other L.S. L.S. 250.00 L.S. 250.00
expenses (100%)
Sub-total= - 47468.39 - 47468.39
Price Contingencies 2% - - 947.58 - 0.00
Physical Contingencies 1.5% - - 710.68 - 0.00
Grand total= - 100% 49126.62 (100%) 47468.36
(96.62%)

24
3.2.6 Analysis of Findings: From the PCR it is evident that it was better to submit Internal Variation
proposal for the 2nd Revised DPP instead of submitting Special Revised DPP keeping the
contingency cost intact and seeking requirement for an increased cost for land acquisition, in turn
the project cost. From the letter vide memo no. 35.00.0000.034.14.003.99-279 dated 23-06-2016,
the “SRDPP for Cox’s Bazar-Teknaf Marine Drive Road Phase-II (From Inani to Shilkhali)” project
has been approved by Hon’ble Minister for Road Transport and Bridges on 22-06-2016 at a cost of
Tk. 49126.62 lakh.
The implementation of the project started during 2008-09 having total project cost of Tk. 15576.41
lakh. Later on, it was revised in two times and a special revision has also been done. So the actual
project cost stands at Tk. 47468.36 lakh which is 304.74% of the original cost of the project. On
review of the component-wise expenditure, it is observed that the physical progress in case of land
acquisition and payment of compensation, achievements is 0.04% less than the target, while the
financial progress achieved in those cases are 100%, Besides, the actual expenditure of the project
is 96.62% of the estimated cost, while the physical progress for including all items are 100%.
However, Tk. 1658.28 lakh of contingency head remained unspent.
3.3 Analysis of the attainment in physical and financial progress of the main components:
Component-wise analysis on the actual achievement against the physical and financial target of the
project are given in the following paragraphs:-

1. Land Acquisition: In the SRDPP, there is a provision of land acquisition for 180.5436 acres
from Inani to Shilkhali at the cost of Tk. 26685.26 lakh and form Shilkhali to Teknaf 49.5992 acres
at the cost of Tk. 1503.45 lakh. From the PCR, it is seen that the full allocated fund has been utilized.
So, financial progress is 100% in both the sections, but the physical progress is 100% and 99.96%
respectively.

2. Office, Residence, Shed construction & maintenance: Office, Residence, Shed construction
& maintenance works as per approved RDPP, there was a provision of Tk. 145.98 lakh for
construction and maintenance of 1988.99 sqm office, residence & shed. At the end of the project
period as per PCR total allocation has been utilized. So, both physical and financial achievement
in this component. is 100%.

3. Earth work in road embankment and in Diversion Road: As per approved RDPP there was
an allocation of Tk. 2175.14 for 10.00 lakh cum Earthwork in the road embankment and Tk. 92.00
lakh for 0.61 cum of earthwork for diversion road of bridges and culverts. As mentioned in the
PCR, the total provision of allotted fund has been expended. So, in this component both physical
and financial progress is also 100%.

4. Construction of flexible pavement: In the approved RDPP there was a provision for Tk. 396.71
lakh for Design Type-5 (7.84 km) and Tk. 2195.97 lakh for Design Type-4 (16.68 km). In the 16
km of the 2nd phase project (from 9th km to 24th km) pavement construction has been done
following the design type-4 instead of design type-5. This change has been done as per direction of
the IMED’s Evaluation Report on 1st phase work. The whole amount of this component has been
utilized within the project duration. So, both the physical & financial progress in this item is also
100%.

25
5. Construction of Hard-Shoulder: In the approved RDPP, there was a provision of Tk.229.50
lakh for Hard-shoulder construction in Design Type-5 (7.84 km) portion and Tk. 376.53 lakh for
design Type-4 (15.68) portion. At the end of the project duration both physical and financial
achievement in this item is 100%.

6. Carpetting and sealcoat (surfacing): In the approved RDPP, for design type-5 (7.84 km)
portion there was a provision for Tk. 261.64 lakh and for the provision of design type-4 (15.84 km)
there was a provision for Tk. 926.04 lakh. In the project duration above surfacing work has been
completed and all the allotted money has been utilized. So, in the carpeting and sealcoat item, both
the physical and financial progress is 100%.
7.HBB/Flat-soling (for diversion road): There was a provision for construction of 3.80 km
HBB/Flat-soling at a cost of Tk. 200.44 lakh. The above 3.80 km of HBB/Flat-soling has been
completed at the same cost. Hence physical and financial progress in this work is also 100%.

8. Construction of RCC Bridges (9 nos): There was a provision for Tk. 4204.65 lakh for
construction of 308.73 meter (9 nos) RCC Bridges in RDPP. In the project duration same has been
constructed with whole of the allocation so, both physical and financial progress in this component
is 100%.
9. Construction of RCC Culverts (26 nos): There was a provision for construction of 180.60
meter (26 nos RCC culvert) at a cost of Tk. 1535.93 lakh. Construction of the above culverts has
been completed fully and financial progress achieved is also 100%.

10. Reinforced pipe culverts (32 nos): There was a provision for construction of 960.00 meter (
in length) of Reinforced Pipe Culverts (32 nos) for diversion road at a cost of Tk. 37.44 lakh in
RDPP. This work has been completed fully and so, both physical and financial progress in this item
is also 100%.
11. Protective Works: In the RDPP there was a provision for 1227 meter geo-textile and protective
works at a cost of Tk. 3429.44 lakh, 475 meter retaining wall (RCC) at cost of Tk. 446.50 lakh and
1.4 lakh sqm turfing at a cost of Tk. 26.99 lakh. As mentioned in the PCR, the total provision of
allotted fund has been expended. So, in this component also both the physical and financial progress
is 100%.

12. Construction of sign/signal post: There was a provision of Tk. 2.84 lakh for the construction
of 40 sign/signal posts. As mentioned in the PCR total allocation has been spent within the project
period. Physical and financial progress in this item is 100%.

13. Road marking: Tk. 14.16 lakh has been allocated for the road marking of 24 km road. The
work has been completed within the project period. So both physical and financial progress in this
item is 100%.

14. Construction of km post: Tk. 1.92 lakh has been allocated for the construction of km post on
the 24 km long project road. So both physical and financial progress in this item is 100%.

15. Construction of guide posts: There was an allocation of Tk. 21.00 lakh for the construction of
1050 nos guide posts. Those 1050 number of guide posts has been constructed within the project
period. Both physical and financial progress in this item is 100%.

26
16. Construction of parking area: Tk. 7.50 lakh has been allocated for the construction of 750
sqm parking area. The work has been completed within the project period and the progress in both
physical and financial are 100%.

17. Construction of side drain: There was provision of Tk. 106.00 lakh for the construction of
3500 m side drain. The work has been completed within the project period and both physical and
financial progress in this item is 100%.

18. Maintenance during construction: Tk. 596.22 lakh was allocated for the maintenance work
during the period of construction. The works has been completed within the project period spending
the total allocation. So, both physical and financial progress in this item is 100%.

19. Plantation: Total allocation for plantation in the 24 km road was Tk. 24.00 lakh. The work has
been done within the project period. Both physical and financial progress in this item is 100%.

20. Purchase of plants, vehicles and equipments: As in the approved RDPP there was a provision
of Tk. 1152.00 lakh for the purchase of 44 plants, vehicles and equipments. All the equipments,
vehicles and plants were procured within the project period. Both physical and financial progress
of this item is 100%.

3.4 Project Component Analysis (PCA):

A comparative analysis on the progress of the 3 (three) principal components of the project viz: -
capital cost (land acquisition and civil works), revenue cost and contingcency cost etc is shown in
table 3.05 and in phi-chart (Fig-3.02) below.
Table-3.05: The percentage of expenditure of 3 principal head (Tk. In lakh)
Sl. No. Name of component/head Actual expenditure % of actual
expenditure
(a) Capital expenditure
(i) Land Acquisition 28187.74 59.38%
(ii) Civil works 17454.28 36.77%
(b) Revenue expenditure 1826.05 3.85%
(c) Contingencies (price & physical) 0.00 0.00%
Total= 47468.07 100.00%

3.85% 0.00%

Land acquisition
36.77% Civil works

59.38%
Revenue expenditure
Contingency

Head-wise % of principal Head of the project

Figure-3.02 Project Component Analysis (PCA)

27
From the above table and the phi-chart, it is evident that 59.38% of the total project cost has been
expended for Land Acquisition. Out of this total Land Acquisition cost of Tk. 1503.48 lakh has
been required for acquisition of 49.54 acre of land for phase-III project. Hence, if Tk. 1503.48 lakh
is excluded, the expenditure for the phase-II stands at Tk. 45964.59 lakh. So, real expenditure for
land acquisition of phase-II is 58.05% of the total project cost.

3.5 Land acquisition and payment of compensation: A total of 180.5436 acres of land have
been acquired in 24 km road-length from Inani to Shilkhali. In addition, 49.5942 acres of land has
been acquired from Shilkhal to Teknaf for phase-III project. Mouza-wise quantity of land
acquired for phase-II project is shown in table 3.06.

Table-3.06: Mouza-wise quantity & location of the acquisition land

Sl. No. Name of Upazila Quantity of land acquisition Location in road (km)
Mouza
1 Inani Ukhiya 151.6713 acre 25th-44tm & 45th (part)
2 Shilkhali Teknaf 28.8723 acre 45th (part) & 46th-48th
Total= 180.54368 acre

On review of DPP it is observed that the land acquired for phase-II are in the 2 Mouzas viz: Inani
& Shilkhali. Further it is observed that the compensation money included the value of land,
compensation cost for structures and trees etc. From the documents, it is evident that the value of
acquired land, structures and tress were paid as in the project provision. Since, there was no
resettlement works included in the project, no persons/agency has been resettled under the project.

3.6 Protection of acquired land (ROW) of the road and preservation of the documents:
The width of the acquired land i.e., ROW of the Cox’s Bazar-Teknaf Marine Drive Project in both
sides of the road is minimum 24 meter and it is more in the bridge approach. Since, payment of
Land Acqusition has been made 100% to D.C, So Gazettee notification of the land has been made
and the land has been transferred to RHD as well. Hence, project authority i.e. 16 ECB and
Coxsbazar Road Division should update the mutuation of the land. On the otherhand, it was
observed that though the compensation money has already been transfered to D.C office, all affected
persons can not be given payments due to lack of their entitlement document, succession certificate
or litigation of court-case etc,. The implementation agency should keep contact with D.C office and
take positive steps so that the affected persons are not deprived from their due compensation for an
indefinite period. It may be mentioned here that Tk. 281 crore 87 lakh and 74 thousand has been
transferred to the D.C., Coxsbazar for the project (Phase-II). How much amount of this money has
already been paid, how much are under the process for payment and how much can’t be paid at all,
this statistics is to be collected from the D.C., Coxsbazar office by the RTHD. On the basis of the
data obtained from the D.C., Coxsbazar RTHD may submit a recommendation to the Govt. for
formulation of Policy decision if required any. It may be mentioned here that during the process of
data collection in the field some KII respondents informed that a few affected person have not yet
received their due compensation.

28
3.7 Limitations in obtaining documents and logistics facilities:
After signing of the contracts for the Impact Study, DPP and PCR of the project have been supplied.
For getting other documents viz: PIP of the Bangladesh Army, design-drawing and specification of
Bridges, Culverts and logistrics with equipments for verification of black top and quality of
pavement, the requisition was placed to IMED. Then IMED has forwarded it to 34 ECB Head
quarter at Dampara, Chattogram. As per per instruction of 34 ECB, 16 ECB has given co-operation
at the field level while data were being collected. But, some documents and laboratory facilities
could not be get available, some documents were supplied in the field level and some other data
were available from the IMED inspection reports. Some data were found during FGD and Local
Level Workshop. Concrete strength of bridge, culverts and block-pitching element have been tested
in the field by using equipments of the Consultant Firm. After the 2nd Technical Committee
Meeting, PIP of the Bangladesh Army has been supplied. But no package-wise data as to who were
engaged in the work has not been supplied.

29
 Chapter Four
Review of procurement activity of the project

4.1 Introductions: As per TOR of the Impact Evaluation of the “Cox’s Bazar-Teknaf Marine Drive
Road Construction”, it is to be reviwed whether PPA-2006 and PPR-2008 has been followed in
procurement of Goods, works and Services required under the scope of the project.

On review of the DPP & PCR and as reported by the 16 ECB, it is observed that Ministry of Road
Transport and Bridges/Road Transport and Highways Division has given them the responsibility
for implementation of the project as delegated works. PIP (Projct Implementation Policy) of the
Bangladesh Army has been prepared in the light of PPA-2006 & PPR-2008 and accordingly, all
works of the project has been implemented. Own man-power of the Bangladesh Army and there
equipments has been utilized as delegated works and in some cases, contractors were also engaged
as delegated work. In each case “Rates of schedule of RHD” has been followed in awarding the
contract. In the project work, for bigger volume of works OTM have been followed, while in case
of smaller size contracts LTM has been followed.

4.2 Procurement plan as per DPP of the project: It is shown in the DPP as the “Goods
Procurement” packages, in the real sense it would be “Procurement of assests” instead of
“procurement of goods”. In the table 4.1 and 4.2 procurement plan of “Assets” and “Works” are
shown.

(a) Procurement of Assets:

Table 4.1 Procurement Plan of Assets as per DPP (Taka in lakh)

Package name of Unit Quantity Approving Financing Estimated Indicative dates
No. package authority of cost Invitation Receiving Signing of
contract of tender of tender contract
1 2 3 4 5 6 7 8 9 10
GD-1 Land acre 180.5436 PIP, as per GOB 266.842
acquisition guideline
and payment of the
of Bangladesh
compensation Army Not applicable as all works has been
(Inani- implemented as per Delegated Works
Shilkhali) of Bangladesh Army.
GD-2 Land acre 49.5992 PIP, as per GOB 1503.48
acquisition guideline
and payment of the
of Bangladesh
compensation Army
(Shilkhali-
Teknaf)

From the above revised procurement plan and the actual expenditure as per PCR (Article No. 3.25),
it is observed that in Inani to Shilkhali section, for acquisition of 180.5436 acres of land, expenditure
is Tk. 26684.26 lakh i.e the progress achieved in both physical and financial is 100%. Similarly, in
Shilkhali to Teknaf portion, against the target of 49.5992 acres of land, the attained physical
progress is 49.5772 acres (99.96%) and the financial progress is Tk. 1503.48 lakh which is 100%
of the target.

30
(b) Works procurement Packages: The procurement plan of the works packages as per SRDPP
is shown in table 4.2

Table-4.2: Procurement plan of the works packages as per SRDPP.

Package Name of Unit Quantity Contract Financing Estimated Indicative dates
No. Packages approval cost Invitation Receiving Signing of
authority of tender of tender contract
1 2 3 4 5 6 7 8 9 10
WD-1 Construction meter GOB
RCC Bridge
(9 nos)
WD-2 Construction meter GOB
RCC Culvert
(26 nos)
WD-3 Rinforcement meter GOB
pipe culvert
(32 nos) for
diversion

WD-4 (a) Geo- meter GOB

textile & CC As per
block/shore item of
protection the speical
elements Revised
As per PIP, as
(b) Retaining GOB DPP
Special per
wall/bricks Not applicable as all works has been
Revised guideline
works implemented as per Delegated Works
DPP of the
(c) Turfing Lac GOB of Bangladesh Army.
Banglade
cum
sh Army
WD-5 Construction nos GOB
of sign/signal
post
WD-6 Road marking km GOB

WD-7 Construction nos GOB

of km post
WD-8 Construction nos GOB
of guide post
WD-9 Construction sqm GOB
of parking
area
WD-10 Construction meter GOB
of side drain
WD-11 Repair during L.s GOB
construction

It may be mentioned here that updated procurement plan for works contracts hasn’t been submitted
with the SRDPP.

31
4.3 Procurement of transports and equipments for the project:
44 nos of vehicle and equipments have been purchased as per PIP under the project. The data on
the procurements of the same are shown in table 4.03.

Table-4.3: Procurement of transports and equipments of the project

Sl. Type of Number of Total DPP's Total comments

No. Transport Purchased number resource Expenditure
Vehicle (in Taka) (in Taka
1. Wheel excavator 2
2. Truck dozer 1
3. Soil 2
Compactor/Roller
4. Water truck 1
(sprinkler) According to
5. 1/4 Ton jeep (hard 2 the project
top, 4 wheel) implementation
6. 1 Ton double 2 44 nos 1152.05 1152.05 lakh policy of the
cabin pickup (4 lakh Bangladesh
wheel drive) Army, the
7. 3 Ton lorry 2 procurement
8. Motor Cycle 4 was done.
9. Electric 3
Generator
10. Survey 8
Equipments
11. Other equipment 17

In the SRDPP, as per Head-wise expenditure, for procurement of equipments/transport/plants Tk.

1152.05 lakh has been paid (as per PCR) and this expenditure has been done before 2nd RDPP.

4.4 Comments/Observations:
 Though the project is under Roads and Highways Department, practically the procurement
of Goods and works etc, has been done by the Bangladesh Army as delegated work, so all
procurement has been done following the PIP of the Army, however in SRDPP as
Implementing Agecny both RHD and the Bangladesh Army has been mentioned.
 The procurement of “Goods” and “Works” has been done as per PIP of the Bangladesh
Army and Project was implemented using the equipments as well as man-power of the Army
Unit and the construction works were supervised by the Engineers of different level of the
Bangladesh Army.
 In the procurement plan as a part of the DPP, it was not properly mentioned about the
procurement process i.e. sequential activities viz: calling tender, tender evaluation and
contract signing etc has not been mentioned. It is mentioning only that the work will be
completed as per PIP of the Bangladesh Army as delegated works. So proper comments
can’t be given here.
 For further widening of the Cox’s Bazar-Teknaf Marine Drive Project or for any similar
type of project and if it is to be implemented by the Bangladesh Army, it would be better to
do procurements works after harmonizing the PIP and PPR.

32
 Chapter Five
Review and observations on the achievements of the project objectives
Introduction: The analysis of data obtained through different types of qualitative data collection
method in order to review of the attainment of the project objectives as stated under TOR of Impact
Evaluation Study is presented in this chapter in following three parts.

5.1-5.3 part-A: Analysis of data obtained through KII, FGD and Locla Level Workshop.
5.1 Analyses of data obtained through KII:
(a) Stakeholders of KII and relevant areas: In the impact evaluation study, KII has been taken
from 49 person in total of 4 Upazilas of Coxsbazar district as stated in article 2.2.7.1 (b). The
number of KII participants is mentioned in table 5.01.

Table-5.01: Respondent stakeholders of KII and their relevant areas

Sl. No. Name of Upazila Number of collected sample
1 Coxsbazar Sadar 9 nos
2 Ramu 8 nos
3 Ukhiya 14 nos
4 Teknaf 18 nos
Total = 49 nos

Opinions of the respondents is stated in the following articles.

1. Acquintance on construction work of the road: In the interview, all the 49 respondents
informed that they were aware about the construction work of the Marine Drive Road.

2. Visible socio-economic changes as impact of project implementation: As per reply of KII

respondents posiive opinion have been expressed in case of socio-economic development due to
implementation of the project. 38 nos of KII respondents informed that students can easily travel to
the different educational instituation of district headquarter from Ukhiya & Teknaf and it has
become easier to go the health service centre by those who are taking treatment, specially women
and children. 26 nos. of respondents informed that business has been expanded extensively and
trading establishment have been increased than earlier. Other opinions is been given in table 5.02
of Appendix-III

3. Some specific impacts resulted due to construction of the road: In reply to the question on
“What type of impacts have resulted on some specific issue due to road construction”, 44 nos.
respondents informed that hotel, restaurant and other tourism related commercial centres have been
established at road side; 49 nos. respondent expressed that sale of tourism related goods has been
increased at project area and communication has become easier for college and school going
students. Other opinions is given in table 5.03 of Appendix-III. So, it reveals that construction of
road in the project area has resulted positive impact on trades and commerce, agriculture, education
and health care services.

4. Whether land has been acquired for construction of road: (a) In response to the question;
wheather land has been acquired, 42 nos responded replied “Yes” and (b) question on compensation
or rehabilitation to the affected persons, 36 nos respondents answered “Yes”. Opinion of KII
respondents is given in table 5.04 of Appendix-III.

33
5. Perception on constructed road, bridge/culvert and protective works of sea-shore: KII
respondents have been questioned “How much quality has been maintained in the protective work
of constructed road, bridge/culvert and sea-shore? 57.14% of the respondent informed that
constructed road, bridges/culverts are in good condition and they are not facing problems in using
these. Detail opinion of respondents is given in table 5.05.
Table-5.05: Perception on present condition of constructed roads, bridge/culvert & protective works.
Sl. No. Perception on constructed road, bridge/culvert and No. of Percentage
protective works of sea-shore responses (%)
(n2=49)
1 Very good work done 28 57.14
2 CC Blocks & Geo-bags have been used for protection of sea- 13 26.53
shore, but not sufficient
3 The works done well but heavy vehicles are not allowed to enter 2 4.08
4 Maintenance is being done regularly 2 4.08
5 Army is doing regular protective work as some area is very near 2 4.08
to the sea, yet permanent mesures are needed
6 No comments 2 4.08

6. What was the rate of women participation in construction work of this project (Gender-
wise division): In reply to the question, about 57% of the respondents saids that women didn’t
participated and 23% respondent said that they didn’t know. The remaining 20% said that women
have participated.
Table-5.06: Opinion about women participation
Sl. No. Gender-wise division of No. of respondent Parcentage
opinion (n=49) (%)
1 Male-100% female-0% 28 57.17
2 Male-90% female-10% 6 12.24
3 Male-80% female-20% 3 6.12
4 Male-70% female-30% 1 2.04
5 Do not know 11 22.44
Total = 49 persons 100.00

7. About time-saving to go to Upazila and Zilla sadar after improvement of the road: In reply
to the question, how much time has been saved due to improvement of road, 19 nos. respondent
said that 30-40 minutes time is being saved and 15 nos. respondent said that about 40-60 minutes
time is being saved (table 5.07).
Table-5.07: About time saving in travel after the construction of road
Sl. No. Time saving (in minute) No. of respondent Parcentage Remarks
(n-49)
1 30-40 minutes 19 38.77 1-1.5 hour is
2 40-60 minutes 15 30.61 being saved in
3 60-90 minutes 8 16.32 journey to
4 Above 90 minutes 7 14.29 District
Headquarter
Total = 49 100.00

2
n = Number of Respondent

34
8. Whether there is any adverse effect due to road construction: In response to the question,
whether there is any adverse effect due to improvement of road, almost all the respondents replied
that no negative impact was experienced. Details is given in table 5.08 of Appendix-III.

9. Opinion about steps taken for controlling of Axle load at constructed road: There is no
Check post or weight-stations for controlling of Axle load; but 16 ECB is not allowing the heavy
vehicles (e.g. buses and trucks) to ply on the road. Opinion of respondents in this regard is given in
table 5.09.

Table-5.09: Opinion on Axle load control

Sl. No. Responses on axle-load control No. of respondent Percentage
(n=49) (%)
1 Not known 37 75.51
2 As now, heavy vehicles are restricted. So,it is to be 10 20.40
maintained in future for the shake of the road.
3 Only tourist vehicles should be allowed to ply on the road. 2 4.09
Total = 49 100.00

10. Perception on activities during pre-disaster and post-disaster period: “Whether any pre-
disaster and post-disaster program are taken on or not?”, response to the question is given in the
table 5.10
Table-5.10: Opinion on activities during pre-disaster and post-disaster period
Sl. No. Perception No. of respondent
(n=49)
1 If road are demaged due to disaster, then these are repaired 14
2 Pre-disaster period awarness discussion is held at Union Parishad 13
3 Pre-cautionary miking is being done 9
4 Not known 6
5 Sufficiant Geo-bags are kept stored on the road 5
6 Activities are conducted but not sufficient 2
7 Sufficient arrangement are there to send people to the Shelter. 2

11. Based on constructed road what type of business centre have been established: In response
to the question what type of business centres have been established after development of road, all
the respondents mentioned that many new business establishment including the accommodation
and re-creation of tourist have been set up.
Table-5.11: Business entity established after implementation of project. (multiple respons)
Sl. No. Types of business entity No. of respondent
(n=49)
1 Hotel, Restaurant 49
2 Other tourism related centre 49
3 Cottage industry 16
4 Industrial factory/mill 6
5 Rice Mill / Poultry Farm / Petrol Pump 4
6 Hatchery 4
7 Nursery 1
8 Park 1
9 No business centre established yet, because of government 1
restriction

35
12. Opinion on increase of value of land near to the alignment due to the construction of road:
“Whether value of land near to the road has been increased after the road construction”. In responses
on the question show that value of land has been increased from 2 times to 150 times depending
on the location which is shown in table 5.12

Table-5.12: Responses on increase of value of land

Sl. No. Opinion on increase of value of land in multiple of No. of respondent
previous value (n=49)
1 2 times 15
2 5-10 times 14
3 20-50 times 6
4 100-150 times 3
5 Increased; but not known how many times increased 9

13. Strength of the project: Opinion on strength of the project is given below:-
 Communication has been improved and it become time-saving.
 Marketing of fingerlings and fishes become easier for the hatchery and fishery business.
 Income on tourists related business has been increased sharply.
 Presence of tourists have been increased progressively.
 People living near the sea are being saved from salinity and tidal bore.

14. Weaknesses of the project: Some observations of respondents regarding weakness of the
project is given below and other opinion is given in table 5.14 of Appendix-III.

 There is no light-post, passenger-shed and parking facilities on the bothsides of the road.
 There is no link road with villages and there is no link road towards the sea-shore.
 Insufficient signal posts on the road.
 Accidents occurs now and then, due to reckless driving.

