AYEYARWADY INTEGRATED RIVER BASIN MANAGEMENT … · Executive Summary PMU-AIRBM has prepared this...

AYEYARWADY INTEGRATED RIVER BASIN MANAGEMENT PROJECT

Mandalay Micro-Project Document for

Component-A

( Urgent Hot-spot Dredging)

Report by Component 3 and Safeguard Unit-AIRBM Project Management Unit


(P146482) - MYANMAR -(IBRD/IDA FINANCED)

25 January 2017

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Table of Contents

Table of Contents ______________________________________________________________ ii List of Figures _________________________________________________________________ iii Abbreviations and Acronyms _____________________________________________________ iv Executive Summary ____________________________________________________________ vi

1 Description and Rationale ______________________________________________________ 1

1.1 Introduction _____________________________________________________________ 1 1.2 Purpose, context and content of the project ____________________________________ 1 1.3 DWIR, Ayeyarwady River Dredging and Public Safety ____________________________ 1 1.4 AIRBMP Navigation Approach Objectives and Description _________________________ 3

1.4.1 Strategic and immediate objective ___________________________________________ 3

1.4.2 Dynamic River Management Concept and Implementation by AIRBMP ______________ 3

2 Proposed Project Description ___________________________________________________ 4

2.1 Project Location __________________________________________________________ 4 2.2 Brief rationale and overview of the works ______________________________________ 4 2.3 Description of Alternatives __________________________________________________ 7

2.3.1 No Alternative ___________________________________________________________ 7

2.3.2 Design Alternatives Considered _____________________________________________ 7

2.4 Final Design _____________________________________________________________ 8

2.4.1 General Description of the Proposed Dredging __________________________________ 8

2.5 Methodology of the technical dredging operations _______________________________ 9 2.6 Safeguard Management __________________________________________________ 10 2.7 Overall Implementation Plan _______________________________________________ 11

3 Environmental and Social Regulatory Framework __________________________________ 13

3.1 Applicable Myanmar Environmental Impact Assessment Procedures _______________ 13 3.2 ECD guidance on Myanmar EIA procedures for AIRBMP _________________________ 13

4 Environmental and Social Baseline _____________________________________________ 14

4.1 Biophysical EnvironmentalCharacteristics _____________________________________ 14 4.2 Socio-EconomicCharacteristics _____________________________________________ 16

4.2.2 The communities near the groyne area_______________________________________ 21

5 Stakeholder Meeting and Public Consultation _____________________________________ 21

5.1 Approach to Consultations ________________________________________________ 21

5.1.1 Project Stakeholders _____________________________________________________ 22

5.2 Key concerns of local people from the first consultation __________________________ 22 5.3 Key concerns of relevantstakeholders fromthe second consultation _________________ 22 5.4 Outcomes of Consultations ________________________________________________ 22

6 Environmental and Social Impacts Assessment ____________________________________ 24

6.1 General impacts ________________________________________________________ 24 6.2 Environmental and Social Impacts of the dredging activities ______________________ 25 6.3 Environmental and Social Impacts of the disposal activities _______________________ 25

6.3.1 Impacts in case of Alternative DS-1 _________________________________________ 25

6.3.2 Impacts in case of Alternative DS-2 _________________________________________ 25

6.4 Other aspects __________________________________________________________ 26

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6.5 Environmental and Social Mitigation Measures _________________________________ 27

7 Environmental and Social Management Plan ______________________________________ 29

7.1 Introduction ____________________________________________________________ 29 7.2 Scope of the ESMP ______________________________________________________ 29 7.3 Implementation Arrangements _____________________________________________ 30 7.4 Environmental and Social Monitoring Program _________________________________ 30

8 Cost Estimates _____________________________________________________________ 31

8.1 Comparison of the costs with market prices ___________________________________ 31 8.2 Summary of Construction and Dredging Costs _________________________________ 31 8.3 Summary of the ESMP Implementation Costs _________________________________ 32