15. Opportunites created due to implementation of the project: All the 49 KII respondents
opined that better facilities of communication have been created. Besides, some respondents have
given their opinions on tourism industry. Detail reply is given in table 5.15

Table-5.15: Opportunities created due to implementation of project (multiple respons)

Sl. Opinion on opportunity created No. of respondent
No. (n=49)
1 Alternative route of communication created from Coxsbazar 49
to Teknaf
2 Scope of development in trade & commerce created 49
3 Employment opportunity created due to rapid expansion of 14
tourism industry
4 Seeing and enjoying of the beauty of the longest sea-beach of 12
the world become possible
5 Number of shops increased 4
6 Facilitated the fishery businesses. 3

16. Threat or challenges in maintenance of the project: Almost 27% of KII respondents
expressed their opinion that there is no threat or challenge in maintenance of the road. But some
respondents have pointed out some threats or challenges. Their opinions is given in table 5.16.

36
Table-5.16: Opinion on threat or challenges in maintenance of the project.
Sl. Opinion on threat or challenges No. of respondent Percentage
No. (n=49) (%)
1 No threat 13 26.53
2 Threat on sustainability of protective work 8 16.32
3 No light post in the road 7 14.28
4 As the sea is approaching very near to the road, in some 6 12.24
portion protective work is under threat
5 Not known 5 10.20
6 Natural calamatices occur off and on; should be aware of 3 6.12
the same
7 Sometimes, accident occurs, as there is no traffic system 3 6.12
8 Tourist may face denger if traffic system is not in operation. 2 4.08
9 Threat of accident is created due to the reckless plying of 2 4.08
vehicle
Total = 49 100.00

17. Opinion on maintenance & road safety of the project: Some of the opinions of the
respondents regarding road maintenance and road safety are as follows and other opinions have
been mentioned in table 5.17 of Appendix-III
 Formation level of the road is presently alright, but for future it depends on behabiour of the
the sea.
 No traffic police has been observed, but there are tourist police.
 There is risk/threat in protection of the road, in some places where the sea is very near to
the road.
 There is possibility of erosion in some portion of the shea-shore; so, permanent soluation is
needed.
 Tree plantation in full length of the road, C.C Block-pitching to be done in more places,
jetty and link-road construction etc. are needed.
 Because of improvement of communication, presence of tourists in tour centres (Inani,
Himchari & Teknaf) have been increased. It is necessary to create more facilities for is
tourists.
 A more wide bridge is needed in place of Rezukhal Bailey Bridge at 18th km There should
be sitting arrangement at sea-shore for the tourist.
 More new projects may be undertaken.

5.2 Analysis of the data obtained from FGD:

5.2.1 Stakeholders participated in FGD: As per article 2.2.1 (c) of the methodology, as one of
the data collecting instrument, a Focus Group Discussion has been held at Teknaf Upazila
Headquarter under the Chairmanship of the Upazila Nirbahi Officer, Teknaf. The findings FGD is
brifed below.

5.2.2 Major findings obtained from the FGD:

(a) Outcome of the project as per opinion of the FGD Discussants:
 The Marine Drive Road Project has itself become a tourism spot.
 About 1-1.5 hour time is being saved in journey from Teknaf to Cox’s Bazar.
 Students can make up & down journey to Cox’s Bazar within a day to attend class in Cox’s
Bazar directly from Teknaf. So, they are not required to wait in hostel or mess.

37
  Communication become easier for different partients including pregnant women to get
emergency medical treatment. .
 Before construction of the road, persons involved in different court cases needed to halt at
night at Coxsbazar before the date of the case fixed for. But at present it become possible to
attend the court case within a day by up & down journey.
 As there are Check-post or patrol duty of Army, BGB and Police on the road, occurrence of
stealing & dacoiting and smuggling of yaba have been observed less.
 The road has created better environment and enhanced the beautification of the area.
 More no. of tourists are coming to Cox’s Bazar; as result earning on Hotel and Restaurant
Business have been increased
 New employment in transport sector has been created.
 Intrusion of saline water in low land areas has been reduced.
 The road has been constructed keeping compatibility with the demand of the local people.

(b) Opinion of the Discussants regarding the maintenance of project:

 Some areas of the road are very near to sea and there is threat of saving those areas.
 Protective works of the project need to be supervised regularly, specially in rainy season.
 Strong measure is needed for the protective work to enhance the sustainability of the road.

(c) Suggestions given by the FGD Discussants to ensure the road safety:
 Adequate sign-signal to be installed in the road.
 Due to absence of speed limit signs, vehicles are plying at a high speed which results threat
of accident.
 Some spots are very accident-prone; for limiting the speed at turnings, rumble strips are
required.
 Number of accident on the road is being increasing day by day
 Ensuring of safety is necessary by bringing the whole road under the coverage of CC TV
Camera.
 Lighting in the whole road length is required.
 Plying of vehicles is hindered due to free movement of cows, dogs and goats on the road,
for which some times accident occurred. For that, excepting the link road area, all the length
of the road at two sides may be protected by barbed wire fencing.

(d) Other data obtained from FGD:

 There is no improved tourist centre at Teknaf. A new recreational centre needs to be
established here.
 The existing tourist centres in Teknaf are required to be modernized.
 The road top should be at higher level.

(f) Special observation:

 An ultra-modern Echo-park in a vast area of land at Sabrang near to Teknaf is being
implemented by BEZA.

5.3 Data obtained from Local Level Workshop: “Local Level Workshop” of Impact Evaluation
Study of the Cox’s Bazar-Teknaf Marine Drive Construction Project was held on 11-03-2019 at
Upazila Conference Room under the chairmanship of Upazila Nirbahi Officer, Sadar, Cox’s Bazar.
Key Note Speaker of the Consulting Firm presented in the workshop the data obtained at field level,
invited opinions of the participants about achivements against the objectives of the project.
Presentation of Key Note Speaker and opinions of the participants are given below.

38
(a) Presentation of Chairman of the Consultants Firm & Civil Engineer of the study:
 Major findings have been presented in the KII and FGD articles of this Chapter.
 The growth of traffic in the road after construction of the project has been presented in the
workshop, which has been mentioned in detail in the article 5.6 of this study.
 He mentioned that although the number of vehicles on the road has been increased, public
transport viz.:- mini bus, medium bus or heavy bus don’t ply in the road. Passengers usually
move on three wheeler or easy bike. Seating capacity of these vehicles is small, the electro-
mechanical system and body structure of these vehicle are not scientific; materials used in
making the body of these are not shock-resistant; if any accident occurs, then thre of damage
of passengers’ body is most.. Besides, fare of these transports is high. Sides of the body of
easy bike is open, during accident passengers are thrushed up out of vehicle.
 Medium size buses (of 36 seats) as mass transports and tourist buses may be operated for
safe and comfortable journey the tourists.
 The weaknesses of application of 3 “E” regulating factor of road safety to be removed to
reduced the road accident to zero level and to reduce the rate of fatalities due to road
accidents. The “E” factor comprises of:

(1) Engineering: Standard geometric design in road construction must be followed and
when the cause for accident due to design and/or construction will be identified,
immediate remedial mesures must be taken.
(2) Educational: Publicity and propaganda to be done to create awareness and to educate
the road users/passengers and the vehicles drivers to eliminate their ignorance on
relevant laws and rules-regulations.
(3) Enforcement of law: To abide by the traffic rules and regulations, strong measures are
to be taken by the law enforcing agencies and if needed, new laws are to be enacted.

(b) Open Discussion:

1. The Head Master of Kalatali Model High School said:-
 The marine drive road is already in use; tourists are being attracted. But, in spite of being
visible, the Marine Drive Road has become invisible at the very start (from Kalatali Beach-
point to Bailey Hatchery). It is beause of the fact that vehicles can not pass through 1.3 km
road due to breach close to Simon Hotel near the beginning of the road.
 At that part there are some multi-storied Buildings which are very nearer to sea-beach.
 Construction of fly-over on that spot is needed as it is apprehended that road will be eroded
due to tidal surges of sea.
 Presence of tourist has been increased as an outcome of construction of this road. Tourist
facilities to be increased in the project areas, Park, Echo-park etc. to be built.
 Agricultural products, betel-leaves and fishes are being transported through this road.
 There is no such forest either at both sides of Marine Drive Road or in its hinterland, from
which the forest resources may be collected or transported through this road.
 There had been no cyclone at Marine Drive Road area after 1991. Yet mesures to be taken
so that the project will not be affected due to possible cyclone.
 Afforestation may be done beside the road area instead of providing barbed wire fencing.
 Afforestation has been done at Himchari National Garden. It has become successful there
as beause there was participation of local people under social afforestation program.
 Echo-tourism spot may be established to attrack the tourists.

39
2. Opinion of Deputy Town Planner, CoxDA:-
 Presence of Tourists are increasing after the construction of Marine Drive Road.
 Potentiality of Cox’s Bazar tourism city has been opened.
 Planned afforestation at road sides to be done on urgent.
 Appropriate action to be taken after intensive observation of the road.
 The project is playing helpful role in preventing flood, land slide and calamities.
 Construction of flyover by ECB or RHD from the Hotel at Kalatali beach point to Bailey
hatchery is needed to be taken into consideration.
 The matter of creating awareness among the people to be converted into social movement
to reduce the rate of road accident.
 Lighting has been done on the road from Darianagar to Himchari by Coxsbazar
Development Authority.
 Setting of geo-bag to protect sea-shore and construction of internal link roads with Marine
Drive may be done.
 Coxsbazar Development Authority has prepared Master Plan incorporating the Marine
Drive Road aiming to over-all development of Cox’s Bazar.
 Permission for construction of infra-structure to be given as per Master Plan in such a way
so that tourists can observe the beauty of the sea.

3. Opinion of Operation Manager, Nishorgay Hotel, Bailey Hachery road, Coxsbazar:-

Reconstruction of damaged road from Dolphin crossing to Nishorgay hotel crossing is
needed.
The present process of checking of the identity (examining the ID card) of the passengers
in the Check-post at Marine Drive Road should go on.

4. Chairman, Jhilong Union parishad said:-

 I’m extending thanks to the Bangladesh Army for construction of Marine Drive Road.
During construction period 10-15 soldiers had died at Himchari.
 The breached part of the road from Kalatali needs to be reconstructed ugently.
 A wider bridge in place of narrow Rezukhal Bailey Bridge of Kalatali-Inani section, to be
constructed urgently.

5. Representative of rent-a-car owners association said:

 Severe traffic jam is observed at the Kalatali, Sugandha etc. point of Cox’s Bazar town
 Measures to be taken for traffic management
 Informatory directional sign-boards for the tourists to be installed in different intersections
and entry points of Cox’s Bazar Town.

6. Secretary, Shrimp Hatchery Society informed:-

 About 6000 crore taka is earned from shrimp sector of the country.
 Most of the shrimp hatcheries of Cox’s Bazar are situated at road side from Kalatali to Inani.
 Fingerlings are supplied throughout the country from these hatcheries. At present, we are
facing difficulties in carrying fingerlings with trucks due to the protibition imposed on the
movement of truck through the road.
 Request for movement of 2-3 tons capacity truck from Balaka crossing point may be
considered
 Besides, what is to be done for stopping illegal business that should be done.

40
At this stage Keynote Speaker Engr. Mohammad Jafar Ullah asked whether the road is playing
special role on fishing (collection of fishes), else it is used for transportion of fishes only?
In reply, he said some facilities has been added due to better road communication. Yet, rapid
transportion facilities of fingerlings will be much beneficial as hatcheries are situated adjacent to
the road.

Under this situation, Keynote Speaker requested to carry the fingerlings in smaller size vehilces as
per direction of 16 ECB considering their necessity in one side and real condition of road in other
side. further mentioned that as an alternative arrangements my be taken for transportation of the
fingerlings from the hatcheries by heavy trucks or medium truck/pick-up through link roads with
connected Marine Drive Road.

7. Opinions of Md. Tajul Islam, Sub-divisional Engr., BWDB, Coxsbazar:-

 As per record of BWDB previously floor level of any structure was at 6.50 m RL from Mean
Sea Level. Due to climate change that is being re-fixed to 7.00 RL or 7.50 RL. Level of
Economic Zone area of BEZA at Sabrang is determined as 7.50 m or at 7.50 height from
MSL3
 RL of Marine Drive project is 5.66 i.e. 1.84 m less than 7.50 and 1.34 m less than 7.00.

8. Opinion of president of Sugondha Tourist Jeep Socity:-

 The Marine Drive Project is the contribution of 16 ECB.
 We are rendering our service to attract the tourists and providing transport for the tourists.

9. Manager, Hotel Shaibal, Bangladesh Tourism Corporation, Coxsbazar said:-

Special arrangement to be taken at the proper spot so that tourist can watch and enjoy the scenery
of fish-catching as well as beauty of the sea at the Coxsbazar sea-beach area.

10. Observation given by Executive Engineer, RHD, Cox’s Bazar, about Cox’s Bazar-Teknaf
Marine Drive Road:-
 Marine Drive road will play a very helpful role in extraction of sea resources i.e in the development
of Blue Economy of Bangladesh.
 Bangladesh Parjaton Corporation and Cox’s Bazar Development Authority must perform their
respective function in order to preserve the beauty of sea area and to increase the facilities for the
tourists.
 CC TV camera may be installed at different spots reducing the security Check-posts for avoiding
any harassement or embarrassment of tourists.
 Construction of any infra-structure within 300/500 meter of Marine Drive Road will not be justified.
Cox’s Bazar Development Authority must ensure that nobody is allowed to built any structure
beyond the above policy.
 Tourists will be benefitted if any private sector or any relavent organisation of Bangladesh Army
takes initiative for operating the Tourists Bus Service.

3
= MSL- Average Water Level of High Tide Level and Low Tide Level of Bay of Bengal at
Cox’s Bazar

41
11. Chief Guest of the Workshop and Project Director, Lt. Colonel Asif Mohammad Saleh, PSC
given following observations and opinion:-
 Restriction has been given on movement on bus and truck at Marine Drive Road by Govt. circular
 To preserve the natural environment and for the sake of sustainability of the road, plying of heavy
vehicle viz.:- Bus and truck is prohibited. But, for the tourists, small buses may be considered for
plying.
 Width of the road is less. So no structure should be allowed to built in west side to protect the
characteristics of the nature and for direct watching the sea-beach sa well as the beauty of sea by the
tourists. If structures are to be built in east side, those are to be done in a planned way and at a
sufficient distance from the road.
 A DPP has been submitted for the restoration of “missing link” at the start of the Marine Drive Road,
resulted due to the surge of sea-wave.
 Rezukhal Bailey Bridge is a single lane bridge and it has become weaker as it is very old one. When
it will be widened as a double lane bridge then it will be possible to allow movement of heavy
tourists buses.
 Connecting road may be constructed from Marine Drive Road to facilitate plying of hatchery
vehicle.
 Fish market with the observation facilities at some spots may be constructed to watch the
hunting/catching of fishes in the sea.
 Traffic jam is being observed regularly at Inani point. So Traffic Police should be deputed there.
 Check-posts should be continued functioning for safety concern; but installation of CC TV camera
would reduce the man-power requirements.
 Something of environmental-friendly may be established at the western side to enhance tourism
facilities.
 Recreation park may be built at 67th km point of the Marine Drive Road.
 1.7 km road from Kalatali to bailey hatchery to be reconstructed without fail.
 DPP for construction of 2 (two) Visitor Centres has been submitted by this time.
 Necessary action has been taken for sea-shore protective works.

12. Chairman of the Workshop & Upazila Nirbahi Officer, Cox’s Bazar Sadar, Engr. A.H.M
Mahfuzur Rahaman has given the following opinion:-

The very aim of SDG is, nobody would be left out of development; keeping importance on
future aspects of tourism city, environment-friendly and sustainable plan should be taken.
Waste mangement of tourism city Coxsbazar must be given imortance from now.

Looking into traffic management system is also needed. Due to huge on-going projects at
Moheshkhali, Coxsbazar has become a Development Hub by this time.
Establishment of Echo-tourism park at Sabrang is one of the outcomes of Marine Drive
Road Construction Project.

42
Cox’s Bazar has attracted almost 5 lakh tourists during recent holidays; though the highest
accommondation capacity of all residential hotels of is only 2 lakh. Tourists had faced
sufferings at that time due to want of seats in the residential hotels.
Steps for patrol duties of police is to be considered during tourist season and on special
holidays, so that tourists would not face any harassment at tourist spots.
Due to construction of the road, there has been improvement of safety & security situation;
facilitated to come to hospital and marketing of fishes, betel-leaves and other goods
including water-melon have become easier.
Modern waste management systems is to be ensured so that tourist can enjoy fresh/pure
environment. Awarness be developed among the local people and tourists, so that they do
not throw the food waste and polythene hither and thither of sea-beach or at road sides of
Marine Drive Road, Collection of waste product is to be done building-wise. Dumping
arrangement at proper location must be done regularly by the support of Pourasaova
transport. Initative for recycling of polythene may be taken up.
For recreation facilities of tourists, open jeep/chander gari may be allowed to run at Marine
Drive Road/sea-beach areas.
Para-afforestation may be implemented in Marine Drive Road.
Due to climate change, infra-structure to be constructed providing plinth level standard RL
as 7.50 of MSL.

43
5.4. Part-B: Analysis of data obtained from physical observation of structures:
5.4.1 Introduction: One of the objectives of the study on Impact Evaluation of “Cox’s Bazar-
Teknaf Marine Drive Road” is to observe the main items of works and comment on its effectiveness.
For this purpose, as per article 2.2.1 (d) of the report, the road has been inspected physically and
collected kilometer-wise data about the roads embankment & pavement, road safety measures &
roads appurtenant, culverts, bridges and sea-shore protective works as per Annexure-IVA,
Annexure-IVB & Annexure-IVC.

Fig: 5.01 Team Leader is inspecting the Road

5.4.2 Present Status of road embankment & pavement:

As per data obtained practically in the field through engineering checklist for physical inspection,
it is found that the condition of road embankment & pavement of the project is ‘ very good’.
Specifically about the criteria on the condition of the pavement, such as Potholes, Hair-cracks,
Raveling, Rutting, Undulation etc. were not found but there is some deviations in other items.

Fig-5.02: Photograph showing the present condition of the road at 36th km

44
Table 5.18 shows that the deviation in item no.-3 (Rain cut) is (33.33%), in item no.-15 (a)
(Plantation) is (33.33%) and no deviation in other items.

Table-5.18: Present Status of road embankment & pavement:

Sl.No. Present status

(as per
Items examined Kilometers Percentage
check
list) Yes No Yes (%) No (%)
1 Whether the shoulder of the road is wide enough for 6 0 100 0
movement of pedestrian?
2 Whether the slope of road embankment is alright? 6 0 100 0
3 Whether raincut has been developed on the road 2 4 33.33 66.67
shoulder or slope?
4 Whether vehicles can move comfortably on the road 6 0 100 0
pavement?
5 Whether the road surface is undulated or vehicles 0 6 0 100
experience jerking? ‘If Yes, what is the quantity?’
(Described in the observation)
6 Whether there is any crack in the surface of the road ? 0 6 0 100
If Yes, what is the measurement? (Described in the
observation)
7 Is there any potholes in the road surface ?‘If ‘Yes, what 0 6 0 100
is the measurement? (Described in the observation)
8 Is there any Raveling in the road surface ? 0 6 0 100
9 Is there any Rutting in the road surface? 0 6 0 100
10 Is there any Edge-breaking in the road? 0 6 0 100
11 Is the road camber / cross-gradient correct? 6 0 100 0
12 Is there any drainage problem in the road? 0 6 0 100
13 Whether the width of the road is built according to the 6 0 100 0
design?
14 Whether the turfing has been done? (If applicable)
15 (a) Whether the Tree plantation has been done? 4 2 66.67 33.33
(b) If “yes”, whether it has been done on slope the 2 0 100 0
road?
(c) Or has been done on the berm? 2 0 100 0

During inspection of the road, qualitative observations on deviations are recorded; the items &
deviations with frequency are shown in table 5.19. It is notable that maximum deviation is in item
no.1.
Table-5.18: Observation of embankment & pavement:
Sl.No. (as per Flaws observed (with location) frequency
check list)
1 There are weeds in the shoulder at 35, 38 and 40 th km; So pedestrians 3
compels to walk on the pavement.
3 There are some Rain-cut at 42th km. 1
15 Some trees have been planted on the berm of the road at 40th km 1

45
5.4.3 Road safety activities & Present status of road furniture:
As per article 2.2.1 (d) of the report data collected from the field on the full length (24 km) on items
of geometric design of roads and road safety is presented in table-5.20. The table indicates that the
highest deviations is in item no.23 (Guide pillar placement) which is 33.33%; Then less deviation
is in item no.16 (Sign-signal) (29.16%) and after that less deviations is in item no. 18 (width of road
in curve) (25%).

Table-5.20: Present status of road safety activities & road furniture

Sl. Present Status
No. Items examined Kilometer Percentage
Yes No Yes (%) No (%)
16 Whether enough sign-signals or safety indicative signs 17 7 70.84 29.16
(Compulsory, cautionary and informatory) are provided at
both ends of the road, on the bridge and on the approach
road?
17 Whether the embankment and pavement have been built 24 0 100 0
providing super elevation at outer side of the road at curves?
18 Whether the width of the road at curves has been provided 18 6 75 25
(25-30%) wider than the staright part??

19 Whether plantation or construction of structure has been 2 22 8.33 91.67

done on inner side of road curve creating barrier to the
passing sight distance of vehicular traffic?
20 (a)Is there any accident prone-spot in road where accident 1 23 4.17 95.83
occur repeatedly?

(b) If 'Yes' is there any informatory signboard? 1 0 100 0

21 (a) Whether the road-marking has been done on road? 24 0 100 0

(b) Whether there is a median or center-line marking on the 24 0 100 0

road, where applicable?
22 Whether kilometer post is there? 23 1 95.83 4.17
(a) Whether the text of the kilometer post is legible? 23 0 100 0
(b) Whether the km post is covered with trees or leaves or 1 22 4.35 95.65
with weeds?
23 Whether guide pillars have been installed on approaches of 16 8 66.67 33.33
bridges or culverts and in Road curves?

The deviations found in observation of the road safety and road furniture with frequency are shown
in table 5.21 which shows that there would occur accident in 32nd km. But presently there was no
incidence of accident as Rumble Strip has been built at both the approaches of the culvert.

46
Table-5.21: Observation on the Road safety:
Sl.No. (as per Flaws observed (with location) frequency
check list)
16 No cautionary sign-signal at 30th km Culvert which is in curve; setting of 1
sign-signals are needed.
There has been built a culvert at middle of S-curve at 32nd km. Accident 1
would occurr there off and on recent construction of rumble strip at
bothsides stopped accident.
18 At 35th km, width of pavement in straight portion in 18 ft, while in curve 1
portion it is 20.5 ft; So, only 15% greater width. As per standard it should
be 30% greater.
19 Plantation has been done on inner side of road curve creating barrier to the 1
passing sight distance of vehicular traffic at 30th & 38th km
22 No km post at 35th km 1
22 (b) The 38 km post is partially covered with weeds. 1
23 The guide pillars provided is inadequate in culvert at 32th km 1
No guide pillar in culvert at 25th & 35th km; Wheel guards constructed but 2
were not painted.
No guide pillar in some minor curve at 30th km; Guide pillars are to be 1
installed there.

Other Observations:
 There exist two sharp curves before and after the Rezukhal Bridge at 18th km. The
geometric design of both the curves haven’t been done properly; so accidents are occurring
there daily. Hence, preventive measures are to be taken including construction of rumble
strip there on an emergency basis.

5.4.4 Present status of the constructed Culverts: 26 Culverts were constructed under the project,
as per article no. 2.2.1 (a) of this report, 7 Culverts have been observed physically in the field. The
present condition of 7 culverts is given in table 5.22. It shows that deviation in item no. 32 (b)
(Railing/wheel guard painting) is 57.14%, deviation in item no.26 (Honey-comb) is 42.86% and
deviation in item no.27 (smaller span than required) is 28.17%.

Fig-5.03: The present condition of culvert at 27th km

47
Table-5.22: Present status of culverts:
Present status
Sl. Items examined Number Percentage
No. Yes No Yes No (5)
(%)
24 Whether the workmanship of the culvert is good 7 0 100 0
visually?
25 Is there any hair-crack in any part of the culvert? 0 7 0 100
26 Is there any honey-comb in the concrete of the culvert? 3 4 42.86 57.14
27 Whether the span length of culvert is smaller compared 2 5 28.17 71.83
to the width of the canal or drainage channel.
28 Whether there is observed any water-logging in the 0 7 0 100
upstream or donwnstream of Channel ?

29 Whether the flow of water in the Channel is blocked 0 7 0 100

cross-wise? (give specific description of the culvert)
30 Whether the vehicles experience jerking while moving 1 6 14.29 85.71
over the culvert?
31 Is there any arrangement for pedestrian movement? 7 0 100 0

32 (a) Is there a railing / wheel guard? 7 0 100 0

(b) If “yes”, whether wheel guards were painted or not? 3 4 42.86 57.14

The flaws and deviations those were found during data collection are given in table 5.23.
The table shows that maximum deviations is in item no. 27.

Table-5.23: Observation on culverts

Sl.No. (as per Flaws observed (with location) frequency
check list)
25 There were cracks at 2 sides abutment of culvert at 27th km 1
There are light cracks at wheel guard of culvert at 10th km 1
26 There are trace of Honey-comb in abutment and railing of culvert at 27th 1
km
27 At 27th & 40th km, channel of culverts are made smaller by building 2
abutment and placing blocks of protective works
28 At 27th km culvert, the high tide water don’t come upto culvert, but due to 1
storage of some water for long time, it become polluted
32 (a) Wheel guards of culvert at 40th km hasn’t been painted 1
32 (b) Wheel guard of a few culverts at 38th km haven’t been painted 1

5.4.5 Present status of the constructed bridges: 9 Bridges were constructed under the project. Of
these 3 Bridges have been observed physically in the field. Followed Annexure-4B of the Report
during observation. The findings are given in table 5.24. The table indicates that the present
condition of the bridges is very good. However, there are some deviations. In item no. 5 (a) (Water
flow) deviation is 33.33% and there are no deviations in other items.

48
 Fig-5.04: View of Monkhali bridge at 43th km of the road

Table-5.24: Present condition of Bridges inspected

Sl. Items examined Present status
No. Number Percentage
Yes No Yes (%) No (%)
1 Is the workmanship of concrete of Sub-structure is 3 0 100 0
visually good?
Is the workmanship of concrete Super-structure is 3 0 100 0
visually good?
2 Is there any Honey-comb in casting ? 0 3 0 100
3 Is the length of the bridge is adequate compared to 3 0 100 0
the width of the river ?
4 Is the vertical clearance of the bridge is sufficient 3 0 100 0
for navigation ?
5 a) Is there sufficient flow of water under the bridge 3 1 66.67 33.33
for movement of water traffic?
b) Is there any navigation problem in the bridge? 0 3 0 100
6 Is there any hair-crack in any part of the bridge? 0 3 0 100
7 Do the vehicles experience jerking in different span 0 3 0 100
joints of the bridge?
8 Is there observed any fault in the bearing of the 0 3 0 100
bridge ?
9 Whether Protective Works have been done. If yes, 3 0 100 0
have these been sustained?
10 Whether the condition of RTW is Not applicable
good that has been done in both the bank of river?
11 Is the deck-slab is in good condition? 3 0 100 0
12 Whether the side-walk have been provided for 3 0 100 0
movement of pedestrain?
13 Whether there is bushes and jungle on both sides of 0 3 0 100
the bridge?

49
Of the 3 bridges river training work have not been done; hence ‘not applicable’ have been
mentioned in item no. 10. The deviation observed during inspection of the bridges have been
recorded in the checklist are given in table 5.25. It is noteworthy more deviations are found in item
no.9 (Protective works).

Table-5.25: Flaws on observation inspection of bridges

Sl.No. (as per Flaws observed (with location) frequency
check list)
7 There observed hair-crack in ashpalt of Expansion Joint 1
8 Under the bearing of Inani bridge at 25th km, cement-bags were placed 1
9 Protective work at approach of Inani bridge at 25th km has been done less 1
than required. Protective work to be done in whole approach
There observed displacement of some C.C blocks of protective works in 1
approaches of Mankhali bridge at 38th km

5.4.6 Present status of embankment and pavement of bridge approach: Data collected from
the field as per Overservation Checklist reveals that, the condition of bridge approach embankment
and pavement is seen good.

Table-5.26: Present status of embankment and pavement of bridge approach road

Sl. No. Items examined Present status
(as per Number Percentage
checklis Yes No Yest No
t) (%) (%)
14 Whether vehicles can move comfortably through 3 0 100 0
approach road pavement?
15 Whether approach road shoulder has been made 3 0 100 0
wide enough for movement of pedestrians ?
16 Whether raincut has been developed on the 0 3 0 100
approach road shoulder or slope ?
17 Whether approach road surface is undulated or ০ 3 0 100
vehicles experience jerking ?
18 Whether the slope of approach road is 3 0 100 0
appropriate?
19 Is there any hair-crack in the surface of the 0 3 0 100
approach road ?
20 Is there any potholes in the road surface? 0 3 0 100
21 Whether approach road surface is good enough or 3 0 100 0
properly maintained?

5.4.7 Road safety activities of bridge approach: Data collected from the field on items of
geometric design of roads and on road safety is presented in table-5.27. The table indicates that the
highest deviations (33.33%) is in item no. 22 (sign-signal); There is no deviations in other items.

50
Table-5.27 Safety activities of bridge approaches
Sl. No. Items examined Present status
(as per Number Percentage
checklist) Yes No N/A Yes No N/A
(%) (%) (%)
22 Whether enough sign-signals or safety 2 1 - 66.67 33.33 -
directional signs are provided at both ends
of the bridge, on the bridge and in the
bridge approach?
23 Whether the embankment and pavement 2 0 1 100 0 33.33
have been built providing super elevation
at outer side of the road at curves?
24 Whther the width of the approach road at 2 0 1 100 0 33.33
curves has been provided wider than the
staright part?
25 Whether plantation have been done on 2 0 1 100 0 33.33
the wrong side of approach road creating
barrier to the passing sight distance of
vehicular traffic?
26 Is there any accident prone-spot in bridge 0 3 - 0 100 -
or in approach where repeated accidents
occur?
27 Whether sign-signals are enough? 3 0 - 100 0 -
(a) Whether reflective signs are struck on
the bridge railing?
(b) Whether road-marking has been done 3 0 - 100 0 -
in bridge approach?
(c) Whether guide-pillar have been 3 0 - 100 0 -
installed on the approach and whether it
has been painted
28 Is there any arrangement for 3 0 - 100 0 -
pedestrian movement?
29 (a) Is there Railing / Wheel Guard? 3 0 - 100 0 -
(b) If “yes”, whether painting has been 3 0 - 100 0 -
done?

It is evident from the collected data that out of 3 bridges, in 1 bridge (Inani Bridge) approach there
is no curve ; hence ‘not applicable’ column has been used in item no. 23, 24 & 25 of the table.
Deviations on road safety that have been found during field observation is presented in table 5.28.
Table-5.28: Road safety observations in bridge approaches
Sl.No. (as per Flaws (with location) detected during observation frequency
check list)
22 In Monkhali bridge there is no sign-signals; but railings and guide-pillars 1
are painted.
25 In approach of Chotokhal bridge at 38th km, the visibility is obstructed a 1
little due to trees in the curves.

51
5.4.8 Present status of protective works: In pursuance to the article no. 2.2.1 (d) of this report,
full length of 1227 meters (1.22 km) Protective Works has been observed in the field. The finding
are given in table 5.29. It shows that in item no. 1, 3, 4, 6 & 7 there is 50% deviation.

Fig-5.05: Present condition of protective work at 30th km

Table-5.29: Present status of protective works done

Sl. no. Items examined Number Percentage
Yes No Yes % No%
1 Whether protective works has been done upto 1 1 50 50
required/adequate length from the road?
2 Whether the protective works done in sea-side of the Marine 2 0 100 0
Drive Road is visibily observed as sustainable?
3 Whether the protective works done by geo-tex bags/concrete 1 1 50 50
Blocks have been damaged due to sea-wave? (If “Yes”, please
mention in observation)
4 Whether the protective works done by Tetrapods have been 1 1 50 50
done properly (as per need)?
5 Whether the positive outcome of protective work with 2 0 100 0
tetrapod is visible?
6 Whether protective work due by concrete block is observed 1 1 50 50
to be fruitful and whether it is stable?
7 Whether protective work done by geo-textile has been 1 1 50 50
sustained?
8 Whether regular maintenance work is conducted? 2 0 100 0
9 Whether the road has been damaged due to high tide and low- 0 2 0 100
tide, cyclone or any other natural disaster? (If “Yes”, what is
the nature/type of damage, please mention)

The flaws observed during collection of data as per check-list on protective work is shown in table
5.30

52
Table-5.30: Flaws found during observation of protective works
Sl.No. (as per Flaws (with location) detected during observation frequency
check list)
1 In one spot sea is very near to the road; distance about 30 ft 0
3 At 28th & 30th km some Geo-bags are seen torned/punched 2
4 In Patharrani Beach-point at 30th km, there has not been placed adequate 1
tetrapod more tetrapods to be placed
5 There observed honey-comb in most of the tetrapods at 28th km 1
6 Some blocks of lower portion of the protective works have been 1
displaced/sliders down (28th km)
No block-pitching work has been done at 30th km 1

5.5 - 5.9-Part-C: Testing of quality, AADT, road accidents, post-construction maintenance

and over-all achievements:
5.5 Testing of the quality of the concrete work done in bridge and culverts:
The concrete strength of abutment, girder, slab and railing of 2 bridges out of 9 bridge and 3 culverts
out of 26 culverts constructed under the projects have been tested. Without any damage to the
concrete or structures “Non-destructive Schmidt Hammer Test” has been done at the spot. The
strength requirements of concrete as per design-drawing & specification and findings of test results
are stated below.

1. Analysis of results of testing of bridges: Field test for concrete strength of different component
of Inani bridge at 25th km and Monkhali bridge at 43th km of the Road have been done. The design
criteria of the two bridges as per design-drawing & specification and the results of Field Tests are
shown in table 5.31 & 5.32 respectively.

Figure: - 5.06 Picture of the Hummer Test of the Pier of the Monkhali Bridge

(a) Analysis of findings of Inani Bridge: Findings of “Non-destructive Schmidt Hammer Test” of
the concrete is given below.

53
Table-5.31: Concrete strength as found in Hammer Tests
As per Concrete strength
Point Name of
Standard as per Field Test Remarks
No. component 4
(MPa ) (MPa)
1 Abutment
25 30.6 Much more than 25 MPa; therefore, as per
standard.
Slab (with Slab 20 29.2 More than 20 MPa; therefore, slab as per
standard
2 wearing &Wearing
More than 25 MPa; therefore, Wearing
course) course 25
course as per standard
More than 40 MPa; therefore, conforms to
3 Girder 40 47.8 standard
20 More than 20 MPa; therefore, as per
4 Railing 30.5 standard
10 More than 10 MPa; therefore, as per
5 CC block 24.1 standard

(b) Findings of Monkhali Bridge: Findings of concrete strength test by “Non-destructive Schmidt
Hammer Test” is given below

Table-5.32: Findings of concrete strength in Hammer Test

Concrete
As per
Point Name of strength as
Standard Remarks
No. component per Field
(MPa)
Test (MPa)

25 Much higher than 25 MPa; therefore, conforms

1 Abutment 35.8
to standard.
Slab strength much more than 20 MPa; therefore,
Slab (with Slab 20 &
as per standard. Little more than 25 MPa;
2 wearing Wearing 28.1
Therefore, wearing course is marginally as per
course) course 25
standard
3 Pier 20 36.8 More than 20 MPa; therefore, as per standard.
More than 40 MPa; therefore, conforms to
4 Girder 40 46.1
standard.
5 Railing 20 30.1 More than 20 MPa; therefore, as per standard.
10 Much more than 10 MPa; therefore, as per
6 CC block 24.8 standard

Observation: The compressive strength of concrete obtained on “Non-destructive Schmidt

Hammer Test” for both the bridges (Inani and Monkhali bridge) were found greater than that is
required as per design-drawing & specification. Hence, the quality of concrete of two bridges is
found good.

2. Analysis of test result of culvert: Field concrete tests for the different components of the culverts
at 27th, 30th & 38th km of Road have been done. The results of Field Tests of these three culverts
are depicted in table 5.33, 5.34 and 5.35.

4
= MPa = Mega Pascal

54
(a) Findings of Culvert at 27th km: Findings of “Non-destructive Schmidt Hammer Test” of the
concrete is given below:-
Table-5.33: Results of concrete strength at 27th km.
Concrete
As per
Point Name of strength as Remarks
Standard
No. component per Field
(MPa)
Test (MPa)
20 30.6 Much more than 20 MPa; therefore, conforms to
1 Abutment
standard
33.7 More than 20 MPa; therefore, slab conforms to
Slab (with Slab 20 &
standard
2 wearing Wearing
More than 25 MPa; therefore, Wearing course as
course) course 25
per standard
29.6 More than 20 MPa; therefore, Railing as per
3 Railing 20
standard
4 CC Block 20 26.5 More than 20 MPa; therefore, as per standard

(b) Findings of Culvert at 30th km: Strength of concrete by “Non-destructive Schmidt Hammer
Test” is given below
Table-5.34: Results of concrete strength in Hammer Test
As per The strength
Point Name of
Standard of the test Remarks
No. component
(MPa) (MPa)
20 28.2 Much or more than 20 MPa; therefore, as per
1 Abutment
standard
31.1 Much more than 20 MPa; therefore, slab conforms
Slab (with Slab 20 &
to standard
2 wearing Wearing
More than 25 MPa; therefore, Wearing course as
course) course 25
per standard
27.9 More than 20 MPa; therefore, Railing as per
3 Railing 20
standard
4 CC Block 20 21.6 More than 20 MPa; therefore, as per standard

(c) Findings of Culvert at 38th km: Strength of concrete by “Non-destructive Schmidt Hammer
Test” of the concrete is given below
Table-5.34: Results of concrete strength in of concrete
As per The strength
Point Name of
Standard of the test Remarks
No. component
(MPa) (MPa)
20 30.8 More than 20 MPa; therefore, as per standard
1 Abutment
21.8 Little more than 20 MPa; therefore, Slab as per
Slab (with Slab 20 &
standard
2 wearing Wearing
Less than 25 MPa; therefore, Wearing strength is
course) course 25
below standard limit
24.9 More than 20 MPa; therefore, Railing as per
3 Railing 20
standard

Observation: In the Schmidt Hammer Test, the quality of concrete strength has been found as per
standard in the 27th & 30th km culvert’s on abutment, slab, wearing course, railing and CC blocks.

55
On the otherhand, the quality of concrete strength has been found as per standard in the 38th km
culvert’s abutment, slab, railing and CC blocks, but the strength of wearing course was found 21.8
MPa instead of minimum required 25 MPa. Therefore, wearing course of 38th km culvert is not
found as per standard.

5.6 Conducting Traffic Survey and analysis of AADT obtained:

In accordance with the para no.2.2.1(f) of Inception Report, to analize the number and mode of
traffics on the project road, a field traffic survey has been done for continuous 48 hours on 20-2-
2019 and 21-2-2019. Station for the survey was selected at the 18th km (Rezukhal Bridge). Since
one of the main objectives of the project is to attract the tourists, both office working day and weekly
holidays are included while selecting the days fro as maximum no of the survey, tourists visit
Coxsbazar in week and or in holidays. Data obtained from the traffic survey on the above mentioned
days were duely corrected by the seasonal factors (0.98 for February) to determine the AADT,
which has been shown in table 5.36. It is to be noted here that as no traffic servey has been done
before the construction of the road, so there is no base line data on AADT.

Table-5.36: Post- construction Traffic modes, AADT and PCU of Cox's Bazar-Teknaf Road
Sl. Traffic pattern AADT derived PCU Equivalent PCU
No. from traffic count Multiplication
of February 2019
a) Motorized
1 Heavy Truck (3-Axle) 0 5 0
2 Medium Truck (2-Axle) 4 4 (4 x 4) = 16
3 Small Truck 21 1.5 (21 x 1.5) = 32
4 Heavy Bus 0 3.5 0
5 Medium Bus 24 3 (24 x 3) = 72
6 Micro Bus 1152 1.5 (1152 x 1.5) = 1728
7 Utility (pickup; pickup van) 635 1 (635 x 1) = 635
8 Car 338 1 (338 x 1) = 338
9 Autorickshaw
Battery-driven rickshaw 2620 1 (2620 x 1) = 2620
CNG Auto rickshaw 3543 1 (3543 x 1) = 3543
10 Motorcycle 1218 0.5 (1218 x 0.5) = 609
Sub-total 9555 9593
(b) Non-motorized
11 Bi-cycle 167 0.2 (167 x 0.5) = 33
12 Paddle-driven Rickshaw 48 0.5 (48 x 0.5) = 24
13 Animal/Pushcart 0 4 0
Sub-total 215 57
Total (a+b) 9770 9650

From the table 5.36 it is observed that no heavy Truck and Bus are plying in the road. Data received
from the website of RHD also shows that during the year 2017 motorized vehicles and non-
motorized vehicles on the road were 3036 and 137 respectively. So this table also shows that number
of motorized vehicles has been increased during last two years by (9555-3036) = 6519. On the other
hand the increased number of non-motorized vehicles are (215-137) = 78. Therefore total increase
of traffic per day during last two years is (9770-3173) = 6597 i.e. 208% or 104% in a year. Fig. 5.07
shows the increase of traffic (AADT) in two years .

56
 12000 9555 9770
10000
8000
6000 3036 3173
4000
2000 137 215
0

Total

Total
Motorised

Motorised
Non-Motorised

Non-Motorised
2017 2019

Fig-5.07: Increase of traffic (AADT in number)

5.7 Data on occurrence of accident:

While talking with O.C., Teknaf to get data of occurred accident in the road, it has been learnt, no
case has been lodged about accidents in Marine Drive Road as yet. So, any kind of data in this
regard is not lying with Teknaf P.S.

It is observed from the traffic survey of the road that AADT have been increased by 208% in the
last 2 years. It is noticed during observation on road safety component (sign-signal) of the road at
field level that there is not sufficient sign-signal in the road. Besides, some of the curves are very
sharp, specially two curves at two ends of Rezukhal Bridge; at these curves accidents are occurring
frequently. Even, a auto-rikhshaw has fallen into accident at that curve on 19th February, 2019 in
presence of Engineers of the Consultants Firm during data collection on the spot. In this accident,
3 persons including one child of the same family were injured serverly. It has been learnt from the
local people and BGB Check-post located there that almost on every day either minor or major
accidents are occurring there. These curves are very sharp; so vehicles are thrushed out of the road.
Simplification or easing these curves are necessary to prevent the accidents on that spot. But as the
simplification process will require time so construction of Rumble Strip at both ends of the
Rezukhal Bridge is urgently needed.

Both sides of the culvert constructed at S-curve of 32nd km named Patuartek spot of Marine Drive
Road Phase-II part is revealed as accident prone spots. During crossing over the bridge, there is a
very risk of accident for all types of vehicles. Re-alignment is necessary by simplification of both
approaches of bridge in stead of S-curve of this culvert approaches. To avoid accident at this spot
one new bridge may be constructed replacing of this culvert including simplification of curves.

5.8 Post-construction maintenance of the project:

5.8.1 Possible threat of damage of the road due to water strip coming down from the hill:
There is risk of damage of the road due to water strip coming down from the hill at some part
(Himchari area) within 1st to 24 km under 1st phase of Marine Drive Road, although drain has been
constructed at hill-side shoulder of this part. But the drains are narrow and in some places closed
with weeds. So, regular maintenance work is needed including removal of weeds deposited in the
drains. On the other hand, there is no risk of damage of the road under phase II & III project, due
to any water strip coming down from hill, as the road of this part is away from the hills.
By this time, 3(three) phases of Marine Drive Road has been constructed as per standard of Regional
Highway. Some length of the road from Coxsbazar to Inani is very close to the hill. There will be

57
no need of cutting hills futher at that spot for road development. If needed, the widening of road in
sea-side must be done by carted earth collecting from distant places. However, there is no hills
closer to the roads of 2nd and 3rd phases. Yet, in furture, during construction of road at hill areas
in place of cutting the hills, construction of small or big size tunnels may be considered, as an
alternative, to preserve the environment.

5.8.2 Inclusion of the road as Regional Highway in “Road Master Plan” and regarding
responsibility of its maintenance:
Before undertaking of the Coxsbazar-Teknaf Marine Drive Road for development, it was a district
road (Road No. Z-1098) and starting from Kalatali, it has connected Himchari, Inani, Shilkhali and
Teknaf. The road from Teknaf to Shahpari Dwip has been marked as Z-1099. Due to
implementation of “Coxsbazar-Teknaf Marine Drive Road Construction Project” the road has been
constructed at the standard of Regional Highway which is 5.5 meter wide. In this context, the road
needs to be shown in Road Master Plan of RHD as Regional Highway and its numbering is also
required. It is seen in the road network map of Coxsbazar Road Division that the link road starting
from N1 to Coxsbazar District headquarter is R180. So, Coxsbazar-Teknaf Marine Drive Road may
be marked as R190. However, RHD, is to take final decision in the matter and should inform the
matter to the Planning Commission.

The routine maintenance work and after expiring 2 years of construction, if needed, the periodic
maintenance work of Coxsbazar-Teknaf Marine Drive Road should be done in time. Besides,
emergency maintenance work might be necessary at any time due to effect of sea-wave and
unforeseen sudden disaster. From the data obtained at field level, it is learnt that 16 ECB did not
hand-over any part of the road to Coxsbazar Road Division till now, although the project work of
1st phase has been completed in June, 2008 and the 2nd phases has been completed in June, 2016.
But the project work of 3rd phase has been completed in June, 2018. In general, the minimum time
of DLP of any construction work is 1 year. In that context, on principle, there is no bar to hand over
the responsibility of the road to Coxsbazar Road Division by 16 ECB of Bangladesh Army after
June, 2019.

On the other hand, it is observed that with initiative of 16 ECB of Bangladesh Army, DPP of 3
projects, namely:- (1) Reconstruction of 1.7 km road including a flyover at the disrupted spot; (2)
Widening of 23 km and reconstruction (with re-alignment) of 6 km and (3) Construction of 2
Tourists Facilities Centre at the Marine Drive Road have been submitted to Planning Commission
for approval.

So, it is evident that till now there is involvement of 16 ECB of Bangladesh Army for further
improvement of 24 km of 1st phase and 8 km out of 24 km length of 2nd phases i.e. in total 32 km
of the Marine Drive Road. In this circumstance, road from 33rd to 80th km, may be handed over to
Coxsbazar Road Division immediately after june, 2019. This will facilitate to do periodic
maintenance of the road properly.

58
5.9 Over-all achievement of the project objectives:
Actual achievement of the project objectives has been given in the following table 5.37:
Table-5.37: Actual achievement of the project objectives
Objectives of project Actual achievement
(a) Regional Highway: Construction of (a) Connectivity from Coxsbazar to Teknaf via Ukhiya
the road in Regional Highway standard has been established through construction of 80 km road
connecting Ukhia and Teknaf with having standard wide (18 ft) of Regional Highway.
Coxsbazar beside the beach of the Bay of
Bengal.
(b) Tourism: The road will play an (b) Construction of 80 km road at sea-shore area is
important role in growth of tourism in this contributing remarkbly in attracting the local and
area. It will facilitate in attracting the foreign tourists at the world’s longest and continous sea-
world’s longest and continuous natural beach endowed with natural beauty. By this time
number of local and foreign tourists have been increased
beach to the tourists.
multiple times than previous.
(c) Natural Resources: It will facilitate (c) It has become easier in collection of forest and other
better in collecting the forest resources as natural resources at the areas between the extent of
well as other natural resources. Coxsbazar-Teknaf National Highway (N1) and
Coxsbazar-Teknaf Marine Drive Road.

(d) Alternative Route: It will be an (d) The Marine Drive Road is being used as alternative
alternative route to the existing Cox’s of Coxsbazar-Teknaf National Highway. Although
Bazar-Teknaf National Highway (N-1). heavy vehicles are not moving, yet mass people and the
tourists are enjoying the facilities of this communication
by saving time of 1.00 to 1.50 hours.
(e) Fishing industries: It will create (e) Due to construction of Marine Drive Road,
opportunity for expanding the fishing transportation of fingerlings produced in the existing
industries in this region. hatcheries has become easier and new hatcheries have
been established; thus it is accelerating the development
of fishing industries in the country. Fishing industry is
playing vital role in earning Tk. 6000 crore per year by
exporting shrimp and huge foreign currency with the
export of other fishes from Bangladesh.
(f) Relationship with Myanmar: It will (f) It will facilitate important contribution in the
contribute in improving the military development of military, political and economic
political and economic relation with relationship with Myanmar as the communication from
Myanmar. Coxsbazar to Teknaf become easier.
(g) Salinity: It will save the local people as (g) Due to construction of Marine Drive Road beside
well as the cultivable land from the effect the sea shore and existence of Coxsbazar-Teknaf road
of tidal surge and salinity. in the east, the people of the middle area of both the
road are being saved from the thrust of tidal bore due to
cyclone and productivity of the cultivable land in the
area are being increased and the area is protected from
sanility of sea-water.

59
(h) With the construction of Coxsbazar-Teknaf
Marine Drive Road 2nd Phase (from Inani to
Shilkhali), it will contribute to development of
communication system as well as socio-
economic improvement of the people of the
area.
Overall achievement
(h) Improvement of road communication network of the
area has been ensured due to construction of 2nd phases
Coxsbazar-Teknaf Marne Drive Road (Inani to
Shilkhali) as per planned target of the project. As a result
socio-economic condition of the people of project area
has also been improved. As per data obtained from this
survey, before implementation of the project, the income
of 40.90% respondents were 10,000-15,000 taka or
above per month, but now the number of this income
group has been increased to almost 74.3% respondent.
On the contrary, before construction of the project, in
control area 20.5% of the respondents had monthly
family income of Tk. 10,000-15,000 or above; presently
that is almost 32.9%. So, the difference in increase is
more than 21.00% [(74.30-40.90) – (32.90-20.5)].
By analyzing the objectives and achievement stated in
this table, it reveals that the objectives of the project
have been achieved in a great extent.
60
 Chapter Six
Analyses of data obtained from Household Beneficiary Survey

Introduction: To assess the impact of Coxsbazar-Teknaf Marine Drive Road project a survey of
beneficiaries has been conducted in 24 villages of 4 Upazilas of the project area. Total 576
respondents were interviewed using structured Questionnaire (one for project area and another for
control area). Out of this, 384 were from the project area and 192 were from the control area. The
data obtained from the above are analyzed in both univariate and multi-variate process which are
furnished in this chapter.

6.1: Socio-economic and demographic Characteristics:

Age of the respondents: Survey data indicates that project area’s respondents mean age is 34.88
(SD4-13.02), control area’s mean age is 30.88 (SD-11.04) and as over all mean age of respondents
is 33.70 (SD-12.59). Table 7.01 presents distribution of respondent’s age both for project and
control area.

Table 6.01: Area-wise distribution of respondent’s age (percentage)

Age group Project Control Total
Years n Percentage n Years n Percentage
18-25 97 25.4 29 15.3 126 22.00
26-30 102 26.7 43 22.6 145 25.3
31-35 78 20.4 58 30.5 136 23.8
36+ 105 27.5 60 31.6 165 28.8
Total = 382 100.00 190 100.00 572 100.00
Mean (SD) 34.88 (13.02) 30.88 (11.04) 33.70 (12.59)

Educational Status: Table 6.02 & figure 6.1 shows that the majority (77%) of respondents have
passed the primary level of education, it also appears from the data that 18% of the respondents
have passed SSC & HSC and 5% of them obtained graduation or above level of education.