9 Conclusion ________________________________________________________________ 33

ANNEXES ___________________________________________________________________ 34 Annex 1: Details of DWIR fleets and Proposed Dredging Estimates ______________________ 34 Annex 2: Methodology for Selecting Disposal Sites ___________________________________ 36 Annex 3: Details of the Socio-Environmental Baseline Conditions ________________________ 38 Annex-4 Public Consultation for Mandalay WaterwayMicro-Project _______________________ 40 Minutes of the Meeting for Mandalay Waterway Public Consultation: December 2016 ________ 43 Annex 5: Environmental Code of Practice for Dredging ________________________________ 49 Annex 6: Breakdown of Dredging and Mobilization Costs ______________________________ 59

List of Figures

Figure 1 Pictures from low water period in January 2016 showing a wide channel in front of

Mandalay Port __________________________________________________________________ 2

Figure 2 Mayanchan Jetty and Kywe Soon Jetty with a very narrow channel in January 2017_____ 3

Figure 3 Location of Mandalay Waterway _____________________________________________ 4

Figure 4Mandalay Waterwayin April 2015, and in December 2016 __________________________ 5

Figure 5 DWIR’sgroyne underconstruction upstream of the proposed dredging alignment at the end

of January 2017 _________________________________________________________________ 5

Figure 6 Location of dredging operations and disposal site ________________________________ 6

Figure 7 Dredge disposal site alternatives _____________________________________________ 8

Figure 8 DWIR Backhoe Dredge ___________________________________________________ 9

Figure 9 DWIR Split Barge _________________________________________________________ 9

Figure 10 Existing Condition of Proposed Project Area in January 2017 ____________________ 14

Figure 11Water Quality Survey for preliminary establishment of baseline carried out in December

2016 _________________________________________________________________________ 16

Figure 12Villages near the Mandalay Micro-Project within the Subproject1 area ______________ 17

Figure 13 Land Use Map of Project Area ____________________________________________ 18

Figure 14 Existing condition observed near the dredging site during the survey _______________ 19

Figure 15 : Old groyne downstream of the disposal area ________________________________ 20

Figure 16 : Floating fishing boathouses near the bank __________________________________ 20

Figure 17 Photos of Public Consultations ____________________________________________ 23

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Figure 18 Risk Assessment Matrix _________________________________________________ 24

Figure 19 Organization Structure and Responsible Person for ESMP ______________________ 29

List of Tables

Table 1 Design, General Description and Timeline for the Construction of the Groyne _________ 12

Table 2: Average surface water quality of proposed dredging site and disposal area in December 2016 comparing with DWIR data ___________________________________________________ 15

Table 3: DO vs Temperature Graph for dredging area and disposal area ____________________ 15

Table 4: Total Population of the Communities close to the dredging site ____________________ 19

Table 5: Total Population of the Communities close to the dredge disposal site _______________ 20

Table 6: Major commercial fish species catching in the Mandalay Waterway *1viss= 1.63293 kg _ 21

Table 7 Overview of Potential Environmental and Social Impacts with Mitigation Measures _____ 28

Table 8 DWIR Fleet of Dredgers ___________________________________________________ 34

Table 9: A comparison of technical, economic, social and ecological characteristics disposal sites 37

Table 10: Major aquatic species found in the river (Source: Myanmar, Mission Report on Inland Aquaculture and Fisheries, FAO) ___________________________________________________ 39

Table 11: Population Distribution of Nearby Townships (Source: Myanmar Population and Housing Census, Provisional Results, 2014) _________________________________________________ 39

Abbreviations and Acronyms

AIRBM Ayeyarwady Integrated River Basin Management Project

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ASEAN Association of Southeast Asian Nations

BoQ Bills of Quantity

C3 Component 3

DG Director General

DGPS Dynamic Global Positioning System

DMH Department of Meteorology and Hydrology

DWIR Directorate of Water Resources and Improvement of River Systems

DWT Deadweight

EIA Environmental Impact Assessment

EMP Environmental Management Plan

GDP Gross Domestic Product

GPS Global Positioning System

IBRD International Bank for Reconstruction and Development

IDA International Development Association

IWT Inland Waterway Transport

LAD Least Available Depth to determine the allowable vessel draft

LAW Least Available Width to determine the maximum vessel beam

LAR Least Available Radius in bends to determine maximum vessel length

LAC Least Available Air Clearance at overheads to determine maximum “air draft”