Table 6.02: Distribution of respondents by level of Educational Qualification (percentage)

Level of education (highest
class) Project Area Control Area Total
n Percentage n Percentage n Percentage
Primary 319 83.5 124 65.3 443 77.4
Secondary & Higher
Secondary 46 12.0 55 28.9 101 17.7
Bachelor and above 17 4.5 11 5.8 28 4.9
Total = 382 100.00 190 100.00 572 100.00

= SD=Standard Deviation
4

61
 Educational Status

Primary
5%
18%
Secondary & Higher
Secondary
77% Bachelor & above

Fig-6.1: Distribution of respondents by Educational Qualification

Occupation: Table 6.03 shows that occupation of 21.20% of respondents of the project area and
17.30% respondent of the control area is business; 21.50% respondents of the project area are in
the occupation of house wife, 17.3% are from the control area are in the same occupation and 8%
unemployed respondents are in the project area, while 13.5% unemployed respondents are from the
control area.

Table 6.03: Distribution of respondents based on present occupation (percentage)

Occupation Project Control Total
n Percentage n Percentage n Percentage
Business 81 21.2 18 9.5 99 17.3
Handicraft 23 6.0 17 8.9 40 7.0
Service 43 11.3 18 9.5 61 10.7
Agriculture 37 9.7 18 9.5 55 9.6
Housewife 82 21.50 18 8.9 99 17.3
Day labor / Rickshaw Puller 36 9.5 17 19.5 73 12.8
/Boatman
Un-employed 31 8.1 37 24.2 77 13.5
Others 49 12.8 46 10.0 68 11.9
Total = 382 100.00 190 100.00 572 100.00

In addition, table 6.03, 6.04 and figure 6.2 & 6.3 depict that there has been a positive change in the
occupation due to the construction of the road. Before, the implementation of the project, among
the respondents occupation of 17.30% was business, while at present respondents in business
occupation is 21.2%. And the number of unemployed respondents before the project was 17.1% in
both the areas, while after the implementation of the project, the unemployed respondents are 13.5%
in both the areas. So it appears that the road has played a positive role for reducing the rate of
unemployment in both the project area and control area.

62
Table 6.04: Distribution of respondents based on previous occupation (percentage)
Occupation Project Control Total
n Percentage n Percentage n Percentage
Business 66 17.3 17 8.9 83 14.5
Handicraft 17 4.5 12 6.3 29 5.1
Service 24 6.3 10 5.3 34 5.9
Agriculture 19 5.0 37 19.5 56 9.8
Housewife 76 19.9 13 6.8 89 15.6
Day labor / Rickshaw Puller 49 12.8 42 22.1 91 15.9
/Boatman
Un-employed 51 13.4 47 24.7 98 17.1
Others 80 20.9 12 6.3 91 16.1
Total = 382 100.00 190 100.00 572 100.00

Present Occupation
20.0 17.3 17.3
12.8 13.5 11.9
15.0 10.7 9.6
10.0 7.0
5.0
0.0

Fig-6.2: Distribution of respondents based on present occupation (percentage)

Past Occupation
20.0 15.6 15.9 17.1 16.1
14.5
15.0 9.8
10.0 5.1 5.9
5.0
0.0

Fig-6.3: Distribution of respondents based on previous occupation (before road construction) (%)

Monthly Family Income: Table 6.05 & 6.06 presents the mean monthly family income of the
respondents, before and after the implementation of the project respectively.

63
Table 6.05: Average monthly family income of respondents in the project and control area (before
implementation)
Monthly income Project Control total
(in taka) n Percentage n Percentage n Percentage
0-5,000 52 13.6 97 51.1 149 26.0
5,001-10,000 174 45.5 54 28.4 228 39.9
10,001-15,000 69 18.1 32 16.8 101 17.7
15,001+ 87 22.8 7 3.7 94 16.4
Total = 382 100.00 190 100.00 572 100.00

Table 6.06: Average monthly family income of respondents in the project and control area (Post-
implementation)
Monthly income Project Control total
(in taka) n Percentage n Percentage n Percentage
0-5,000 3 0.8 37 19.5 40 7.00
5,001-10,000 95 24.9 89 46.4 184 32.2
10,001-15,000 123 32.2 39 20.5 162 28.3
15,001+ 131 42.1 25 13.2 163 32.5
Total = 382 100.00 190 100.00 572 100.00

It shows that the mean monthly family income in the project areas is higher than in the control
areas. Before the implementation of the project difference among the number of families of Tk.
10,000 and above income group of both the project and control area was (18.1+22.8) – (16.8+3.7)
= 20.4%. After the implementation of the project this difference stands at (32.2+42.1) – (20.3+12.6)
= (74.3-32.9) = 41.4%, Hence, due to the implementation of the project, the number of Tk. 10,000
and above income group family in project area become 21% (= 41.4% -20.4%) more than the
control area.

So, it reveals from the data of table 6.05 & 6.06 that the income of both project and control area
people have been increased due to the implementation of the project.

6.2 Present condition of the road and its uses by all including tourists:
This section presents the respondents view on the present condition of road, about use of road,
peoples involvement in road construction, womens’ participation, land acquisition and relevant
information relating to this road construction project.

(a) Present condition of road: 100% respondents replied that the present status of the road is good;
they can use the road comfortably.

(b) Road use status: A question was asked to the respondents. “Have you or your family members
are using this road?.” In response, 100% (382 nos) of the project area respondent replied “Yes” i.e.
they use this road.

(c) Involvement in road construction: A question was asked to the respondent on the involvement
of himself and his family on road construction. In reply, most of the respondents said, they were
not involved in this project construction work.

64
(d) Land acquisition: To assess the land acquisition status, the respondents of the projects area
were asked through questionnaire that whether any land from the family has been acquired for the
road construction. Total 23.3% of the responded said “Yes”. On the contrary 11.1% of the “Yes”
responder said that they have not yet received their compensation money.

(e) Poor women participation: During the survey, a question was asked to the respondents assess
the vulnerable women participation during project construction work. About 35% respondents
replied “Yes” i.e. poor women participated in this construction work and 47% replied “No”.
However, about 18% respondents replied “Do Not Know” i.e. they do not have any idea about poor
women’s participation in this road construction work. Figure 6.4 presents poor womens
involvement satus in the road construction work.

100.0

80.0

60.0 47.0
35.0
40.0
18.00
20.0

0.0
Yes No Do not know

Fig- 6.4: Present poor women’s involvement status in the road construction work.

(f) Hotel/Restaurant/Tourists service providers: A question was asked “Whether new hotels,
restaurants and tourism related service providers have been established after the implementation of
the project”. In response to this question, 60% respondents of the both project and control area
replied “Yes”. It is also practically evident that after the implementation of the project as the number
of tourists has been increased, new hotels, restaurants and tourism related service centres/shops etc.
have been established in huge numbers.
Table-6.07: New establishment of Hotel/Restaurant/Tourists facility centres/shops data
Responses Project Control total
n Percentage n Percentage n Percentage
Yes 306 80.1 39 20.5 345 60.3
No 76 19.9 151 79.5 227 39.7
Total = 382 100.00 190 100.00 572 100.00

100.0

80.0
60.3
60.0
39.7
40.0

20.0

0.0
No Yes

Fig-6.5: Growth of hotel/restaurant/tourists facility centre/shops

65
(g) About Hat/Bazar/growth center: Respondents of both project and control areas were asked
about the presence of hat, bazar and growth centers in their locality. About 78% of the respondent
replied affirmative.
Table-6.08: Hat/bazar/growth center
Responses Project Control Total
n Percentage n Percentage n Percentage
Yes 279 73.0 165 86.8 444 77.6
No 103 27.0 25 13.2 128 22.4
Total = 382 100.00 190 100.00 572 100.00

(h) About Cyclone Shelters: Respondents from both the areas were asked through questionnaire,
“whether there is any cyclone shelter in their locality? if the answer is “Yes”, the subsequent
question was, whether it is sufficient?”. Three-fourth of the total respondents informed that there is
cyclone shelter in the locality. Of this 75% respondents 21.3% said, the shelters are not adequate;
i.e., 16% of the total respondents replied that it is not sufficient It is also evident that some of the
respondents opined that the present condition of these cyclone shelters are not good; require repair
works and replacement of doors & windows.

Fig-6.6: Cyclone shelter available Fig-6.7 Is this enough

No 100.0
78.8
25% 80.0
60.0
40.0
21.3
20.0
Yes
0.0
75%
Yes No

6.3 Adequacy of the bridge-culvert and condition of possible water-logging in the project area:
In response to the separate questions regarding the sufficiency of bridge, culverts and on water-
logging situation, 52% respondents of the project area expressed their views about the sufficiency
of bridges, 31% of respondent expressed their view about the sufficiency of culverts and about 17%
respondents informed about presence of water logging problem. So, from the above data it indicates
that the positive impact of the project is evident and it also made clear that due to the construction
of this road, there is no problem in the flow of water and the water-logging problem is not much
discernible.

60.0 52.0
50.0
40.0
31.0
30.0
17.0
20.0
10.0
0.0
Sufficiency of Bridge Sufficiency of Culvert Water Logging

Fig-6.8: About bridge, culvert and water-logging situation

66
6.4 Impact on agriculture, availability of water in agricultural land, irrigation, drainage and
plantation:
In the study, attempt was made to assess the impact of construction of bridges and culverts on the
land-use pattern, crop production and development of agro-based industries in the project areas. To
assess the Bridges/Culverts impact of both the project and control areas’ respondents were asked
during face to face interview through a specific Questionnaire. The survey shows the positive
indication about the increase in the project areas’ irrigation facilities. Project areas 73% respondent,
while control areas 41.1% respondents agreed that there have been improved in irrigation facilities
due to construction of the bridge & culverts (Fig- 6.9). Besides, 46% respondents of the project area
informed that plantation has been done in the roadsides. The planted trees are jhau tree and other
hilly forest tree.

80.0 73.0
58.9 62.4
60.0
41.1 37.6
40.0 27.0
20.0

0.0
Project Control Both

Yes No

Figure-6.9: Impact on agriculture and irrigation due to construction of bridges and culverts

6.5 Development of communication, marketing of agro-products and creation of earning

opportunities:
It is desirable that the communication system of the project area, marketing facilities and income-
generating sources status will be better than the control area. To assess the present communication
system, marketing facilities and increase of employment etc., several questions were asked to
project and control area’s respondents during face to face interview using a structured
Questionnaire. The findings are as follows: -
(a) Time required to reach Upazila Headquarter: To assess the time that requires to reach
Upazila Headquarter, a question was asked to the project area’s respondents “How much time is
being saved after road construction?” Out of total respondents about 55 percent said more than 30
minutes has been saved compared to the previous time, which is a direct, positive impact of the
road construction. Figure 6.10 shows project area’s respondents response regarding time saving
ranges.
60.0 54.5
50.0 40.8
40.0
30.0
20.0
10.0 4.7
0.0
15 min 30 min 30+ min

Fig-6.10: Data of Time saving mode to reach Upazila Headquarter

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(b) Perceptions of respondents on mode of traffic plying on the road: To assess the present and
previous vehicle mode running on the road, open-ended question was asked to project area’s
respondents. The following fig 6.11 and 6.12 show the present and previous modes if vehicles.
These figure also show that CNG auto-rickshaw, easy-bikes, micro-buses and motor cars are plying
more in the road. The opinion of the respondents clearly indicate that the traffic mode in the project
area has significantly improved compared to the previous.

Previous
100.0
80.0
60.0 47.6
40.0 31.7
21.5 18.6
20.0 13.4
7.3 6.8 5.5
0.0
No Cycle Jeep Motor Van Riksaw Horse Easy Bike
Vehicles Cycle cart

Fig-6.11: Previous traffic modes as per opinion of respondents

Present
100.0 83.8
90.0
80.0
70.0 56.8 51.8
60.0 46.1
50.0 38.2 34.3
40.0 25.7
30.0 18.8 15.7 13.6
20.0 11.3
10.0
0.0

Fig-6.12: Present traffic modes as per opinion of respondents

(c) Marketing facilities of agricultural products: Without local market facilities, cultivators
cannot get appropriate price for their agricultural products. However, to assess the marketing
facilities available in both the project and control area, a question was asked to the all respondents
“Do you think agro-product marketing facilities has been improved due to road construction?” In
reply to this question majority of respondents of the project area (95%) replied ‘Yes’ i.e. the
facilities has been increased than the previous. On the other hand 37% respondents of the control
area also replied “Yes” (Fig-6.13). It means that the improvement of marketing facilities for
agricultural goods is not notable in control area compared to the project area.

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 150.0
95.3
100.0 63.2
36.8
50.0
4.7
0.0
Project Control

Yes No

Fig-6.13: Marketing facilities of agricultural products

(d) Creation of new employment: A question was asked to the project area’s respondents “Do you
think employment opportunity has been increased due to the construction of the road?” In response
to this query 43% (197 nos.) respondents replied ‘Yes’ i.e. employment opportunity has been
significantly increased due to improve road communication. Opinions obtained is shown in fig 6.14.

60.0 56.6
50.0 43.4
40.0
30.0
20.0
10.0
0.0
Yes No

Fig-6.14: Opinion on creation of new employment

(e) Regarding women’s income generation: During the face to face interview with project area’s
respondents a question was asked “Do you think women income opportunity has been increased
due to improve road communication?” Out of total respondents 354 nos. (62.8%) replied ‘Yes’ i.e.
income opportunity has been increased due to improved road communication system.

(f) Women’s access in marketing: In response to a question, the 231 nos. (60%) respondents of
the project area replied that due to the construction of this road, status of women access in marketing
of goods has been improved. Figure 6.15 shows the increase in the status of women’s access in
marketing of goods.

100.0
80.0 60.5
60.0 39.5
40.0
20.0
0.0
Yes No

Fig-6.15: Opinion on women’s access in marketing goods

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(g) Women’s access to healthcare services: To assess the women’s access to the healthcare
services due to improved road communication, a question was asked to both areas’ respondents-
“Do you think, now women can easily go to the healthcare center?”- In reply to this question about
77.5% percent of both the areas’ respondents said ‘Yes’ i.e., women access to the healthcare
services has been increased due to improved road communication system.

(h) Attendance of students to School and College: To assess the impact on attendance rate of
school and college students due to improved road communication; a question was asked “Do you
think attendance rate of school and college has been increased due to improved road
communication?” About 96% project areas respondents replied ‘Yes’ i.e. attendance rate has been
increased due to improved road communication. A similar question was also asked to the control
area’s respondents i.e. “Can the students of your area go to school and college?” 74% respondent
replied “Yes”.

6.6 Environment management and road accident related information:

6.6.1 Impact on Environment: "Is there any adverse effect on the environment due to this road
construction?" In response to this question, out of total 572 respondents, 553 respondents replied
that they did not find any adverse effect.

6.6.2 Tendency of road accident after the construction of road:

In response to the query about road accident, two question were asked to the respondents of both
project and control area. The first question was “Do you think there is any occurrence of road
accidents after the road construction?” In response, 46.50% respondents informed that accidents
are occurring. Table 6.09 shows the identified causes of road accident
Table-6.09: Identified causes of road accident
In adequate sign-signal.
Due to sharp curves of road.
In adequate speed breaker and rumble strip.
Lack of awareness of the road users.

6.7 Perception on SWOT of the project:

6.7.1 Perception on strength of the project: The majority of respondents (92.67%) of the project
area said that the communication system has been improved and 58.38% respondents informed that,
the visiting of tourists has been increased. Table 6.10 shows the opinion of the respondent on the
strength of this project.
Table-6.10: Opinion of respondents on strength of this project (multiple responses)
Sl. No. Opinions n Percentage (%)
1 Improvements in the communication system/communication 354 92.67
become easier.
2 Attendance of tourists has been increased. 223 58.38
3 Large / wide / good road has been built. 151 39.53
4 Tourism related business & employment has been increased 107 28.01
5 Time & cost of transportation fingerlings of hatchery have 39 10.21
been reduced.

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6.7.2 Respondents perception on weaknesses of the project: Of the total 382 respondents,
44.76% respondents of the project area said, “there is no weakness” and 25.13% said, “they have
no idea about weakness” of the project.
Table-6.11: Weaknesses of the project
Sl. No. Opinions n Percentage (%)
1 No weakness 171 44.76
2 No idea/not known 96 25.13
3 There is no connecting road 81 21.20
4 Large vehicles are not allowed on the road / do not ply 71 18.59
5 No sing-signals/Insufficient sign-signals/No speed breaker 49 12.83
6 A lot of time is being spent on traffic-jams at the starting 27 7.07
point of the road
7 Restricted road/number of check-posts are more 19 4.97
8 No arrangement of traffic control on the road 9 2.36

6.7.3 Opinion on opportunity created by the project: 75.65% respondents of the project area
replied that tourism related business/hotel/restaurant are increasing in the project area. Table 6.12
shows the opportunities created due to the implementation of the project.

Table-6.12 Respondent’s opinion on the opportunity of the project (multiple responses)

Sl. No. Opinions n Percentage (%)
1 Tourism related business/hotel-restaurant have been 289 75.65
increasing
2 Creation of new employment/self employment has 96 25.13
increased
3 Employment increased due to construction of new infra- 29 7.59
structures
4 Marketing facilities of goods has been created 21 5.50

6.7.4 Perception on threats/risk of the project: Table 6.13 shows respondents opinions about the
threats/challenges of the project. Of total 382 respondents 37.17% replied that they have no idea
about the threat of the project. On the other hand 25.13% of respondents replied that there is no
threats of the project.
Table-6.13: Respondents opinion about the threats/risks of the project
Sl. No. Opinions n Percentage (%)
1 No idea about the risk/threats 142 37.17
2 No threats 97 25.13
3 The risk of accident is increasing because of insufficient 59 15.44
sign-signals/vehicles ply on high speed/no street light
4 Risk of damage for the failure of regular maintenance 44 11.52
5 Danger of erosion of the road as it is very near to the coast. 40 10.47

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 Chapter Seven
SWOT Analysis

Introduction: On analysis of data obtained from physical observation as well as field test results,
KII of the stakeholders, FGD, Local Level Workshop and Household Beneficiaries Survey, the
Strengths, Weaknesses, Opportunities and Threats of the project is out-lined below.
7.1 Strengths of the project:
 On construction of the road beside the longest sea-beach of the world, it become accessible,
communication become easier and time-saving due to which a new door for flourishment
of tourism has been opened which is the main strength of the project
 Due to establishment of communication in the sea-beach, over-all socio-economic activities
including tourism related infra-structure development enhanced, resulting to expansion of
trade & commerce. This is also the strength of the project.
 To enjoy the heavenly beauty of the world’s longest sea-beach, the presence of the local and
foreign tourists have been increased several times compared to the previous numbers, it is
evidently a strength of the project.
 The road is playing vital role for preventing damage due to the effect of tidal bore and also
saving the cultivable land from the salinity effect from sea-water, these are strength of the
project.
 The project is playing catalytic role for disaster management of the coastal belt from
Coxsbazar to Teknaf, this is also the strength of the project.

7.2 Weaknesses of the project:

 Elapsing of additional 3 (three) years beyond the stipulated period of 5 (Five) years is the
Weakness of the project.
 Out of the total 24 km of pavement work of the 2nd.-phase project, 1st 8 km has been
constructed following design type-5 and remaining 16 km has been constructed following
desing type-4. This was a weak point of the project.
 Dependency of the passengers largely on 3-wheelers and microbuses as the mass transports
minibus or small buses are not allowed to ply on the road, is a weakness of the project.
 Cut of communication from Kalatali to Bailey Hatchery, is another weakness of the project.
 Requirement for the reconstruction of narrow Rezukhal Bridge at 18th km, is a weak point
of the project.
 Required tourist facilities on the way (viz.- construction of bus-bay, refreshment centre and
required no. of rest houses etc.) have not yet been constructed
 Construction of a few culverts including one at 27th km having smaller span compared to
the channel width is also a weak point of the project.

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7.3 Opportunities created due to the implementation of the project:
 The project has unveiled the opportunities to the tourist to see directly the sea-beach and
watching the catching of fishes at the sea.
 Due to huge increase in gathering of tourists, the tourism industry has been flourished and
created huge opportunity of jobs and there is a hope that in future tourism will further be
flourished.
 Due to construction of new infra-structures for the tourists, huge employments have been
created in civil works.
 Small industries, tourism industry and trades & commerce related with improvement of
communication have been expanded.
 Construction of Marine Drive Road from Coxsbazar to Teknaf has facilitated BEZA to
undertake an Echo-park project at Sabrang (near Teknaf)

7.4 Risks/Threats of the project:

 It is challenging to prevent construction of structures (unlawfully) within the preserved and
required width (300 m/ 500 m) on both sides of the road depending on the location of sea
from the road.
 It is a great challenge to maintain regularly the protective work of tetrapods, CC blocks,
geo-bags etc. in the sea-side of the road.
 There is a threat on sustainability of the road due to a vulnerable point of Pathorrani areas
at 28th km, as the road is very close to the sea (10 meter) at that spot.
 There is risk of accident of the vehicular traffic in approaches of few bridges, culverts and
in curves as there haven’t been provided required no. of sign-signals and guide posts.
 Culvert constructed at s-curve of 32nd km has become a accident black spot. Threat of road
accident in that spot is very high.

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 Chapter Eight
Over-all observation
Introduction: The findings through the Qualitative as well as Quantitative Methods of Data
Collection were mentioned in the related chapters. Th extract of those observation alongwith some
other derived observations are outlined in this chapter.

8.1 Overall observations:

(a) Findings from Document Review:
 As per recommendation of IMED, after the evaluation of the 1st phase project, for the
construction of the road of 2nd phase as Regional Highway Standard, the quantity and cost
of different components including L.A. has been increased. Hence, the 1st Revision of the
project had to be done.
 In the 2nd Revised DPP, the pavement width has been planned for 18 ft instead of previous
12ft; as a result the total cost of the project has been increased.
 For construction of Phase-III of Cox’s Bazar-Teknaf Marine Drive Road, required cost for
L.A. has been included in DPP of phase-II; as a result, cost for L.A. in the 2nd RDPP has
been increased.
 In addition, due to the practical requirements for protective work, its length and volume
has been increased. IWM has designed it for a sustainable and permanent protective work
including cross drainage structure along the coast line, for which the project cost has been
increased.
 Land acquisition of 49.59 acres of land in advance under Phase-II, for construction of Phase-
III project is a positive step.
 On review of PCR, it is observed that the actual project cost is Tk.47468.36 lakh. It is also
observed that target of expenditure has been achieved in Revenue and Capital Head as per
target of SRDPP. But the allocation of Tk. 1658.28 lakh for the items of price contingency
and the physical contingency were remain unspent after the completion of the project. As a
result, it appears that 100% of physical target has been possible to achieve by utilizing the
96.62% of the estimated cost. But, it would be much justified if the SRDPP was approved
excluding the allocation in the contingency heads.
 The 2nd phase project has been approved including an allocation of Tk. 28187.74 lakh for
the head of expenditure ‘land acquisition and compensation’ of 3rd phase of the project,
which is 59% of the total project cost. So, the lion’s part of the total allocation of the project
has been expensed for the land acquisition and compension payment.
 The procurement of ‘Goods’ and ‘Works’ has been done as per PIP of the Bangladesh Army
and project was implemented using the equipments as well as man-power of the Army Unit
and the construction works were supervised by the Engineers of different level of the
Bangladesh Army.
 In the procurement plan part of the SRDPP, it was not properly mentioned about the
procurement process of defferent packages i.e. sequential activities, viz: calling tender,
tender evaluation and contract signing etc have not been mentioned. It has been only
mentioned broadly that the work will be completed as per PIP of the Bangladesh Army as
delegated works. So, proper comments on procurement process couldn’t be given.
 For further widening of the Cox’s Bazar-Teknaf Marine Drive Project or for any similar
type of projects to be implemented by the Bangladesh Army, it would be better to do
procurements activities after harmonizing the PIP and PPR.

74
(b) Findings from the KII:
 According to the opinion of 100% respondent, students can easily go to the then educational
institution of district headquarter from Ukhiya and Teknaf using this newly constructed
road, facilities for the health service recipients has been increased, specially it has become
easier for the women and children to go to the health service centres. Besides, service
holders can directly go to the Zila Sadar and after office work they can come back to their
home.
 Almost 90% of the respondents have given opinion that, the hotel-restaurant and tourism
friendly other trade centres have been established at road sides and 100% respondents
opined that tourism industry related commercial centres have also been developed.
 Almost 57% respondents informed that constructed road, bridge and culverts are in good
condition and they are not facing problem in using these.
 About 31% respondent told that due to the proximity of some area to the sea, CC blocks
and geo-tex bag those were used to save the sea-shore it is not sufficient. Bangladesh Army
is doing protective work regularly, but parmanents measures in that location should be
taken.
 Almost 39% respondent said that 30-40 minutes time is being saved due to road construction
and according to opinions of about 31% respondent 40-60 minutes time is being saved.
 Almost 98% respondents informed that there has been no adverse impact on bio-diversity
of beach area due to road construction. But one respondent expressed his view that govt.
establishment constructed hither and thither are not invironment-friendly, On the other hand
100% respondents informed that there has been no negative impact on the geo-feature of
sea-beach due to construction of the road.
 About 20% responents informed that prevailing restriction on movement of heavy vehicle
for controlling Axle load should be continued for the safe-guard of the road. 4% respondent
said only the vehicle related to tourism should be allowed for movement and almost 76%
respondent told that they don’t know about Axle Load.
 As per opinion of almost 37% respondent, there is no sufficient sign-signal on the road,
according to opinion of 29% respondent protective work of sea side has been done well, but
regular monitoring is needed. 14% respondent said, there is a risk in saving the protective
work of sea-shore, as the road is very near to the sea.
(c) Findings from FGD:
(i) Socio-economic and on completed works:
 Almost 1-1.5 hour time is being saved compared to previous time for going to Coxsbazar
from Teknaf then earlier.
 Students can make up & down journey to Cox’s Bazar within a day to attend class in Cox’s
Bazar directly from Teknaf. So, they are not required to wait in hostel or mess.
 Accessibility of different patients including pregnant women to get emergency medical
treatment has become easier.
 The road has created better environment and enhanced the beautification of the area.
 New employments in transport sector have been created.
 Some part of the road are very close to sea and as such, vulnerable to the threat of sea-
erosion.
 Regular inspection of protective work of the road should be done, specially in rainy season.
 Permanent measures of protective work should be taken to increase the sustainability of the
road.

75
  At Teknaf mentionable opportunity of new employment has yet been created.
 There is no good tourists centre in Teknaf; new Recreational Centre is needed.
 The existing tourist centres of Teknaf should be modernized.
 It would be better if the level of the road could be made higher.
 No shops or house has been constructed at road sides.

(ii) On road safety:

 Adequate sign-signals are to be installed in the road.
 There is no sign of speed limit; so, vehicles are plying very speedily, resulting to threat of
accidents.
 Some turning/curves are very risky and in those sites speed breakers/rumble strips are
required.
 Accident is being increased day by day at the road.
 Fo ensuring safety, the whole road to be brought under the coverage of CCTV Camera.
 Plying of vehicle is hindered due to roaming of dogs, goats & cows on the road and some
times accidents occurs.
(d) Findings from the Local Level Workshop:
 For safe and comfortable journey of tourists, mass transports and tourist bus services (with
medium size buses) may be operated.
 For reduceing road accident rate upto almost zero level and preventing losses due to
accident, the weakness in proper enforcement of 3 “E” factors which has been described in
article 5.3 (a).
 The Marine Drive Road has been implemented, tourist are attracted. But, though the Marine
Drive Road has become now visible, yet from the starting point it is not passable. Because,
at the starting point 1.30 km road from Kalatali Beach point to Bailey Hatchery is
disconnected.
 Due to construction of the road, number of tourists has been increased abruptly. So, tourists
facilities are to be increased. zpark, echo-park etc. are to be established.
 The road is used for transportation of agricultural commodities, battle leaves and fishes.
 There is no forest by the side or in the hinter land of the Marine Drive Road, from which
forest resource may be collected and transported.
 Afforestation has been done in Himchari National Park. This has become successful as there
is a partnership of the local people under Social Afforestation Program.
 The project is playing positive role in preventing tidal surges, landslide and disasters.
 The road from Simon Hotel near Kalatali Beach point to Bailey Hatcheries to be re-
constructed urgently with sustainable protective works by ECB or RHD.
 Light post from Daria Nagar to Himchari has been established by Coxsbazar Development
Authority (CoxDA).
 For over-all development of Cox’s Bazar, CoxDA has prepared a Master Plan with the
inclusion of Coxsbazar Marine Drive Road (The Master Plan is in draft stage).
 Permission for construction of infra-structures to be given as per Master Plan, so that the
sea remains open for looking and enjoying the beauty of the sea.
 Introduction of integrated and modern waste management system in Coxsbazar is urgently
required for Environmental safeguard .

76
  Open jeep/locally made non-covered vehicle (Chander gari) may be allowed to ply in
Marine Drive Road/sea-brach for easy sight-seeing by the tourists.
 In stead of narrow Rezukhal Bailey Bridge at 18th km of 1st Phase project, a double-lane
permanent bridge is required to be constructed.
(e) Findings from the physical observation of structures: The findings from the inspection of
structures, technical data collection and field testing were described in Chapter Five. A few of the
findings are mentioned below.
(i) Observation on road embankment and pavement:
 As per data obtained practically in the field through engineering checklist for physical
inspection, it is observed that the condition of road embankment and pavement is
comparatively “Good”, excepting a few flaws and deviations in some items. Out of the 24
km length, rain-cuts were formed in shoulders or slopes in different spots of 33% (±) length.
Regarding plantation it has been observed that only wood trees were planted though it is
expected that 3 types of trees viz: - wood trees, fruit bearing trees and medicinal trees would
be planted. Planting of trees are found visible in more or less 4 km only.
(ii) Observation on road-safety activities and on road furniture:
 Of the 24km (from 25th km to 48th km) road inspected in detail, it was found that in 17 km
road length, mandatory, cautionary and informative sign-signals are in-adequate in some
spots in remaining 7 km length, no sign-signals were observed.
 Though there were curves in the road lengths from 25th to 48th km, those were not observed
to be so critical. But, the inner sides of the curves were not been built wider, which was
required to be done to attain technical and geometric standard.
 In inner-sides of two curves of the portion of the road from 25th to 48th km, due to
obstruction created by trees and weeds, the vehicle drivers are facing obstacle within their
eye-sight limit. In remaining portion no obstruction was seen.
 Of the above road section, there is an accident-prone spot at 32nd km where there is a culvert
at the s-curve. Though Rumble Strip has been build at both end approaches, but its locations
are not proper. It should be built at far-more distance than the present location. Due to the
present location of the Rumble Strip, the vehicle drivers don’t get time to be aware of the
curve or don’t get braking distance to control the vehicle. Mentionable that, cautionary and
informative sign-signals are smaller than standard; so those are not visible.
 In 35th km, kilometer posts were’not built and as the other built kilometer posts weren’t
properly painted; these aren’t visible from the running vehicles.
 Required no. of guide-pillars have not been installed in the bridge or culvert approaches and
in curves. Besides, wheel guards of the culverts were nither painted nor any reflecting sheets
were stuk with the wheel guard.

(iii) Observation on culverts:

 On detailed inspection of 7 nos. culverts, the highest deviation (57.14%) that was the bridges
wheel guards which were not painted; the lesser deviation that was the honey-combs
(42.86%) were observed in concreting work and the least was the span of the culvert that
was smaller (28.17%) (2 nos.) compared to the width of Khal or Nala.
(iv) Observation of the Bridges:
 Out of the nine bridges constructed under the Phase-II project, 3 bridges were inspected in
detail. Data obtained from the field shows that the condition of the bridges are good.

77
 However, under one bridge there is not enough flow of water required for navigation. In
nither of the 3 bridges River Training work has been done.
 In approaches of Inani Bridge, protective work has been done in less length than
requirements. The whole approach was to be protected. In approaches of Chato Khal at 26th
km and Mon Khali bridge at 38th, morter-joint filling of some blocks have been loosened
and some blocks have been loosend.
 Narrow and weak Rezukhal Bailey Bridge at 18th km of 1st phase project, is not tit for
passing of heavy vehicle. As it is single lane, traffic-jam is created in bridge approach.
(v) Observation of Sea-shore protective works: The findings of data on inspection of 1227 meter
(1.227 km) sea shore protective works are briefed as below:
 Protective works haven’t been done upto required distance from the road to sea-shore (50%
±).
 The constructed geo-tex bag/concrete blocks as protective works are damaged by the effect
of sea-wave (50% ±).
 Protective work done by tetrapods are not proper or upto the requirements (50% ±).
 Protective work done by concrete block did not seem to be fruitful and did not sustain well
(50% ±).
 Protecive work done using geo-textile was seen not in proper sustained condition (50% ±).
(vi) Testing for qualitative standard of Bridges and Culverts construction works:
 “Non-destructive Schmidt Hammer Test” has been done for compressive strength of
concrete of Inani bridge and Monkhali bridge. The results of both the bridges were found to
be more than required as mentioned in drawing. Hence, it reveals that qualitative standard
have been ensured in both the bridges.
 The concrete strength of abutment, slab, wearing course, railing and CC blocks of culverts
at 27th and 30th km was found to be as per standard. On the otherhand, concrete strength of
abutment, slab, railing and CC blocks of culvert at 38th km was found as per standard. But
concrete strength of wearing course of the same culvert was found 21.8 MPa instead of
minimum standard 25 MPa. However, considering the wear and tear of the surface due to
plying of vehicular traffic for about 3 years, this is tolerable. But wearing course should be
over-layed immediately.
(vii) AADT of the project road as per Traffic Survey:
 Traffic Survey data of the project road shows that no heavy truck and large size bus ply on
the road.
 The number of motorized vehicles have been increased to 9555 in the last 2 years, which
was previously 3036 per day.
 The number non-motorized vehicle increased to 215 from previous 137 numbers per day.
 So, combined AADT of both motorized and non-motorized vehicles have been increased
from 3173 to 9770 in the last two years. So, the calculated traffic growth is 104% per year.
(f) Safe-guard of Sea-beach, environment and bio-diversity:
(i) Simon Hotel near disrupted spot of the road:- In the field it is observed that multi-storied
Simon Hotel has been built close to the alignment of the road and near the sea-shore occupying the
beach area, a small distance from Kalatali of the 1st phase length of the project. Communication
from Kalatali to Bailey Hatchery (1.70 km) has been cut-off due to breach of the road, just after

78
Simon Hotel. So, as an alternative, vehicles are using the Coxsbazar Pourashava road from Dolphin
crossing to Bailey Hatchery. During inspection, it was also observed that the road from Kalatali
crossing to Simon Hotel has been repaired; But no arrangement, even temporary, has been taken
for passing of vehicle in the disrupted spot
It is to be mentioned here that due to very small width of beach in front of Simon Hotel, it is not
easy to construct bridge or any reconstruction work of road there on technical grounds. Due to the
critical location of the Simon, Whatever, Bridge or road to be constructed there, Hydrological and
Morphological Study is a must. It couldn’t be known, when and on whose approval Simon Hotel
has been built in such a location. So, Coxsbazar Development Authority and other related authority
should be watchful so that any structures so close to the sea-beach can’t be constructed in future.
(ii) Protection of Bio-diversity, viz. Coral Reef: Coral Reef supports different sets of marine
species and play a vital role in feeding and sheltering these species as well as sheltering the offspring
of large fish species until they can fend for themselves. Coral Reef profects shore-lines from the
storms, on the other hands climate change is causing acidifications, which results in a decrease in
pH that blanches and kill coral reef. Similarly due to dredging and sedimentation on the river beds
leads to destruction of reef habitat. Cox’s Bazar-Teknaf Marine Drive Road is constructed in the
east coast line of the Bay of Bengal. So far it is learnt, there is no Coral Reef near the alignment of
the road. So use of coral reef in construction of the road is not an usual case. But during the
construction of the protective work, it has reported in a newspaper that Coral Reefs were disturbed.
So, for prevervation of Bio diversity of the sea-shore area as well as to protect the Coral Reef,
Provision for preventive measures to be taken during the preparation and approval of the project.
Moreover, that should be included such clause in the tender document that no construction materials
can be collected or used damaging the bio-diversity.
(iii) Protection of tortoise, crabs etc: For protecting breeding procces of different species like
tortoise, crabs etc. preventing measures to be taken, so that there natural breeding process is not
hampered during construction of a project like Cox’s Bazar-Teknaf Marine Drive Project. So,
hotspots for living and breeding of tortoise and crabs are to be identified. The spots to be preserved
with the co-operation of local public representatives and the law-enforcing agencies. From the main
components of the project, it is clear that there hasn’t constructed any sluice gate under the project.
So, it has not been created any obstruction for movement of tortoise and crabs. But it couldn’t be
known what action has been taken for ensuring natural breeding and movement of the tortoise and
crabs in the project area. During preparation of the project, environment and bio-diversity issues to
be studied and accordingly, for the project implementation, there should be the ensuring terms and
conditions so to be provided in the contracts of the construction contractors, so that they do not
damage or disturb the breeding hotspot or movement of the tortoise and crabs. That’s why work
should not be done at night in the hotspot.
(g) Special observation: Sea can be observed from all through the length of Marine Drive Road
except only 5 km road. This 5 km road is from Shampan Beach Resort (after Himchari) to Rezukhal
Bridge, where there is trees and homsteads in the sea-side of the road and sea-shore is at a good
distance form the road. However, though in this portion sea can’t be seen fully, yet in between gaps
of the trees, sea is visible.
As per direction of the circular from the Govt. no heavy vehicles can ply through this road and from
the traffic servey, it is evident that light vehicles (viz:- small truck, medium bus, microbus, pickup,
car, auto-rickshaw, motor cycle, bi-cycle etc.) ply on the road.

79
 Chapter Nine
Recommendation and Conclusion
9.1 Recommendations:
To get long term and sustainable out-come of the objectives for which Coxsbazar Teknaf Marine
Drive Road, the world’s longest sea-beach road has been constructed, following are the
recommendations:-
1. For restoration of disrupted communication between Kalatali to Bailey Hatchery of the 1st phase
portion of Marine Drive Road, in the breached spot and in beach at grade but of safe height,
sustainable road to be constructed having appropriate robust design with protective works, on the
basis of Hydro-morphological Study Report, to ensure the trouble-free movement of the tourists
[Ref: article 5.3 & 8.1 (d)];
2. To create facilities for safe and comfortable journey of general passenger as well as tourist,mass
transports like small or medium capacity buses/tourist buses, tourists smart service by BRTC or by
private entrepreneurs may be operated. It may be implemented on PPP basis [Ref: article 5.3 & 8.1
(d)];
3. It will not be rights, at all to allow construction of any structure on the sea-side of the Marine
Drive Road for protecting the beauty and also construction of structures on the otherside (country
side) at safe distance may be allowed on prior permission of Coxsbazar Development Authority
(CoxDA) and RHD. To ensure this CoxDA, RHD, Coxsbazar District and Upazila Administration
and Bangladesh Parjatan Corporation to be watchful so that none can build structure without
permission. In this regard, respective Ministry may take steps to follow the Master Plan prepared
by CoxDA. [Ref: article 5.3 & 8.1 (d)];
4. Instead of narrow Rezukhal Bailey Bridge at 18th km of 1st phase project a double-lane
permanent bridge having aesthetically beautiful design to be built. Besides, to prevent accident at
culvert of 32nd km which was built in a S-curve, a new small bridge replacing the culvert with
approaches at both ends to be constructed there. The approaches are to be eased on re-alignment.
RTHD of MRTB may take necessary action in this regard [Ref: article 5.3, 5.7 & 8.1 (d)];
5. Forest Department may take up social afforestation program in bothside of the Marine Drive
Road in a very planned way upholding the characteristics of sea-coastal forest as well as mountain
forest. Design of the afforestation project ought be done by engaging Consultant Firm. But, for
utmost appropriateness advice of the “Specialist Panel of Experts” to be incorporated in design. The
plantation can’t be done continuously in the beach, plantation to be done keeping intermittent gap
(at alternate interval), so that tourists can clearly see the sea from the road [Ref: article 5.3 (b) 1,2];
6. The road has been built in almost parallel to the sea-shore. The Sea-beach is one of the best tourist
flourished area of the country. All over the year local and foreign tourists come to this area.
Following safety measures are to be done for easy, safe and trouble-free movement of the tourists:
(a) Installation of adequate sign-signals in the road, construction of Rumble Strip as speed
calming device in accident-prone spots, setting speed limit signs, zebra-crossing for
pedestrains, ear marking parking area beside the road, construction of required no. of Bus-
bays for ensuring safety of passengers during stepping up and down from the vehicles;
(b) Required no. of sign-signals to be installed in bridge & culvert approaches, reflectory sheets
to be stuck, guide post to be installed construction of shoulder as per standard width to be
ensured, standard proportion slope of the embankment to be ensured, the bridges & culvert

80
 approaches are to be kept visible clearing the jungles and size of the sign-signals to be made
as per RHD standard size;
(c) As the road is very close to the sea-shore, for preventing erosion in the vulnerable spots
measures, e.g: placement of Tetrapods, Geo-Tex bages etc. to be done and Tourist Police to
be engaged for ensuring security of the tourists.
RTHD through 16ECB or RHD, may take the above steps [Ref: article 5.3 and 8.1 (d & e)];
7. Mini-tourists Centre comprising Tourist Restaurant, Hotel-motel, Resort, Observation Tower
having small height for enjoying fish catching etc. may be built at an internal of 8-10 kilometer
(minimum) in a planned manner. In no way, permission for ribbon development should be allowed
and the proprosed Tourist Centre should be built in East side (Country side) of the road making
approach road to the proposed spot. Such provision should be kept in the Master Plan that is being
prepared by the Coxsbazar Development Authority (CoxDA) [Ref: article 5.3 & 8.1 (d)];
8. The existing tourist spots at Himchari and Inani may be improved by construction of required
no. of Restaurant, Refreshment House and Rest House, car parking space for the tourist and Bus-
Bays for facilitating easy movement of Beach-car etc. In addition, similar Tourists Facility Centres
may be constructed selecting two more spots, viz:- Patuartech and Shamlapur of the Inani to Teknaf
section of the road [Ref: article 5.3];
9. Considering the requirements, street light may be installed in a few selected place, but not
althrough the length. There should be provision of control room and intermediate sub-control room
so that electricity supply may be shut down during moon-lit night, so that tourist may enjoy natural
heavenly beauty of the beach sea. [Ref. article 5.3 & 8.1 (d & e)];
10. For safety enhancement and for communication facilities at night, lighting may be provided by
solar panel [Ref: article 5.2 (a) and 5.3 (b) 2]
11. From the Kalatali at Coxsbazar to Inani of the Marine Drive Road, there is 40 Hatchery. The
existing roads of LGED which have link/connection with Marine Drive Road may be developed
upto a standard so that truck/pick-up-van etc. can ply over these link roads. Besides, all the
concerned officials and stakeholders, on discussion, may take decision on the type of vehicles that
will be allowed to ply on the Marine Drive Road [Ref: article 5.3 & 8.1 (c & d)];
12. Bangladesh Fisheries Development Corporation and Fisheries Department may take initiative
to establish a Fish Landing station at Shamlapur Bazar of 80 km long sea-beach and to make a
Recreation Spot for seeing & enjoying the catching of sea-fishes in the Bay of Bengal, for the
development of Fish Industry. RTHD may take decision in this regard arranging inter ministerial
meeting with Ministry of Fisheries and Livestocks [Ref: article 11 of 5.3 (b)];
13.The documents related to land acquisition, viz:- acquisition plan, gazette notification, possession
certificates etc. are to be preserved in 16 ECB office and Coxsbazar Road Division. The mutation
of the acquired land to be immediately done in favour of the RHD [Ref article 3.6];
14. RTHD should collect information about present status of the money disbursed to the D.C for
aand acquisition for the project as regards how much payment has been made to the affected person,
how much couldn’t yet be paid and how much money can’t be paid in near future or at all. On the
basis of this statistics, policy of the Govt. may be determined for future project [Ref: article 3.3, 3.5
& 3.6];
15. Since the project has been constructed by ECB of the Bangladesh Army, so as per PIP of the
Army, upto DLP of the project i.e. upto June, 2019, the project road should be maintained by 16
ECB. On the other hand, there is involvement of 16 ECB in development of 1st phase (24 km) and

81
8 km of the 2nd phase out of 24 km. Hence, excepting the 1st 32 km from 33rd to 80th km of the
road may be handed over to Coxsbazar Road Division immediately so that routine and periodic
maintainance of this road length can be done well. For allowing plying of heavy vehicle in future,
specially to improve the road as National Highway with 4 lane, the Load Bearing Capacity of the
road to be increased [Ref: article 5.8.2];
16. The beauty of the Kalatali sea-beah area has been badly affected due to construction of Simon
Hotel in the sea-beach near to Kalatali. It has also created complexity in reconstruction of disrupted
road from Simon Hotel to Bailey Hatchery. In future, all concerned including CoxDA shall have to
be watchful l so that none can built any structure so close to sea-beach [Ref: article 8.1 (h)]:
17. Bio-diversity management program including provision in the tender terms & conditions that
Sea Corals can’t be used in road construction work, should be ensured for protecting the balance of
Marine Bio-diversity [Ref: article 8.1 (g)];
18. In future, during project preparation, the provision for implementation of the Environment and
Bio-diversity Management Program to be ensured so that during construction or post-construction
period, breeding and life cycle process of a broad set of marine species including tortoise and crabs
are not hampered. To achieve this, the matter to be included in the tender conditions of the work
[Ref: article 6.3 (f)];
19. CoxDA and Bangladesh Parjaton Corporation may prepare Policy Guidline for Hawkers so that
they operate their business maintaining discipline and tourist-frindly environment in different spots
of Marine Drive Road and
20. The existing Cyclone Shelters situated near the Marine Drive Road are not in useable condition
during tidal bore or any other sudden disaster. So, these Shelters are required to be repaired and
maintained regularly to make useable during disaster [Ref: article 6.3 (i)].
9.2 Conclusion:
Cox’s Bazar-Teknaf Marine Drive Road Construction Project has been implemented for socio-
economic and military strategic development as well as for rapid growth of the tourism industry of
the country. Taking up of the project by the Implementing Agency including Banglades Army,
Administrative Division/Ministry and approval of the consecutive 3 (three) phases of the project by
ECNEC under the recommendation of the Planning Commision, in turn, the Ministry of Planning
is a very commendable gesture.
By implementation of the project, accessibility of the tourist by road has been ensured to enjoy the
heavenly scenic beauty of the world’s longest and coninuous sea-beach. Due to the construction of
the Marine Drive Road, new tourist infra-structures have been developed and flow of tourists to
Coxsbazar have been increased by multiple times. As a result, huge opportunities for employment
have been created. It is mentionable, that BEZA has already started preliminary works for
construction of a large size Echo-park at Sabrang. It will accelerate the expansion of tourism
industry and create new employment opportunities.
For further development of the Cox’s Bazar-Teknaf Marine Drive Road and for post-construction
maintenance of the road, plan and program to be taken up. Bangladesh Army, RHD, RTHD and all
relevant Agency/Authority, Corporation and Local Administration may taken respective steps for
implementation of the recommendations as well as on the basis of the observations of this study

82
 Annexures & Appendices
Annexure-1A, 1B, II, III, IVA, IVB & IVC
and
Appendices-I, II & III

83
 Annexure-1A
কক্সবাজার-টেকনাফ টেররন ড্রাইভ সড়ক রনেমাণ প্রকল্পের
প্রভাব মূল্যায়ন সেীক্ষা
উপকারল্পভাগী (খানা/ব্যবসা প্ররিষ্ঠান রভরিক) সেীক্ষার প্রশ্নোলা (প্রল্পজক্ট এররয়ার জল্পে)

ভূমিকা: আসসালামু আলাইকুি। আিরা আইএিইমি (পমরকল্পনা িন্ত্রণালয়) এর পক্ষ থেকক িাঠ পর্ যাকয় কক্সবাজার-কেকনাফ থিমরন ড্রাইভ সড়ক
মনিযাণ প্রককল্পর প্রভাব মূল্যায়ন সিীক্ষার উকেকে একসমি। সিীক্ষার উকেে হকে, আপনাকের এলাকার থর্াগাকর্াগ ব্যবস্থা, পর্ যেন মিল্প, কৃমি
উৎপােন, ব্যবসা-বামণকজের ধরণ এবং সুমবধাকভাগীকের আয় ও কিযসংস্থাকনর সুকর্াগ-সুমবধা থকিন থস মবিকয় তথ্য সংগ্রহ করা। আিরা এ সম্পককয
সহকর্ামগতা চাই। আপনার থেয়া তথ্য ও িতািত সম্পূণ য থগাপন রাখা হকব।

থকস নং

থজলা:------------------------------------------------ থকাি নং:

উপকজলা:-------------------------------------------- থকাি নং:

ইউমনয়ন:-------------------------------------------- থকাি নং:

গ্রাি:------------------------------------------------- থকাি নং:

সাক্ষাৎকার গ্রহণকারীর নাি:-------------------------------------------- সাক্ষাৎকার গ্রহকণর তামরখ: / /২০১৯

সুপারভাইজাকরর নাি:---------------------------------------------------

টসকশন-১: সাধারণ িথ্যাবলী

১. উত্তরোতার নাি:----------------------------------------------------- থিাবাইল নম্বর:----------------------------

২. উত্তরোতার মলঙ্গ: ১. পুরুি ২. িমহলা

৩. উত্তরোতার বয়স: (পূণ য বিকর)

৪. উত্তরোতার মিক্ষাগত থর্াগ্যতা: থকান থেমণ উত্তীণ য (০০-২০ থেমণ)

৫. উত্তরোতার প্রধান থপিা: ১. ব্যবসা: বড়/িাঝারী/ক্ষুদ্র ২. হস্তমিল্প কামরগকরর কাজ ৩. চাকুমর ৪. কৃমি ৫. গৃমহনী

৬. মেনিজুর/মরক্সাচালক/িামঝ ৭. থবকার ৮. অন্যান্য---------------------

৬. সড়ক মনিযাকণর পূকব য মক থপিা মিল ১. ব্যবসা: বড়/িাঝারী / ক্ষুদ্র ২. হস্তমিল্প কামরগকরর কাজ ৩. চাকুমর ৪. কৃমি ৫. গৃমহনী

৬. মেনিজুর/মরক্সাচালক/িামঝ ৭. থবকার ৮. অন্যান্য-------------------

৭. (ক) গত ৩/৮ বিকর আপনার পমরবাকর নতুন থকান কিযসংস্থান হকয়কি মকনা ১. হোঁ ২. না

(খ) হোঁ হকল পর্ যেনসহ আর থকান থকান খাকত কিযসংস্থাকনর সুকর্াগ থবকড়কি?
১. পর্ যেন মিল্প (কহাকেল, থরকস্তারাঁ, কুটির মিল্প ও অন্যান্য) ৭ র্ানবাহন চলচকলর থক্ষকে
২. পর্ যেন /কৃমিপণ্য বাজারজাতকরকণর থক্ষকে ৮. অবকাঠািা মনিযাণ ও সংস্কাকরর কাজ (সড়ক, কালভাে য ও থসতু
মনিযাণ এবং সংস্কাকরর কাজ ও অন্যান্য)
৩. ক্ষুদ্র ব্যবসা ৯. গরু, িাগল/হাঁস/মুরগী পালন
৪. িৎস আহরণ/কজকল/িৎস চাি ১০. িাক-সবমজর বাগান
৫. কলকারখানার কাজ ১১. বৃক্ষকরাপণ (বনায়ন) এবং এর পমরচর্ যার কাজ
৬. কৃমি কাজ ১২. সাধারণ সািামজক উন্নয়নমূলক কাকজর থক্ষকে

84
৮. আপনার পমরবাকরর িামসক আয়:

(ক) সড়কটি বাস্তবায়ন হওয়ার পূকব য গড় িামসক আয় (োকায়)

(খ) বতযিাকন গড় িামসক আয় (োকায়)

টসকশন-২: অবকাঠাল্পো সংক্রান্ত িথ্য (সড়ক, টসতু ও কালভাে ম রনেমাণ কাজ)

সড়ক সম্পরকমি িথ্য:

৯. আপমন বা আপনারা সড়কটিকত চলাচল করকিন মক? ১. হোঁ ২. না

১০. সড়কটি মনিযাকণর সিয় আপমন বা আপনার পমরবাকরর থকউ এ কাকজর সাকে জমড়ত মিকলন মক? ১. হোঁ ২. না

১১. সড়কটির বতযিান অবস্থা থকিন? (টিক মচহ্ন মেন)

১. সড়কটিকত স্বােকযে (comfortably) চলাচল করা র্ায় ৪. সড়কটিকত থিাে থিাে (Potholes) গকতযর সৃমি হকয়কি
২. সড়কটির উপমরভাগ (surface) চলাচকলর উপকর্াগী নয় ৫. সড়কটি উঁচুমনচু (undulation) হকয় র্াওয়ায় র্ানবাহন
চলাচকলর সিয় ঝাঁকুমন হকে
৩. সড়কটিকত থকানরককি চলাচল করা র্ায় ৬. অন্যান্য .........................................

১২. সড়কটির উন্নয়ন কাকজ এলাকার েমরদ্র িমহলারা অংিগ্রহণ ককরকিন মক ? ১. হোঁ ২. না ৩. জামন না

১৩. (ক) সড়কটি মনিযাকণর সিয় আপনার পমরবাকরর থকান জমি অমধগ্রহণ করা হকয়কি মক? ১. হোঁ ২. না

(খ) হোঁ হকল, অমধগ্রহণকৃত জমির জকন্য পুনব যাসন/ক্ষমতপূরণ থপকয়কিন মকনা? ১. হোঁ ২. না

১৪. গত ৩/৮ বিকর আপনার এলাকায় থহাকেল/করকস্তারাঁ/পর্ যেন প্রমতষ্ঠান হকয়কি মকনা? ১. হোঁ ২. না

১৫. মনমিযত সড়ককর পাকবয গ্রািীন হাে-বাজার/কগ্রাে থসন্টার আকি মক? ১. হোঁ ২. না

১৬. (ক) আপনার এলাকা টেল্পক হাে-বাজার/ল্পজলা/উপল্পজলা সদল্পর টেল্পি পূল্পব মর তুলনায় সেয় সাশ্রয় হয় রক? ১. হযাঁ ২. না

(খ) হযাঁ হল্পল কি সেয় সাশ্রয় হল্পে? ১। ১৫ রেরনে ২। ৩০ রেরনে ৩। িদুর্ধ্ম

সড়কক মনমিযত ব্রীজ/কালভাে য সম্পমকযত তথ্য:

১৭. (ক) আপনার এলাকার মনকে মনমিযত সড়কক থকান ব্রীজ আকি মকনা? ১. হোঁ ২. না

(খ) হোঁ হকল, ব্রীজটি ব্যবহাকরর উপযুক্ত আকি মকনা? ১. হোঁ ২. না

১৮. (ক) আপনার এলাকার মনকে মনমিযত সড়কক থকান কালভাে য আকি মকনা? ১. হোঁ ২. না

(খ) হোঁ হকল, কালভাে যটির নীচ মেকয় পামন চলাচল ককর মকনা? ১. হোঁ ২. না

১৯. (ক) আপনার এলাকায় মনমিযত সড়কক থকান জলাবদ্ধতা হয় মকনা? ১. হোঁ ২. না

(খ) হোঁ হকল, জলাবদ্ধতা দূরীকরকণ আপনার পরািিয ১. কালভাে য মনিযাণ করা। ২.সড়ককর সংমিি অংকি থড্রকনজ মসকেি
চালু/উন্নয়ন করা। ৩. সংমিি এলাকার খাল খনন করা। ৪ .অন্যান্য----------------------------------------------------------------

85
থসকিন-৩: কৃমি মবিয়ক তথ্য

২০. ব্রীজ কালভাে য মনিযাকণর ফকল কৃমি জমিকত থসকচর জকন্য পামন প্রামিকত সুমবধা হকয়কি মক? ১. হোঁ ২. না ৩. প্রকর্াজে নয়

২১. থসতু/কালভাে য মনিযাকণর ফকল সড়কক উভয় পাকবয পামন চলাচকলর িাধ্যকি অমতমরক্ত পামন মনষ্কািকনর সুমবধা হকয়কি মক?
১. হোঁ ২. না ৩. প্রকর্াজে নয়

২২. প্রককল্পর থিয়াকে বা পরবতীকত সড়ককর পাকবয বৃক্ষকরাপণ হকয়কি মক? ১. হোঁ ২. না
থসকিন-৪: র্ানবাহকনর ধরকনর পমরবতযন এবং পণ্য বাজারজাতকরণ, আয় উপাজযকনর সুকর্াগ এবং স্বাস্থেককন্দ্র ও স্কুল/ককলকজ
র্াতায়াত সুমবধা সংক্রান্ত

২৩. সড়কসহ সড়ককর উপর ব্রীজ/কালভাে য মনিযাকণর ফকল পূকব যর তুলনায় বতযিাকন সড়কক মক মক ধরকনর র্ানবাহন চলাচল ককর?
র্ানবাহকনর নাি
পূকব য বতযিাকন
১। ১।
২। ২।
৩। ৩।
৪। ৪।
৫। ৫।

২৪. প্রকল্প বাস্তবায়কনর ফকল মক মক পণ্য বাজারজাতকরকণ সুমবধা হকয়কি?

১। ৫।
২। ৬।
৩। ৭।
৪। ৮।

২৫. (ক) সড়ক উন্নয়কনর ফকল আপনার এলাকায় পণ্য বাজারজাতকরকণ সুমবধা বৃমদ্ধ থপকয়কি মক? ১. হোঁ ২. না

(খ) হোঁ হকল, আপনার এলাকায় পণ্য বাজারজাতকরকণর ফকল উৎপােক/ব্যবসায়ীগণ সঠিক মূল্য পাকেন মকনা ১. হোঁ ২. না

২৬. থর্াগাকর্াগ ব্যবস্থা উন্নয়কনর ফকল িমহলাকের আকগর তুলনায় আকয়র সুকর্াগ থবকড়কি মক? ১. হোঁ ২. না

২৭. থর্াগাকর্াগ ব্যবস্থা উন্নয়কনর ফকল পণ্য থবচাককনায় িমহলাকের অংিগ্রহকণর সুকর্াগ থবকড়কি মক? ১. হযাঁ ২. না

২৮. থর্াগাকর্াগ ব্যবস্থা উন্নয়কনর ফকল িমহলারা স্বাস্থেকককন্দ্র থর্কত পাকর মক? ১. হযাঁ ২. না ৩. প্রল্পোজয নল্পহ

২৯. থর্াগাকর্াগ ব্যবস্থা উন্নয়কনর ফকল মিক্ষােী স্কুল/ককলকজ র্াওয়ার হার থবকড়কি মক? ১. হযাঁ ২. না

থসকিন-৫: পমরকবি, সড়ক দুর্ যেনা ও আেয় থকন্দ্র সম্পমকযত তথ্য

৩০. (ক) সড়ক মনিযাণ প্রকল্প বাস্তবায়কনর ফকল আপনার এলাকায় পমরকবকির উপর মকরূপ প্রভাব পকড়কি ? ১. ভাল ২. খারাপ

(খ) ভাল হকল মক মক? ..............................................................................................................................

(র্) খারাপ হকল মক মক? ............................................................................................................................

(১) সসককতর জীব সবমচকে (পশু, পামখ, গাি-পালা ইতোমে) থকান মবরূপ প্রভাব পকড়কি মকনা? ১. হযাঁ ২. না

(২) সসককতর ভূপ্রকৃমতর (নেী, নালা, পাহাড় ইতোমে) উপর মবরূপ প্রভাব প্রভাব পকড়কি মকনা? ১. হযাঁ ২. না

(৩) থনৌ চলাচকল সিস্যা হকে মক? ১. হযাঁ ২. না

(৪) িৎস আহরণ/প্রজনন/িৎস চাকি থকান সিস্যা হকে মক? ১. হযাঁ ২. না

86
(৫) সমুল্পের প্রাকৃরিক সম্পদ আহরল্পণ টকান সেস্যা হল্পে রকনা?

৩১. (ক) আপনার জানািকত সড়কটি চালু হওয়ার পর দুর্ যেনা সংর্টিত হকয়কি মক? ১. হযাঁ ২. না

(খ) র্মে দুর্ যেনা হকয় োকক তকব দুর্ যেনার কারণ সম্পককয আপনার িন্তব্য মক?

১। সাইন-মসগন্যাল পর্ যাি না োকায় ২। সাইন-মসগন্যাল ত্রুটিপূণ য হওয়ার কারকণ

৩। ব্যবহারকারীল্পদর সল্পেিনিার অভাল্পব ৪। অোে..............................................

৩২. (ক) আপনার এলাকায় সাইল্পলান টশল্টার আল্পে রকনা? ১. হযাঁ ২. না

(খ) ‘হযাঁ’ হল্পল িা পে মাপ্ত রকনা? ১. হযাঁ ২. না

থসকিন-৬: SWOT মবিয়ক তথ্য:

3৩. আপনার িকত বাস্তবাময়ত প্রককল্পর ভাল মেকগুকলা (Strength) মক মক?

-------------------------------------------------------------------------------------------------------------------------------------------------

3৪. আপনার িকত বাস্তবাময়ত প্রককল্পর দুব যল মেকগুকলা (Weakness) মক মক?

-------------------------------------------------------------------------------------------------------------------------------------------------

৩৫. প্রকল্পটি বাস্তবাময়ত হওয়ার ফকল মক মক ধরকণর সুকর্াগ (Opportunity) সৃমি হকয়কি?
-------------------------------------------------------------------------------------------------------------------------------------------------

৩৬. আপনার িকত বাস্তবাময়ত প্রককল্পর মক ধরকণর অসুমবধা/ঝমুঁ ক (Threat) রকয়কি?

-------------------------------------------------------------------------------------------------------------------------------------------------

৩৭. মনমিযত সড়কটির অসুমবধা/ঝমুঁ ক দূরীকরকণ আপনার পরািিয মক মক?

-------------------------------------------------------------------------------------------------------------------------------------------------

(আপনার সহকর্ামগতার জকন্য ধন্যবাে)

সাক্ষাৎকার গ্রহণকারীর নাি:------------------------------------------

পরািিযক প্রমতষ্ঠাকনর নাি: মপমিমপএস ইমিমনয়ামরং কনসালট্যান্টস মলিঃ।

স্বাক্ষর ও তামরখ :-------------------------

87
 Annexure-1B
কক্সবাজার-টেকনাফ টেররন ড্রাইভ সড়ক রনেমাণ প্রকল্পের
প্রভাব মূল্যায়ন সেীক্ষা
উপকারল্পভাগী (খানা/ব্যবসা প্ররিষ্ঠান রভরিক) সেীক্ষার প্রশ্নোলা
টেররন ড্রাইভ সড়ক টেল্পক ২ রকরে বা িল্পিারধক দূল্পর বসবাসকারী উিরদািার জল্পে (কল্পরাল এররয়ার জল্পে)

ভূমিকা: আসসালামু আলাইকুি। আিরা আইএিইমি (পমরকল্পনা িন্ত্রণালয়) এর পক্ষ থেকক িাঠ পর্ যাকয় কক্সবাজার-কেকনাফ থিমরন ড্রাইভ সড়ক
মনিযাণ প্রককল্পর প্রভাব মূল্যায়ন সিীক্ষার উকেকে একসমি। সিীক্ষার উকেে হকে, আপনাকের এলাকার থর্াগাকর্াগ ব্যবস্থা, পর্ যেন মিল্প, কৃমি
উৎপােন, ব্যবসা-বামণকজের ধরন এবং সুমবধাকভাগীকের আয় ও কিযসংস্থাকনর সুকর্াগ-সুমবধা থকিন থস মবিকয় তথ্য সংগ্রহ করা। আিরা এ
সম্পককয সহকর্ামগতা চাই। আপনার থেয়া তথ্য ও িতািত সম্পূণ য থগাপন রাখা হকব।

থকস নং

থজলা:------------------------------------------------ থকাি নং:

উপকজলা:-------------------------------------------- থকাি নং:

ইউমনয়ন:-------------------------------------------- থকাি নং:

গ্রাি:------------------------------------------------- থকাি নং:

সাক্ষাৎকার গ্রহণকারীর নাি:-------------------------------------------- সাক্ষাৎকার গ্রহকণর তামরখ: / /২০১৯

সুপারভাইজাকরর নাি:---------------------------------------------------

টসকশন-১: সাধারণ িথ্যাবলী

১. উত্তরোতার নাি:----------------------------------------------------- থিাবাইল নম্বর:----------------------------

২. উত্তরোতার মলঙ্গ: ১. পুরুি ২. িমহলা

৩. উত্তরোতার বয়স: (পূণ য বিকর)

৪. উত্তরোতার মিক্ষাগত থর্াগ্যতা: থকান থেমণ উত্তীণ য (০০-২০ থেমণ)

৫. উত্তরোতার বতযিান প্রধান থপিা: ১. ব্যবসা: বড়/িাঝারী/ক্ষুদ্র ২. হস্তমিল্প কামরগকরর কাজ ৩. চাকুমর ৪. কৃমি ৫. গৃমহনী

৬. মেনিজুর/মরক্সাচালক/িামঝ ৭. থবকার ৮. অন্যান্য---------------------

৬. ১ বির পূকব য উত্তরোতার প্রধান থপিা মক মিল ১. ব্যবসা: বড়/িাঝারী / ক্ষুদ্র ২. হস্তমিল্প কামরগকরর কাজ ৩. চাকুমর ৪. কৃমি ৫. গৃমহনী
৬. মেনিজুর/মরক্সাচালক/িামঝ ৭. থবকার ৮. অন্যান্য-------------------

৭. (ক) প্রকল্প বাস্তবায়কনর পকর গত ৩/৮ বিকর আপনার পমরবাকর নতুন থকান কিযসংস্থান হকয়কি মকনা ১. হোঁ ২. না

(খ) হোঁ হকল পর্ যেনসহ আপনার এলাকায় আর থকান থকান খাকত কিযসংস্থাকনর সুকর্াগ থবকড়কি?
১. পর্ যেন মিল্প (কহাকেল, থরকস্তারাঁ, কুটির মিল্প ও অন্যান্য) ৭ র্ানবাহন চলচকলর থক্ষকে
২. পর্ যেন /কৃমিপণ্য বাজারজাতকরকণর থক্ষকে ৮. অবকাঠািা মনিযাণ ও সংস্কাকরর কাজ (সড়ক, কালভাে য ও থসতু মনিযাণ এবং
সংস্কাকরর কাজ ও অন্যান্য)
৩. ক্ষুদ্র ব্যবসা ৯. গরু, িাগল/হাঁস/মুরগী পালন
৪. িৎস আহরণ/কজকল/িৎস চাি ১০. িাক-সবমজর বাগান
৫. কলকারখানার কাজ ১১. বৃক্ষকরাপণ (বনায়ন) এবং এর পমরচর্ যার কাজ
৬. কৃমি কাজ ১২. সাধারণ সািামজক উন্নয়নমূলক কাকজর থক্ষকে

88
৮. আপনার পমরবাকরর িামসক আয়:

(ক) থিমরন ড্রাইভ সড়কটি মনমিযত হওয়ার পূকব য গড় িামসক আয় (োকায়)

(খ) বতযিাকন গড় িামসক আয় (োকায়)

টসকশন-২: অবকাঠাল্পো সংক্রান্ত িথ্য (সড়ক, টসতু ও কালভাে ম রনেমাণ কাজ)

৯. আপমন বা আপনারা সড়কটিকত চলাচল করকিন মক? ১. হোঁ ২. না

১০. সড়কটি মনিযাকণর সিয় আপমন বা আপনার পমরবাকরর থকউ এ কাকজর সাকে জমড়ত মিকলন মক? ১. হোঁ ২. না

১১. সড়কটির বতযিান অবস্থা থকিন? (টিক মচহ্ন মেন)

১. সড়কটিকত স্বােকযে (comfortably) চলাচল করা র্ায় ৪. সড়কটিকত থিাে থিাে (Potholes) গকতযর সৃমি হকয়কি
২. সড়কটির উপমরভাগ (surface) চলাচকলর উপকর্াগী নয় ৫. সড়কটি উঁচুমনচু (undulation) হকয় র্াওয়ায় র্ানবাহন
চলাচকলর সিয় ঝাঁকুমন হকে
৩. সড়কটিকত থকানরককি চলাচল করা র্ায় ৬. অন্যান্য .........................................

১২. সড়কটির উন্নয়ন কাকজ আপনার এলাকার েমরদ্র িমহলারা অংিগ্রহণ ককরকিন মক ? ১. হোঁ ২. না ৩. জামননা

১৩. (ক) সড়কটি মনিযাকণর সিয় আপনার পমরবাকরর থকান জমি অমধগ্রহণ করা হকয়কি মক? ১. হোঁ ২. না

(খ) হোঁ হকল, অমধগ্রহণকৃত জমির জকন্য পুনব যাসন/ক্ষমতপূরণ থপকয়কিন মকনা? ১. হোঁ ২. না

১৪. গত ৩/৮ বিকর আপনার এলাকায় থহাকেল/করকস্তারাঁ/পর্ যেন প্রমতষ্ঠান হকয়কি মকনা? ১. হোঁ ২. না

১৫. মনমিযত সড়ককর পাকবয গ্রািীন হাে-বাজার/কগ্রাে থসন্টার আপনার এলাকা থেকক কত দূকর? মকমি

১৬. (ক) আপনার এলাকা টেল্পক হাে-বাজার/ল্পজলা/উপল্পজলা সদল্পর টেল্পি পূল্পব মর তুলনায় সেয় সাশ্রয় হয় রক? ১. হযাঁ ২. না

(খ) হযাঁ হল্পল কি সেয় সাশ্রয় হল্পে? ১। ১৫ রেরনে ২। ৩০ রেরনে ৩। িদুর্ধ্ম

১৭. (ক) মনমিযত সড়ককর কারকণ আপনার এলাকায় থকান জলাবদ্ধতা হয় মকনা? ১. হোঁ ২. না

(খ) হোঁ হকল, জলাবদ্ধতা দূরীকরকণ আপনার পরািিয ১. কালভাে য মনিযাণ করা। ২.সড়ককর সংমিি অংকি থড্রকনজ মসকেি
চালু/উন্নয়ন করা। ৩. সংমিি এলাকার খাল খনন করা। ৪ .অন্যান্য----------------------------------------------------------------

থসকিন-৩: কৃমি মবিয়ক তথ্য:

১৮. থসতু/কালভাে য মনিযাকণর ফকল সড়কক উভয় পাকবয পামন চলাচকলর িাধ্যকি অমতমরক্ত পামন মনষ্কািকনর সুমবধা হকয়কি মক?
১. হোঁ ২. না ৩. প্রকর্াজে নয়
১৯. জমিকত লবনাক্ত পামন প্রকবি থরাকধ সড়কটি থকান অবোন রাখকি মকনা? ১. হোঁ ২. না
২০. প্রককল্পর থিয়াকে বা পরবতীকত সড়ককর পাকবয বৃক্ষকরাপণ হকয়কি মক? ১. হোঁ ২. না

থসকিন-৪: পণ্য বাজারজাতকরণ, আয় উপাজযকনর সুকর্াগ এবং স্বাস্থেককন্দ্র ও স্কুল/ককলকজ র্াতায়াত সুমবধা সংক্রান্তিঃ

২১. (ক) সড়ক উন্নয়কনর ফকল আপনার এলাকায় পণ্য বাজারজাতকরকণ সুমবধা বৃমদ্ধ থপকয়কি মক? ১. হোঁ ২. না
(খ) ‘হযাঁ’ হল্পল প্রকে বাস্তবায়কনর ফকল আপনার এলাকার মক মক পণ্য বাজারজাতকরকণ সুমবধা হকয়কি?
১। ৫।
২। ৬।
৩। ৭।
৪। ৮।

89
২২. সড়ক উন্নয়কনর ফকল আপনার এলাকায় পণ্য বাজারজাতকরকণ সুমবধা বৃমদ্ধ থপকয়কি মক? ১. হোঁ ২. না
২৩. থর্াগাকর্াগ ব্যবস্থা উন্নয়কনর ফকল আপনার এলাকার িমহলাকের আকগর তুলনায় আকয়র সুকর্াগ থবকড়কি মক? ১. হোঁ ২. না
২৪. থর্াগাকর্াগ ব্যবস্থা উন্নয়কনর ফকল হস্তমিল্প/কৃমিপণ্য থবচাককনায় আপনার এলাকার িমহলাকের অংিগ্রহকণর সুকর্াগ আকি মক? ১. হযাঁ ২. না
২৫. থর্াগাকর্াগ ব্যবস্থা উন্নয়কনর ফকল আপনার এলাকার িমহলারা স্বাস্থেকককন্দ্র থর্কত পাকর মক? ১. হযাঁ ২. না
২৬. থর্াগাকর্াগ ব্যবস্থা উন্নয়কনর ফকল আপনার এলাকার মিক্ষােী স্কুল/ককলকজ র্াওয়ার হার থবকড়কি মক? ১. হযাঁ ২. না
থসকিন-৫: পমরকবি ও আেয় থকন্দ্র সম্পমকযত তথ্য
২৭. (ক) থিমরন ড্রাইভ সড়ক মনিযাণ প্রকল্প বাস্তবায়কনর ফকল আপনার এলাকায় পমরকবকির উপর থকান মকরূপ প্রভাব পকড়কি মক?
১. ভাল ২. খারাপ
(খ) ভাল হকল মক মক? -------------------------------------------------------------------------------------------------------------------
(র্) খারাপ হকল মক মক? -----------------------------------------------------------------------------------------------------------------
১। সসককতর জীব সবমচকে (পশু, পামখ, গাি-পালা ইতোমে) থকান মবরূপ প্রভাব পকড়কি মকনা? ১. হযাঁ ২. না
২। সসককতর ভূপ্রকৃমতর (নেী, নালা, পাহাড় ইতোমে) উপর মবরূপ প্রভাব প্রভাব পকড়কি মকনা? ১. হযাঁ ২. না
৩। থনৌ চলাচকল সিস্যা হকে মক? ১. হযাঁ ২. না
৪। িৎস আহরণ/প্রজনন/িৎস চাকি থকান সিস্যা হকে মক? ১. হযাঁ ২. না
৫। সমুল্পের প্রাকৃরিক সম্পদ আহরল্পণ টকান সেস্যা হল্পে রকনা? ১. হযাঁ ২. না
২৮. (ক) আপনার এলাকায় সাইল্পলান টসল্টার/আশ্রয় টকন্দ্র আল্পে রকনা ? ১. হযাঁ ২. না
(খ) হোঁ হকল তা পর্ যাি মক না? ১. হযাঁ ২. না

(আপনার সহকর্ামগতার জকন্য ধন্যবাে)

সাক্ষাৎকার গ্রহণকারীর নাি:------------------------------------------

পরািিযক প্রমতষ্ঠাকনর নাি: মপমিমপএস ইমিমনয়ামরং কনসালট্যান্টস মলিঃ।
স্বাক্ষর ও তামরখ :-------------------------

90
 Annexure-II

কক্সবাজার-টেকনাফ টেররন ড্রাইভ সড়ক রনেমাণ প্রকল্পের প্রভাব মূল্যায়ন সেীক্ষা

“গুরুত্বপূণ ম িথ্য প্রদানকারীর সাক্ষাৎকার (KII)” এর প্রশ্নোলা

ভুরেকাাঃ আসসালামু আ’লাইকুে, আেরা গণপ্রজািন্ত্রী বাংলাল্পদশ সরকাল্পরর পররকেনা েন্ত্রণালল্পয়র অধীনস্থ বাস্তবায়ন পররবীক্ষণ ও মূল্যায়ন
রবভাল্পগর পক্ষ টেল্পক উপর্য মক্ত প্রকল্পের প্রভাব মূল্যায়ন সেীক্ষা কাল্পজ প্রকল্পের একজন গুরুত্বপূণ ম িথ্যপ্রদানকারী রহল্পসল্পব আপনার সাক্ষাৎকার রনল্পি
এল্পসরে। আপরন অবশ্যই অবগি আল্পেন টে, টদশ িো জনগল্পণর আে ম-সাোরজক উন্নয়ন ও অগ্রগরির অেিে রভরি- উন্নি টোগাল্পোগ ব্যবস্থা। এ
লল্পক্ষয টোগাল্পোগ ব্যবস্থার উন্নয়ল্পন সরকার রবরভন্ন ধরল্পনর কাে মক্রে গ্রহণ কল্পরল্পে। এরই েল্পে “কক্সবাজার-টেকনাফ টেররন ড্রাইভ সড়ক”- শীর্ মক
প্রকেটি ২০১৫-২০১৬ টেয়াল্পদ সোপ্ত হল্পয়ল্পে। আশা করা োয়- প্রকেটি বাস্তবায়ল্পনর োেল্পে কক্সবাজার টজলা ও উপল্পজলাসমূল্পহর পররবহন,
টোগাল্পোগ ও ব্যবসা-বারণল্পজযর প্রসারসহ সারব মকভাল্পব টদল্পশর পে মেন রশেসহ আে ম-সাোরজক অবস্থার প্রভূি উন্নরি সারধি হল্পয়ল্পে। প্রকল্পের প্রভাব
মূল্যায়ল্পনর জল্পে আেরা রনম্নরলরখি িথ্যাবলী আপনার সাক্ষাৎকাল্পরর োেল্পে জানল্পি োই।
উত্তরোতার নাি:----------------------------------------------------- পেবী/থপিা :--------------------------------------------
থিাবাইল নম্বর: ---------------------------------------- ইউমনয়ন:------------------------------ উপকজলা:-------------------

প্রশ্নসমূহিঃ
১। সড়কটির মনিযাণ কাজ সিাি হকয়কি। এ ব্যাপাকর আপমন কতটুকু অবমহত আকিন মক?
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২। সড়ক মনিযাকণর ফকল অে এলাকায় আে য-সািামজক মক মক পমরবতযন একসকি ?

(ক) ব্যবসা বামণকজের থক্ষকে --------------------------------------------------------------------------------------------
(খ) মিক্ষা, স্বাস্থে ইতোমে থক্ষকে -----------------------------------------------------------------------------------------
(গ) অন্যান্য থক্ষকে ------------------------------------------------------------------------------------------------------

৩। সড়ক মনিযাকণর পর র্াতায়াত সহজ হওয়ায়:

ক) রাস্তার পাল্পবম টহাল্পেল, টরস্টুল্পরন্ট বা পে মেন বান্ধব অোে নতূন ব্যবসা প্ররিষ্ঠান গল্পড় উল্পঠল্পে রকনা?
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খ) অত্র এলাকায় পে মেন রবর্য়ক পল্পের টবো-ল্পকনা বৃরি টপল্পয়ল্পে রকনা?
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ঘ) পল্পের টবো-ল্পকনা বৃরি টপল্পয়ল্পে রক?
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গ) স্কুল-কল্পলল্পজ োত্র-োত্রীল্পদর োিায়াি সুরবধা হল্পয়ল্পে রকনা?
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ঘ) স্বাস্থয-ল্পসবা গ্রহণ সহজ হল্পয়ল্পে রক ?
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৪। (ক) আপনার জানােল্পি সড়ক রনেমাল্পণর জল্পে ভূরে অরধগ্রহণ করা হল্পয়রেল রকনা ?
(খ) ‘হযাঁ’ হল্পল ক্ষরিগ্রস্তল্পদর ক্ষরিপূরণ প্রদান রকংবা পুনব মাসন করা হল্পয়ল্পে রক ?

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৫। (ক) রনরেমি সড়ক, টসতু/কালভাে ম এবং সমুে িীর প্ররিরক্ষামূলক কাজ সম্পল্পকম আপনার উপলরি টকেন?

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91
৬। সড়ক রনেমাণ কাল্পজ েরহলাল্পদর অংশ গ্রহণ রেল রক ? ‘হযাঁ’ হল্পল রলঙ্গরভরিক রবভাজন টকেন রেল?
পুরুর্...............% েরহলা.....................%

৭। সড়ক মনিযাকণর পর এখন উপকজলা, থজলা সের থর্কত পূকব যর তুলনায় কত সিয় সােয় হকে?
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৮। সড়ক মনিযাকণর ফকল পমরকবকি থকান ইমতবাচক মকংবা মবরূপ প্রভাব পকড়কি মক? র্ো:-
ক) সসককতর জীব সবমচকেে থকান মবরূপ প্রভাব পকড়কি মকনা? (প্রাণী, গাি-পালা)
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খ) সসককতর ভূ-প্রকৃমতর উপর মবরূপ প্রভাব পকড়কি মকনা? (খাল, নালা, পাহাড় ইতোমে)
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গ) িৎস্য আহরণ, পমরবহন প্রজনকন/িৎস্য চাকি সিস্যা হকে মক?
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র্) থনৌ চলাচকল সিস্যা হকে মক?
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ঙ) অন্য থকান মবরূপ প্রমতমক্রয়া োককল িতািত মেন।
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৯। মনমিযত সড়কক Axle Load মনয়ন্ত্রকণর জকন্য থকান ব্যবস্থা গ্রহণ করা হকয় োককল থস মবিকয় িতািত মেন।
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১০। দুকর্ যাগ-পূব য ও পরবতীকাকল থকান কার্ যক্রি গ্রহণ করা হয় মকনা িতািত মেন।
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১১। সড়ককক থকন্দ্র ককর মকরূপ ব্যবসা প্রমতষ্ঠান গকড় উকঠকি?

১. থহাকেল, থরস্তরাঁ ২. পর্ যেন মবিয়ক অন্যান্য প্রমতষ্ঠান ৩. মিল্প কারখানা ৪. কুটির মিল্প
৫. রাইচমিল/কপামি ফািয /কপট্রল পাম্প ৬. অন্যান্য ------------------------------------------------------------
১২। সড়ক মনিযাকণর ফকল সড়ক সংলগ্ন জমির মূল্য কত থবকড়কি?
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১৩। আপনার িকত প্রকল্পটির সবকচকয় িমক্তিালী মেক মক?

(ক) ব্যবহাকর (use) সুমবধার মেক থেকক, থর্িন থর্াগাকর্াগ, িৎস্য ও প্রাকৃমতক সম্পে আহরণ ইতোমে থক্ষকে
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(খ) মনিযাকণর থভৌত ও কামরগমর সুমবধার মেক থেকক
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(গ) অন্যান্য
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১৪। আপনার িকত প্রকল্পটির সবকচকয় দুব যল মেক মক?

(ক) ব্যবহাকর (use) অসুমবধার মেক থেকক থর্িন থর্াগাকর্াগ, িৎস্য ও প্রাকৃমতক সম্পে আহরণ ইতোমে
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(খ) মনিযাকণর থভৌত ও কামরগমর অসুমবধার
--------------------------------------------------------------------------------------------------------------------------
(গ) অন্যান্য
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92
১৫। প্রকল্পটি বাস্তবাময়ত হওয়ার ফকল মক মক ধরকনর সুকর্াগ (Opportunity) সৃরি হল্পয়ল্পে? উল্পেখ করুন।
১. থর্াগাকর্াকগর সুমবধা ২. অে যননমতক সুমবধা (ব্যবসা বামণজে) ৩. অন্যান্য-------------------------------------

১৬। প্রকল্পটির রক্ষণাকবক্ষকণ থকান ঝমুঁ ক (Threat) বা চোকলি রকয়কি মকনা? উল্পেখ করুন।
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১৭। প্রকল্পটির রক্ষণাকবক্ষণ এবং সড়ক মনরাপত্তার (road safety) স্বাকে য আপনার িতািত:
ক) সড়কটি রনয়রেি রক্ষণাকবক্ষণ করা হয় মকনা?
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খ) সড়ল্পকর এলাইনল্পেন্ট উচ্চিা সম্পল্পকম সম্পল্পকম (েরদ োল্পক)
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গ) সাইন রসগোল েোেে ও পে মাপ্ত রকনা?
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র্) ট্রামফক থসবা আকি মক না? োককল পর্ যাি মকনা?
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ঙ) সমুদ্র তীর রক্ষামূলক কাজ সম্পককয।
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চ) পর্ যেককের সুকর্াগ-সুমবধা ও মবকনােন সম্পককয।
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(আপনার সহকর্ামগতার জকন্য ধন্যবাে)

সাক্ষাৎকার গ্রহণকারীর নাোঃ...................................................

পরােশমক প্ররিষ্ঠাল্পনর নাোঃ রপরিরপএস ইরিরনয়াররং কনসালট্যান্টস রলাঃ।
স্বাক্ষর ও িাররখাঃ..................................................

93
 Annexure-III

কক্সবাজার-টেকনাফ টেররন ড্রাইভ সড়ক রনেমাণ প্রকল্পের প্রভাব মূল্যায়ন সেীক্ষা

টফাকাস গ্রুপ আল্পলােনা (FGD)-এর গাইিলাইন

পমরচালনায়: মূল্যায়ন থসক্টর, আইএিইমি, পমরকল্পনা িন্ত্রণালয়

এফমজমি এর স্থান :..............................উপকজলা:....................................থজলা:.........................................

ভুরেকাাঃ আসসলামু আলাইকুে, আেরা গণপ্রজািন্ত্রী বাংলাল্পদশ সরকাল্পরর পররকেনা েন্ত্রণালল্পয়র অধীনস্থ বাস্তবায়ন পররবীক্ষণ ও
মূল্যায়ন রবভাল্পগর পক্ষ টেল্পক উপর্য মক্ত প্রকল্পের প্রভাব মূল্যায়ন সেীক্ষা কাল্পজ প্রকল্পের একজন গুরুত্বপূণ ম িথ্যপ্রদানকারী রহল্পসল্পব
আপনাল্পদর সাক্ষাৎকার রনল্পি এল্পসরে। আপনারা অবশ্যই অবগি আল্পেন টে, টদশ িো জনগল্পণর আে ম-সাোরজক উন্নয়ন ও পে মেন টক্ষল্পত্র
অগ্রগরির অেিে রভরি- উন্নি টোগাল্পোগ ব্যবস্থা। এ লল্পক্ষয টোগাল্পোগ ব্যবস্থার উন্নয়ল্পন সরকার রবরভন্ন ধরল্পনর কাে মক্রে গ্রহণ কল্পরল্পে।
এরই েল্পে “কক্সবাজার-টেকনাফ টেররন ড্রাইভ সড়ক”- শীর্ মক প্রকেটি ২০১৫-২০১৬ টেয়াল্পদ সোপ্ত হল্পয়ল্পে। আশা করা োয়- প্রকেটি
বাস্তবায়ল্পনর োেল্পে কক্সবাজার টজলা ও উপল্পজলাসমূল্পহর পররবহন, টোগাল্পোগ ও ব্যবসা-বারণল্পজযর প্রসার, বো ও লবনাক্তিা
প্ররিল্পরাধসহ সারব মকভাল্পব টদল্পশর পে মেন রশেসহ আে ম-সাোরজক অবস্থার প্রভূি উন্নরি সারধি হল্পয়ল্পে। প্রকেটির প্রভাব মূল্যায়ল্পনর জল্পে
আেরা রনম্নরলরখি িথ্যাবলী গ্রুপ আল্পলােনার োেল্পে জানল্পি োই।

মবিয়সমূহিঃ
১। সড়ক মনিযাণ প্রকল্প বাস্তবায়কনর সিয় এ এলাকার জনগণ থকানভাকব জমড়ত মিকলন মক ?
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২। সড়ক মনিযাণ কাকজ িমহলারা সম্পৃক্ত মিকলন মকনা? ১. হোঁ ২না

(খ) ‘হোঁ’ হকল মকভাকব জমড়ত মিকলন?

১. সরবরাহ/ উপ-ঠিকাোমর কাকজ ২. মনিযাণ কাকজ ৩. অন্যান্য........................................

৩। সড়কটির ব্যবহামরক উপকর্ামগতা সম্পককয আপনাকের িতািত প্রোন করুন।

(ক) পর্ যেন মিল্প/ব্যবসা বামণকজের থক্ষকে -----------------------------------------------------------------------------------
(খ) মিক্ষা, স্বাস্থে ইতোমে থক্ষকে --------------------------------------------------------------------------------------------
(গ) অন্যান্য ------------------------------------------------------------------------------------------------------------------

৪। (ক) সড়ক মনিযাকণর ফকল পর্ যেন মিকল্পর থক্ষকে নতুন কিযসংস্থাকনর সুকর্াগ সম্পমকযত মবিকয় আপনাকের িতািত প্রোন করুন।
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৫। জকলাচ্ছ্বাস থরাকধ ও লবনাক্ততা হ্রাকস সড়কটির কার্ যকামরতা সম্পককয আপনাকের িতািত মেন।
(ক) অবকাঠাকিা ও কামরগমর মেক থেকক --------------------------------------------------------------------------------
(খ) পমরকবি মবিয়ক মেক থেকক ---------------------------------------------------------------------------------------
(গ) অন্যান্য -----------------------------------------------------------------------------------------------------------
৬। আপনাকের িকত এ সড়ক মনিযাকণর ফকল অে এলাকার জনগকণর আয়-উপাজযন বৃমদ্ধ থপকল তা মকভাকব বলুন?
(ক) নতুন কিযসংস্থাকনর িাধ্যকি ------------------------------------------------------------------------------------
(খ) ব্যবসা বামণকজের িাধ্যকি ----------------------------------------------------------------------------------------
(গ) অন্যান্য ---------------- ----------------------------------------------------------------------------------------

৭। সড়কটি মনিযাকণর পর মনকের প্রভাবসমূহ সম্পককয িতািত প্রোন করুন।

(ক) সড়ককর পাকি স্থানীয় বাজাকর থোকাকনর সংখ্যা বৃমদ্ধ থপকয়কি মক?-------------------------------------১. হোঁ ২. না

(খ) সড়ককর পাকি নতুন নতুন ব্যবসা প্রমতষ্ঠান স্থামপত হকয়কি মকনা?
(কর্িন থহাকেল, থরকস্তারাঁ, পর্ যেন সংমিি অন্যান্য) স্থামপত হকয়কি মক? ----------------------------------১. হোঁ ২. না
(গ) খ-এর উত্তর ‘হোঁ’ হকল পর্ যেন মবিয়ক ব্যবসা প্রমতষ্ঠান বৃমদ্ধর িতকরা হার কত? ...........................%

94
 (র্) পর্ যেন িাড়া অন্য মিল্প, কলকারখানা সৃমি হকয়কি মক? ------------------------------------------------ ১. হোঁ ২. না
(ঙ) পর্ যেন ও কৃমিপকণ্যর থবচাককনা বৃমদ্ধ থপকয়কি মক?----------------------------------------------------- ১. হোঁ ২. না
(চ) মিক্ষা প্রমতষ্ঠাকন িাে/িােীরকের র্াতায়াকতর সুমবধা হকয়কি মক?---------------------------------------- ১. হোঁ ২. না
(ি) স্বাস্থেকসবা গ্রহণ সহজ হকয়কি মক ?-------------------------------------------------------------------- ১. হোঁ ২. না
(জ) িৎস্য আহরকণ সুমবধা হকয়কি মক ?-------------------------------------------------------------------- ১. হোঁ ২. না

৮। সড়কটির মনিযাণ কাজ স্থানীয় চামহোর সাকে সািিস্য রক্ষা ককর সম্পন্ন হকয়কি মকনা?
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৯। সড়কটি মনিযাকণর ফকল এলাকায় থকান পমরকবিগত ইমতবাচক মকংবা মবরূপ প্রভাব পকড়কি মক ? থর্িন:
ক) নেী/খাকল পামন প্রবাহ পূকব যর িত আকি মক?---------------------------------------------------------------------------
খ) জমিকত থলানা পামন প্রকবি ককিকি মক ?-------------------------------------------------------------------------------
র্) এলাকার পমরকবিগত এবং জীব সবমচে ক্ষমতগ্রস্ত হকে মক ?------------------------------------------------------------
গ) অন্য থকান ধরকনর সিস্যা হকে মক ? ‘হোঁ’ হকল সংকক্ষকপ বলুন--------------------------------------------------------

১০। মনমিযত সড়কক Axle Load মনয়ন্ত্রকণর জকন্য থকান ব্যবস্থা গ্রহণ করা হকয় োককল থস মবিকয় িতািত মেন।
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১১। ট্রামফক থসবা আকি মক না? োককল পর্ যাি মকনা?

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১২। আপনাকের িকত এ প্রককল্পর িমক্তিালী মেক (Strength) মক মক?

(ক) ব্যবহাকর (use) সুমবধার মেক থেকক ------------------------------------------------------------------------------------
(খ) মনিযাকণর থভৌত ও কামরগমর সুমবধার মেক থেকক -------------------------------------------------------------------------
(গ) অন্যান্য -----------------------------------------------------------------------------------------------------------------

১৩। আপনাকের জানািকত এ প্রককল্পর সবকচকয় দুব যল মেক (Weakness) মক ?

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১৪। সড়কটির রক্ষণাকবক্ষণ ও অমধকতর উন্নয়ন এবং পর্ যেককের আকি যণ বৃমদ্ধ করার জকন্য পরািিয প্রোন করুন।
১।----------------------------------------------------------------------------------------------------------------------
২।----------------------------------------------------------------------------------------------------------------------
৩।----------------------------------------------------------------------------------------------------------------------

১৫। সড়ক থেকক সকব যাচ্চ উপকার মনমিত করার লকক্ষে আপনাকের থকান পরািিয োককল তা প্রোন করুন।
ক্রমিক নং মববরণ
(১)
(২)
(৩)

(আপনাল্পদর সকল্পলর সহল্পোরগিার জল্পে ধেবাদ)

এফরজরি পররোলনাকারী :......................................................

পরােশমক প্ররিষ্ঠাল্পনর নাে : রপরিরপএস ইরিরনয়াররং কনসালট্যান্টস রলাঃ
স্থান ও িাররখ :......................................................

95
 Annexure-IVA
Impact Evaluation of Cox’s Bazar-Teknaf Marine Drive Road Construction
Checklist for physical inspection of structures
(For Road embankment & pavement, road safety activities and culverts)

সড়ক/সড়ক অংল্পশর নাোঃ................................................................................

পে মল্পবক্ষণাধীন অংল্পশর অবস্থানাঃ সড়ল্পকর ...................... িে রকরে
ইউরনয়নাঃ .........................................উপল্পজলাাঃ ........................................টজলাাঃ কক্সবাজার

(ক) সড়ক বাঁধ ও টপভল্পেন্টাঃ

ক্ররেক োোইিব্য আইল্পেে বিমোন অবস্থা
হযাঁ (১) না (২)
১ সড়ল্পকর টশাল্ডার পেোরীল্পদর েলােল্পলর উপল্পোগী প্রশস্ত করা হল্পয়ল্পে রকনা ?

২ সড়ক বাঁল্পধর ঢাল (slope) সঠিক আল্পে রকনা?

৩ সড়ল্পকর টশাল্ডাল্পর রকংবা ঢাল্পল টরইনকাে সৃরি হল্পয়ল্পে রকনা?

৪ সড়ল্পকর টপভল্পেল্পন্টর উপর রদয়া োনবাহন স্বােল্পে (Comfortably) েলােল

করল্পে রক না?
৫ সড়ল্পকর সারল্পফস উঁচুরনচু (Undulation)
রকনা রকংবা োনবাহন ধাক্কা খায় রকনা? ‘হযাঁ’ হল্পল পররোপ কি?.........
৬ সড়ল্পকর সারল্পফল্পস টকানরূপ ফােল (crack) টদখা োল্পে রকনা ?
‘হযাঁ’ হল্পল পররোপ কি?.............................
৭ সড়ল্পকর টপভল্পেল্পন্টর সারল্পফল্পস গিম (Pot holes) আল্পে রকনা?
‘হযাঁ’ হল্পল পররোণ কি?.............................
৮ সড়ল্পকর সারল্পফস-এ Raveling আল্পে রকনা?

৯ সড়ল্পকর সারল্পফস-এ Rutting আল্পে রকনা?

১০ সড়ল্পকর Edge-breaking আল্পে রকনা?

১১ সড়ল্পকর Camber/cross-gradient সঠিক আল্পে রকনা?

১২ সড়ল্পক টকানরূপ Drainage সেস্যা আল্পে রকনা?

১৩ রিজাইল্পন উল্পেরখি অনুোয়ী সড়ল্পকর প্রশস্তা রনরেমি হল্পয়ল্পে রকনা?

১৪ ঘাস (োরফমং) লাগাল্পনা হল্পয়ল্পে রকনা? (প্রল্পোজয টক্ষল্পত্র)

১৫ (ক) বৃক্ষল্পরাপণ করা হল্পয়ল্পে রকনা?

(খ) ‘হযাঁ’ হল্পল টসগুল্পলা সড়ল্পকর (১) ঢাল্পল লাগাল্পনা হল্পয়ল্পে?

(গ) নারক Berm-এ লাগাল্পনা হল্পয়ল্পে?

পে মল্পবক্ষণ: [উপকরর ক্রমিক সমূকহ “হাঁ” মকংবা “না” িাড়া অন্যান্য পর্ যকবক্ষণ এখাকন উকেখ করকত হকব]

96
(খ) সড়ক রনরাপিামূলক কাে মক্রে ও সড়ক ফারন মোল্পরর (Appurtenants) অবস্থাাঃ
বিমোন অবস্থা
ক্ররেক োোইিব্য আইল্পেে
হযাঁ(১) না(২)
16 সড়ল্পকর উভয় প্রাল্পন্ত, টসতুল্পি এবং এযাল্পপ্রাে সড়ল্পক (বােিামূলক, সিকমিামূলক
ও রনল্পদ মশনামূলক) সাইন-রসগোল পে মাপ্ত রকনা রকংবা সকল রনরাপিা রনল্পদ মশক
আল্পে রকনা?
17 সড়ল্পকর বাঁল্পকর বারহল্পরর পাল্পবম অরি) উচ্চিা-Super-elevation) রহসাল্পব সড়ক
বাঁধ ও টপভল্পেন্ট রনেমাণ করা হল্পয়ল্পে রকনা?
18 সড়ল্পকর বাঁল্পক সড়ল্পকর প্রশস্তিা টসাজা অংল্পশর তুলনায় ২৫-৩০% টবরশ েওড়া
রহল্পসল্পব রনেমাণ করা হল্পয়ল্পে রকনা?

19 সড়ল্পকর বাঁল্পক রভিল্পরর পাল্পবম বৃক্ষল্পরাপণ বা স্ট্রাকোর রনেমাণ ইিযারদ দ্বারা

োনবাহল্পনর দৃরি-সীোয় প্ররিবন্ধকিা সৃরি হল্পে রকনা?

20 (ক) সড়ল্পকর একই স্থাল্পন (Spot) বারংবার দুঘ মেনা হয় এেন দুঘ মেনা প্রবণ স্পে
(Accident-prone Spot)
(খ) ‘হযাঁ’ হল্পল Informative and directional sign board আল্পে রকনা?

21 (ক) সড়ককর থরাি িামকযং করা হকয়কি মকনা?

(খ) প্রকর্াজে থক্ষকে সড়কক Median অেবা Centre-line িামকযং আকি মকনা?

22 মককলামিোর থপাে আকি মকনা?

(ক) ‘হোঁ’ হকল মকমি থপাকের থলখা স্পি মকনা?

(খ) মকমি থপাে গাি-গািাড়া বা আগািায় থেকক আকি মকনা?

২3 থসতু বা কালভাকে যর এোকপ্রাকচ এবং বাঁকক গাইি মপলার স্থাপন করা হকয়কি মকনা?

পে মল্পবক্ষণাঃ [উপকরর ক্রমিক সমূকহ “হাঁ” মকংবা “না” িাড়া অন্যান্য পর্ যকবক্ষণ এখাকন উকেখ করকত হকব]

97
(গ) কালভাে মাঃ (প্রল্পোজয টক্ষল্পত্র)
বিমোন অবস্থা
ক্ররেক নং োোইিব্য আইল্পেে
হযাঁ না
24 কালভাকে যর কাকজর িান (Workmanship) দৃেতিঃ ভাল মকনা?

25 কালভাকে যর থকান অংকি থকাকনা সূক্ষ্ম ফােল (Hair-crack) আকি

মকনা
26 কালভাল্পে মর কনরক্রল্পে টকানরূপ Honey-comb টদখা োল্পে
রকনা?
২7 খাল বা নালার তুলনায় কালভাকে যর সের্ যে (Span) কি মকনা?

২8 চোকনকলর উর্ধ্যকরাকতর (Upstream) মেকক মকংবা মনেকরাকতর

(Downstream) মেকক থকানরূপ জলাবদ্ধতা পমরলমক্ষত হকে
মকনা?
২9 কালভাকে যর সমন্নককে আড়াআমড়ভাকব চোকনকল পামন-প্রবাহ ব্লক করা
হকয়কি মকনা? (পর্ যকবক্ষকণ মনমে যি কালভাকে যর মববরণ মেন)।
30 মনমিযত কালভাকে যর উপর মেকয় র্ানবাহন চলাচকলর সিয়
র্ানবাহকনর ধাক্কা (Jerking) খায় মক না?
31 পেচারী চলাচকলর থকান ব্যবস্থা আকি মকনা?

32 (ক) Railing/Wheel guard আকি মকনা?

(খ) হযাঁ হল্পল িামকযং করা আকি মকনা?

পে মল্পবক্ষণ: [উপকরর ক্রমিক সমূকহ “হাঁ” মকংবা “না” িাড়া অন্যান্য পর্ যকবক্ষণ এখাকন উকেখ করকত হকব]

িথ্যসংগ্রহকারীর নাে ...............................................

পরােশমক প্ররিষ্ঠাল্পনর নাে: রপরিরপএস ইরিরনয়াররং কনসালট্যান্টস রলাঃ

স্বাক্ষর ও িাররখ..............................................

98
 Annexure-IVB
Impact Evaluation of Cox’s Bazar-Teknaf Marine Drive Road Construction
Checklist for physical inspection of structures
(For Bridge constructed under the project)

সড়ক/সড়ক অংল্পশর নাোঃ................................................................................

পে মল্পবক্ষণাধীন অংল্পশর অবস্থানাঃ সড়ল্পকর............................িে রকরে
ইউরনয়নাঃ ......................................উপল্পজলাাঃ....................................................টজলাাঃ কক্সবাজার
টসতুর নাোঃ........................................................ল্পসতুর দদঘ মযাঃ.......................................
স্পযান সংখ্াাঃ......................................... টসতুর ধরনাঃ রপরস গাি মার / আররসরস

(ক) মূল টসতুাঃ

ক্রমিক র্াচাইতব্য আইকেি বতযিান অবস্থা
হোঁ (১) না (২)
১ (ক) থসতুর Sub-structure এ Concrete এর কাকজর িান
(Workmanship) দৃেতিঃ ভাল মকনা?
(খ) থসতুর Super-structure এ Concrete এর কাকজর িান
(Workmanship) দৃেতিঃ ভাল মকনা?
২ থসতুর োলাই কাকজ থকানরূপ Honey-Comb আকি মকনা?

৩ থসতুর সের্ যে র্োর্ে প্রিস্ততা অনুর্ায়ী পর্ যাি হকয়কি মকনা?

৪ টসতুর উচ্চিা (Vertical Clearance) টনৌ েলােল্পলর জল্পে প্রল্পয়াজনীয়

উচ্চিায় আল্পে রকনা?
৫ ক) থসতুর মনচ মেকয় থনৌ চলাচকলর িত পামন প্রবাহ আকি মকনা?

খ) মনমিযত থসতুটিকত Navigation সিস্যা আকি মকনা?

৬ থসতুর থকান অংকি থকানরূপ সূক্ষ্ম-ফােল (Hair-crack) আকি মকনা?

৭ থসতুর মবমভন্ন স্পোকনর জকয়কন্ট র্ানবাহন ধাক্কা খায় মকনা?

৮ থসতুর Bearing-এ থকান ত্রুটি পমরলমক্ষত হকে মকনা?

৯ থসতুর এোকপ্রাকচ রক্ষাপ্রে কাজ (Protective Work) করা হকয় োককল তা

থেকসই আকি মকনা ?

১০ নেীর উভয় তীকরর নেী িাসকনর (RTW) কাজ ভাল আকি মকনা?

99
 ক্রমিক র্াচাইতব্য আইকেি বতযিান অবস্থা
হোঁ (১) না (২)
১১ থসতুর থিক-স্ল্োকবর উপমরভাগ (Wearing course) ভাল আকি মকনা?

১২ পেচারী চলাচকলর জকন্য র্োে য সমন্নকবমিত হকয়কি মকনা?

১৩ থসতুর দুই প্রাকন্ত থঝাপ-জঙ্গল আকি মকনা?

পে মল্পবক্ষণাঃ [উপল্পরর ক্ররেক সমূল্পহ “হাঁ” রকংবা “না” োড়া অোে পে মল্পবক্ষণ এখাল্পন উল্পেখ করল্পি হল্পব]

(খ) টসতুর এযাল্পপ্রাল্পের সড়ক-বাঁধ ও টপভল্পেন্টাঃ

বিমোন অবস্থা
ক্ররেক োোইিব্য আইল্পেে হযাঁ (১) না (২)

১4 এযাল্পপ্রাে সড়ল্পকর টপভল্পেল্পন্টর উপর রদয়া োনবাহন স্বােল্পে

(Comfortably) েলােল করল্পে রক না?

১5 এযাল্পপ্রাে সড়ল্পকর টশাল্ডার পেোরীল্পদর েলােল্পলর উপল্পোগী প্রশস্ত করা

হল্পয়ল্পে রকনা ?
১6 এযাল্পপ্রাে সড়ল্পকর টশাল্ডাল্পর রকংবা ঢাল্পল টরইনকাে সৃরি হল্পয়ল্পে রকনা?

১7 এযাল্পপ্রাে সড়ল্পকর সারল্পফস উঁচুরনচু (Undulated)

রকনা রকংবা োনবাহন ধাক্কা খায় রকনা ?
১8 এযাল্পপ্রাে সড়ল্পকর ঢাল সঠিক আল্পে রকনা?

১9 সড়ল্পকর সারল্পফল্পস টকানরূপ সূক্ষ্ম ফােল (Hair-crack) টদখা োল্পে

রকনা ?

20 সড়ল্পকর টপভল্পেল্পন্টর সারল্পফল্পস গিম (Pot holes) আল্পে রকনা?

21 এযাল্পপ্রাে সড়ল্পকর সারল্পফস ভাল আল্পে রকনা বা রক্ষণাল্পবক্ষণ হয় রকনা?

পে মল্পবক্ষণ: [উপকরর ক্রমিক সমূকহ “হাঁ” মকংবা “না” িাড়া অন্যান্য পর্ যকবক্ষণ এখাকন উকেখ করকত হকব]

100
(গ) টসতুর এযাল্পপ্রাে সড়ল্পক রনরাপিামূলক কাে মক্রোঃ
বিমোন অবস্থা
ক্ররেক োোইিব্য আইল্পেে
হযাঁ(১) না(২)
২2 টসতুর উভয় প্রাল্পন্ত, টসতুল্পি এবং এযাল্পপ্রাে সড়ল্পক সাইন-রসগোল
পে মাপ্ত রকনা রকংবা সকল রনরাপিা রনল্পদ মশক আল্পে রকনা?

২3 এযাল্পপ্রাে সড়ল্পকর বাঁল্পকর বারহল্পরর পাল্পবম অরি (Super-

elevation) উচ্চিা-রহসাল্পব সড়ক বাঁধ ও টপভল্পেন্ট রনেমাণ করা
হল্পয়ল্পে রকনা?
২4 এযাল্পপ্রাে সড়ল্পকর বাঁল্পক সড়ল্পকর প্রশস্তিা টসাজা অংল্পশর তুলনায় টবরশ
েওড়া রহল্পসল্পব রনেমাণ করা হল্পয়ল্পে রকনা?
২5 টসতুর এযাল্পপ্রাে সড়ল্পকর বাঁল্পক বৃক্ষল্পরাপণ ইিযারদর ফল্পল োনবাহল্পনর
দৃরি-সীোয় প্ররিবন্ধকিা সৃরি হল্পে রকনা?
২6 টসতু রকংবা এযাল্পপ্রাে সড়ল্পকর একই স্থাল্পন (Spot) বারংবার দুঘ মেনা
হয় এেন দুঘ মেনা প্রবণ স্পে (Accident-prone spot) আল্পে
রকনা?
২7 সাইন-রসগোল পে মাপ্ত রকনা?
(ক) থসতুর থরইমলং-এ reflective sign স্থাপন করা হকয়কি মকনা?

(খ) থসতুর এোকপ্রাকচ থরাি িামকযং করা হকয়কি মকনা?

(গ) এোকপ্রাকচ Guide-pillar স্থাপন করা হকয়কি মকনা এবং রঙ করা

হকয়কি মকনা?
28 পেচারী চলাচকলর থকান ব্যবস্থা আকি মকনা?

২9 (ক) Railing/Wheel guard আকি মকনা?

(খ) হযাঁ হল্পল িামকযং করা আকি মকনা?

পে মল্পবক্ষণাঃ [উপকরর ক্রমিক সমূকহ “হাঁ” মকংবা “না” িাড়া অন্যান্য পর্ যকবক্ষণ এখাকন উকেখ করকত হকব]

িথ্যসংগ্রহকারীর নাে .....................................................

পরােশমক প্ররিষ্ঠাল্পনর নাে: রপরিরপএস ইরিরনয়াররং কনসালট্যান্টস রলাঃ

স্বাক্ষর ও িাররখ..............................................

101
 Annexure-IVC

Impact Evaluation of Cox’s Bazar-Teknaf Marine Drive Road Construction

Checklist for physical inspection of structures
(For Protective works)

সড়ক/সড়ক অংল্পশর নাোঃ................................................................................

পে মল্পবক্ষণাধীন অংল্পশর অবস্থানাঃ সড়ল্পকর..................................................িে রকরে
ইউরনয়নাঃ ......................................উপল্পজলাাঃ....................................................টজলাাঃ কক্সবাজার

ক্রমিক র্াচাইতব্য আইকেি বতযিান অবস্থা

হোঁ (১) না (২)
১ রক্ষাপ্রে কাজ সড়ক থেকক প্রকয়াজনীয়/পর্ যাি দূরত্ব পর্ যন্ত করা হকয়কি মকনা?

২ থিমরন ড্রাইভ সড়ককর Sea side-এ মনমিযত রক্ষাপ্রে কাজসমূহ দৃেতিঃ

থেকসইভাকব মবদ্যিান আকি মকনা?
৩ সমুকদ্রর থেউ এর প্রভাকব মজও-থেক্স ব্যাগ/কংমক্রে ব্লক দ্বারা মনমিযত রক্ষাপ্রে
কাজ ক্ষমতগ্রস্ত হকয়কি মকনা?
(‘হোঁ’ হকল মক পমরিাণ তা পর্ যকবক্ষকণ উকেখ করুন)
৪ Tetrapod দ্বারা রক্ষাপ্রদ কাজ েোে ম হল্পয়ল্পে (প্রল্পয়াজন অনুোয়ী) রকনা?

৫ Tetrapod দ্বারা রনরেমি রক্ষাপ্রদ কাল্পজর সুফল দৃশ্যিাঃ রকনা?

৬ কংমক্রে ব্লক দ্বারা মনমিযত রক্ষাপ্রে কাজ সড়ককর ফলপ্রসু ও র্োর্ে সুরমক্ষত
আকি মকনা?
৭ মজও-কেক্সোইল দ্বারা মনমিযত রক্ষাপ্রে কাজ র্োর্ত সুরমক্ষত মকনা?

৮ মনয়মিত রক্ষণাকবক্ষণ কার্ যক্রি পমরচামলত হয় মকনা?

৯ টজায়ার-ভাো, সাইল্পলান বা প্রাকৃরিক দুল্পে মাল্পগর কারল্পণ সড়ল্পকর টকান ক্ষরি

হল্পয়ল্পে রকনা ?
‘হযাঁ’ হল্পয় োকল্পল ক্ষরির প্রকৃরি/ধরন কীরূপ িা পে মল্পবক্ষল্পণ উল্পেখ করুন।
পে মল্পবক্ষণাঃ [উপল্পরর ক্ররেক সমূল্পহ “হাঁ” রকংবা “না” োড়া অোে পে মল্পবক্ষণ এখাল্পন উল্পেখ করল্পি হল্পব]

িথ্যসংগ্রহকারীর নাে .....................................................

পরােশমক প্ররিষ্ঠাল্পনর নাে: রপরিরপএস ইরিরনয়াররং কনসালট্যান্টস রলাঃ

স্বাক্ষর ও িাররখ............................................................

102
 Appendix-I

Some photographs taken during inspection/data collection in field

Photograph of accident occurred at the curve of

approach of Rezukhal Bridge. Off and on accident
Narrow Rezukhal Bridge at 18th km of the road. occurs there. Rumble Strip to be built urgently

Team Leader and Engineer of the study are At 27th km, a culvert has been constructed
discussing with Engineers of 16 ECB during narrowing the channel.
inspection.

Present condition of the protective works done Present condition of the protective works done
in the approaches of Monkhali Bridge at 43rd by geo-bags and tetrapods in Patharrani
km of the road. portion at 30th km of the road.
103
 Appendix-II

Cross section of the pavement design type-5 & design type-4

(Chainage 24+000 to 32+000)

(Chainage 32+000 to 48+000)

104
 Appendix-III
Opinion of the KII Respondents (A few tables)
টকআইআই প্রশ্ন নং-০২ এর জবাব:
সাররণ-৫.০২: প্রকল্পের প্রভাল্পব দৃশ্যোন আে ম-সাোরজক উন্নরি সম্পল্পকম েিােি (multiple response-n=৪৯)
ক্ররেক আে ম-সাোরজক উন্নরির রবর্য় জবাল্পবর সংখ্া
নং (n=৪৯)
১ উরখয়া ও টেকনাফ হল্পি রশক্ষােীরা টজলা সদল্পরর রবরভন্ন রশক্ষা প্ররিষ্ঠাল্পন সহল্পজ োিায়াি করল্পি পারল্পে ৩৮
২ স্বাস্থযল্পসবা গ্রহণকারীল্পদর রবল্পশর্িাঃ নারী ও রশশুল্পদর স্বাস্থযল্পসবা টকল্পন্দ্র োওয়া সহজ হল্পয়ল্পে ৩৮
৩ ব্যবসা বারণল্পজযর ব্যাপক প্রসার হল্পয়ল্পে/পূল্পব মর তুলনায় অল্পনক ব্যবসা প্ররিষ্ঠান টবল্পড়ল্পে ২৬
৪ পে মেক টবরশ আসায় টবো-রবরক্র টবল্পড়ল্পে ১৫
৫ পে মেন ব্যবসা (ল্পহাল্পেল, টরল্পস্তাঁরা) বৃরি টপল্পয়ল্পে ১০
৬ েৎস্য ব্যবসার অল্পনক উন্নরি হল্পয়ল্পে ৮
৭ কেমজীরব োনুর্ সহল্পজই টেকনাফ টেল্পক সরাসরর টজলা সদল্পর এল্পস অরফস কল্পর বারড় রফরল্পি পারল্পে ৮
৮ জরের মূল্য বৃরি পাওয়ায় জরের টবোল্পকনা টবল্পড়ল্পে ৮
৯ কে সেল্পয় োিায়াি করা সম্ভব হল্পে ৮
১০ পে পররবহন বৃরি টপল্পয়ল্পে ৪
১১ েৎস্য ব্যাবসায়ীল্পদর পে বাজারজািকরণ সহজ হল্পয়ল্পে/েৎস্য ব্যবসাল্পয় উন্নরি হল্পে ৪
১২ সরকারর রনল্পর্ধাজ্ঞা োকায়; টিেন ব্যবসা প্ররিষ্ঠান গল্পড় উল্পঠরন ২

সাররণ-৫.০৩: সড়ক রনেমাল্পণর পর োিায়াি সহজ হওয়ার ফল্পল কল্পয়কটি টক্ষল্পত্র প্রভাব
ক্ররেক নং প্রশ্ন ও জবাবসমূহ জবাল্পবর সংখ্া শিকরা হার
(প্রশ্ন অনুোয়ী) (n=৪৯) (%)
৩ (ক) রাস্তার পাল্পবম টহাল্পেল, টরস্টুল্পরন্ট বা পে মেন বান্ধব অোে নতূন ব্যবসা প্ররিষ্ঠান গল্পড়
উল্পঠল্পে রকনা? এ সংক্রান্ত জবাবাঃ-
১ হযাঁ, গল্পড় উল্পঠল্পে ৪৪ ৮৯.৭৯
২ না, টিেন গল্পড় উল্পঠরন ৪ ৮.১৬
৩ কক্সবাজার উন্নয়ন কর্তমপক্ষ এ রনল্পয় োস্টার প্লান করল্পে ১ ২.০৫
(খ) অত্র এলাকায় পে মেন রবর্য়ক পল্পের টবো-ল্পকনা বৃরি টপল্পয়ল্পে রকনা? এ সংক্রান্ত
জবাবাঃ-
১ হযাঁ, পে মেন রশে বান্ধব ব্যবসা প্ররিষ্ঠান গল্পড় উল্পঠল্পে ৪৯ ১০০.০০
২ পল্পের টবো-ল্পকনা বৃরি টপল্পয়ল্পে রক? এ সংক্রান্ত জবাবাঃ-
৩ হযাঁ, বৃরি টপল্পয়ল্পে ৪৮ ৯৭.৯৫
৪ না ১ ২.০৫
(গ) স্কুল-কল্পলল্পজ োত্র-োত্রীল্পদর োিায়াি সুরবধা হল্পয়ল্পে রকনা? এ সংক্রান্ত জবাবাঃ-
১ অল্পনক সুরবধা হল্পয়ল্পে ৪৯ ১০০.০০
(ঘ) স্বাস্থয-ল্পসবা গ্রহণ সহজ হল্পয়ল্পে রক? এ সংক্রান্ত জবাবাঃ-
১ হযাঁ, পূল্পব মর তুলনায় অল্পনক সহজ হল্পয়ল্পে ৪৯ ১০০.০০

সাররণ-৫.০৪: ভূরে অরধগ্রহণ রবর্ল্পয় েিােি

ক্ররেক নং ভূরে অরধগ্রহণ সম্পরকমি েিােি জবাল্পবর সংখ্া শিকরা হার
(প্রশ্ন অনুোয়ী) (n=৪৯) (%)
৪ ক) আপনার জানােল্পি সড়ক রনেমাল্পণর জল্পে ভূরে অরধগ্রহণ করা হল্পয়রেল রকনা? এ
সংক্রান্ত জবাবাঃ-
হযাঁ ৪২ ৮৫.৭৫
জারননা ৭ ১৪.২৮
খ) ‘হযাঁ’ হল্পল ক্ষরিগ্রস্তল্পদর ক্ষরিপূরণ প্রদান রকংবা পুনব মাসন করা হল্পয়ল্পে রক? এ সংক্রান্ত
জবাবাঃ-
হযাঁ ৩৬ ৭৩.৪৬
কল্পয়কজন টপল্পয়ল্পে; সবাই পায়রন ৭ ১৪.২৮
ক্ষরিপূরণ টপল্পয়ল্পে; িল্পব পুনব মাসন সম্পল্পকম অবগি নল্পহ ৩ ৬.১২
হযাঁ টপল্পয়ল্পে; িল্পব অল্পনল্পক নায্যমূল্য পায়রন ৩ ৬.১২

105
সাররণ-৫.০৮: সড়ক রনেমাল্পণর ফল্পল রবরুপ প্রভাব সম্পরকমি েিােি
ক্ররেক নং রবর্য় জবাল্পবর সংখ্া শিকরা হার
(প্রশ্ন অনুোয়ী) (n=৪৯) (%)
৮ ক) সসককতর জীব সবমচকে থকান মবরূপ প্রভাব পকড়কি মকনা? (প্রাণী, গাি-পালা)
এ সংক্রান্ত জবাবিঃ-
থকান মবরূপ প্রভাব পকড়মন ৪৮ ৯৭.৯৫
দসকল্পির পাল্পড় েত্রিত্র ভাল্পব সরকারর স্থাপনাগুল্পলা পররল্পবশ বান্ধব হয়রন ১ ২.০৫
খ) সসককতর ভূ-প্রকৃমতর উপর মবরূপ প্রভাব পকড়কি মকনা? (খাল, নালা, পাহাড়
ইতোমে) এ সংক্রান্ত জবাবিঃ-
মবরূপ প্রভাব পল্পড়রন ৪৯ ১০০.০০
গ) িৎস্য আহরণ, পমরবহন প্রজনকন/িৎস্য চাকি সিস্যা হকে মক? এই সংক্রান্ত
জবাবিঃ-
সিস্যা হকে না ৪৮ ৯৭.৯৫
সড়ল্পকর কারল্পণ এলাকা পে মেন বান্ধব হওয়ায়; েৎস্য োল্পর্র পররোণ হ্রাস ১ ২.০৫
পাল্পে
ঘ) থনৌ চলাচকল সিস্যা হকে মক? এই সংক্রান্ত জবাবিঃ-
সিস্যা হকে না ৪৭ ৯৫.৯১
জানা টনই ২ ৪.০৯
সাররণ-৫.১৪: প্রকল্পের সবল্পেল্পয় দুব মল রদক সংক্রান্ত
ক্ররেক নং প্রকল্পের সবল্পেল্পয় দুব মল রদক জবাল্পবর সংখ্া
(প্রশ্ন অনুোয়ী) (n=৪৯)
১৪ ক) ব্যবহাকর (use) অসুমবধার মেক থেকক থর্িন থর্াগাকর্াগ, িৎস্য ও প্রাকৃমতক সম্পে আহরণ
ইতোমে থক্ষকে জবাবিঃ-
দুব মল রদক টনই ২৫
লাইে টপাস্ট টনই ৭
োল্পে োল্পে দুঘ মেনা হয়, টবল্পপাল্পরায়া গরির জল্পে ৩
বড় গাড়ী ঢুকল্পি রদল্পল ব্যবসার আরও উন্নরি হি ৫
ব্রীজ, কালভাে মগুল্পলা আল্পরা প্রশস্ত হল্পল ভাল্পলা হি ২
গ্রাল্পের সাল্পে সংল্পোগ সড়ক টনই ২
খ) মনিযাকণর থভৌত ও কামরগমর অসুমবধা সংক্রান্ত জবাবিঃ-
দুব মল রদক টনই ২০
সংল্পোগ সড়ক টনই (গ্রাল্পের সাল্পে ও সমুল্পের সাল্পে) ১২
রাস্তায় পে মাপ্ত রসগোল টনই ২
জানা টনই ৩
টজায়ার আসল্পল টেররন ড্রাইল্পভ প্রল্পবশ করা কিকর ২
সাগরপাল্পড় োওয়ার সংল্পোগ সড়ক টনই ২
দুই পাল্পশ ল্যম্পল্পপাস্ট টনই, োত্রী োউরন টনই, পারকমং ব্যবস্থা টনই ২
দুঘ মেনা বৃরি পাল্পে ২
রাস্তা আরও প্রশস্ত কল্পর রাস্তার োেখাল্পন আইল্যান্ড করল্পল টসৌেে ম আরও বৃরি পাল্পব ১
গ) অোে জবাবাঃ-
পারকমং ব্যবস্থা টনই ৫
সড়কটির োরলকানা রনল্পয় রদ্বধা-দ্বন্দ্ব আল্পে (Army, RHD, DC, Cox’s DA) ২
রকছুদূর পরপর টসনাবারহনী/রবরজরবর টেকল্পপাস্ট োকায় পে মেকরা/রবল্পদশী পে মেকরা রবরক্ত হল্পে ২
প্রভাবশালীরা খাস জরে দখল্পল রনল্পে ২
টেররন ড্রাইল্পভর পুল্পরা অংল্পশ আল্পলা টনই ২
টলাকাল গাড়ী েলােল করল্পল আোল্পদর োকা সাশ্রয় হল্পিা ১

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সাররণ-৫.১৭: সড়ক রক্ষণাল্পবক্ষণ এবং সড়ক রনরাপিা রবর্য়ক েিােি
ক্ররেক নং প্রাপ্ত েিােি জবাল্পবর সংখ্া শিকরা হার
(প্রশ্ন অনুোয়ী) (n=৪৯) (%)
১৭ ক) সড়কটি রনয়রেি রক্ষণাকবক্ষণ করা হয় মকনা? এ সংক্রান্ত জবাবিঃ-
রনয়রেি রক্ষণাল্পবক্ষণ করা হয় ৪১ ৮৩.৬৭
রক্ষণাল্পবক্ষণ করা হয়; িল্পব পে মাপ্ত নল্পহ ৪ ৮.১৬
জানা টনই ৪ ৮.১৭
খ) সড়ল্পকর উচ্চিা সম্পল্পকম েিােিাঃ
জানা টনই ৩২ ৬৫.৩০
হযাঁ, ঠিক আল্পে ১৩ ২৬.৫৩
এখন পে মন্ত ঠিক আল্পে, িল্পব ভরবষ্যল্পি সমুল্পের গরির উপর রনভমর করল্পে ৪ ৮.১৬
গ) সাইন রসগোল েোেে ও পে মাপ্ত রকনা? এ সংক্রান্ত জবাব
হযাঁ, েল্পেি আল্পে ২২ ৪৪.৮৯
আল্পে; িল্পব পে মাপ্ত নয় ১৮ ৩৬.৭৩
আল্পরা সাইন রসগোল প্রল্পয়াজন ৯ ১৮.৩৭
ঘ) ট্রামফক থসবা আকি মক না? োককল পর্ যাি মকনা?
পে মাপ্ত নল্পহ ২৯ ৫৯.১৮
ট্রারফক পুরলশ টনই; িল্পব পে মেক পুরলশ আল্পে ১৮ ৩৬.৭৩
আল্পরা প্রল্পয়াজন আল্পে ২ ২.০৮
ঙ) সমুদ্র তীর রক্ষামূলক কাজ সম্পককয।
ভাল কাজ হল্পয়ল্পে; রনয়রেি েরনেররং প্রল্পয়াজন ১৪ ২৮.৫৭
সমুে িীল্পর বড় বড় রজও ব্যাগ স্থাপন করা হল্পয়ল্পে। ১৪ ২৮.৫৭
িীর রক্ষা করার ঝরুঁ ক আল্পে; সমুে খুবই রনকল্পে ৬ ১২.২৪
সাগরপাল্পড়র রকছু অংশ টভল্পঙ্গ োওয়ার সম্ভাবনা আল্পে, স্থায়ী সোধান ৫ ১০.২০
প্রল্পয়াজন
বৃক্ষল্পরাপণ, ব্লক স্থাপন, টজটি, সংল্পোগ সড়ক রনেমাণ করা উরেৎ ৫ ১০.২০
আল্পরা বাঁধ টদয়া প্রল্পয়াজন ৩ ৬.১২
টহাল্পেল দশবাল্পলর রপেল্পনর োউবাগান সমুল্পের টঢউ-এ টভল্পঙ্গ টগল্পে; িাই এ ১ ২.০৪
অংল্পশ রক্ষাপ্রদ কাজ করা দরকার
ে) পর্ যেককের সুকর্াগ-সুমবধা ও মবকনােন সম্পককয িতািতিঃ
টোগাল্পোগ ব্যবস্থা ভাল হওয়ায় পে মেন টকন্দ্রগুল্পলাল্পি অল্পনক পে মেক টবল্পড়ল্পে ৩২ ৬৫.৩০
(ইনানী, রহেেরড় ও টেকনাফ)
‘কউক’ দররয়ানগর টেল্পক রহেেরড় পে মন্ত লাইটিং কল্পরল্পে; বারক অংশও ৪ ৮.১৬
লাইটিং করা প্রল্পয়াজন
সড়কল্পক টকন্দ্র কল্পর নতুন পে মেন স্পে ও রবল্পনাদন টকন্দ্র গল্পড় উঠল্পে ৪ ৮.১৬
১৮ রকরেল্পি অবরস্থি টরজুখাল ব্রীজটি প্রশস্ত করা প্রল্পয়াজন; কারণ টসখাল্পন ৩ ৬.১২
ট্রারফক জযাে টলল্পগ োল্পক
বার বার টেকল্পপাস্ট োকায়, রবল্পদশী পে মেকসহ সবাই রবরক্ত হল্পে ২ ৪.০৮
রনরাপিা ও রক্ষণাল্পবক্ষণ প্রল্পয়াজন ২ ৪.০৮
সাগরপাল্পড় বসার ব্যবস্থা করা প্রল্পয়াজন ১ ২.০৪
আল্পরা নতুন প্রকে হাল্পি টনয়া টেল্পি পাল্পর ১ ২.০৪

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