MSL Mean Sea Level

NGO Non-Governmental Organisation

NWRC National Water Resources Committee

PMU Project Management Unit

PSC Project Steering Committee

RAP Resettlement Assessment Plan

RVO Enterprise Agency Netherlands

SEA Strategic Environmental Assessment

SWL Safe Working Load

SWOT Strengths Weaknesses Opportunities Threats

TOR Terms of Reference

WB World Bank

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Executive Summary

PMU-AIRBM has prepared this report as the project document for the navigation channel improvement works to be conducted in Mandalay waterway during 2016-2017 dry season including Environmental and Social Management Plan (ESMP) for project activities, proposed by DWIR as a part of the AIRBM project. The Mandalay micro-project is to be carried out as the second package of micro-projects of the AIRBM. This project was designed to meet immediate objective 2.1 of AIRBM Component 3 (Navigation Enhancement on the Ayeyarwady). The works consisted of 2 components supported by AIRBM budget: urgent hot-spot dredging (component A) to deepen the channel depth and open up the route hindering by the sand bar for safe access to Mandalay port area; routine maintenance dredging (component B) to maintain the water level ; and the installation of permeable groynes at the upstream funded by regional budget.

As micro-projects the interventions planned were for small, temporary, and reversible navigation enhancements aimed at providing safer and more reliable navigation channel along the Mandalay port area.

Mandalay waterway is being recognized as the most crucial trading area for goods and passengers between upper Myanmar and lower Myanmar. According to the survey conducted after 2016 flood season, it was found that the sandbar at the front of the Mayanchan jetty and Kywe Sun jetty has dynamically shifted downwards and leaves a narrow passage of 70-80m along the right bank and it became difficult to access the port area from upstream part of the most important shipping port along the Ayeyarwady River soon after the flood season .It was needed the urgent action to open up the channel right in front of the Kywe Sun jetty and Mayanchan jetty. Therefore, DWIR proposed to carry out the urgent Component A dredging in the front of the two jetties area during the early period of dry season.

However, it is anticipated that that sandbar would expand more in the next dry season and would disturb the navigation entering to the port area. Therefore, DWIR plan to conduct the additional Component B dredging work right before the monsoon season with the aim to sustain the depth of waterway for the upcoming dry season with the assist of the responses from the wet season. The project is based on the information from a bathymetric survey conducted in November 2016 and February 2017 as well as local knowledge and long term experience of DWIR. The component B work is going to be prepared as an extension work at the end of dry season, the project document will be presented as the additional with its specific environmental and social impact assessment once the project design is confirmed by DWIR.

Hence, this report will serve as the document for component A work. The proposed area is within the river with mildly populated area along the bank. Upon careful examination of the activities of all activities of proposed project, the impacts are considered temporary and reversible and are not anticipated to result in unprecedented or significant loss due to its extreme dynamic nature of the river. From the socio-economy of nearby communities’ point of view, it could temporarily impact the access to the port area, mostly cargo ships and ferry boats and cursing boats; however alternate sites to access the port areas are easily assessable during the period of dredging and therefore the micro projects are unlikely to have a major impact on the local livelihood and economy.

A comprehensive ESMP including mitigations measures for each impacts and monitoring plan with cost estimates has been formulated along with environmental code of practice for dredging operations adapted for a Myanmar context, and general guidelines for community consultation as the part of monitoring program to ensure the continuous commitment of environmental and social safety of the micro project. AIRBMP- PMU and DWIR led two rounds of consultations by means of group meeting focusing on key riverine communities living on the proposed project footprint survey to hear their concerns and add as the input in design considerations to mitigate the potential impacts of the project in November 2016 and key stakeholder consultation including government officers, businessmen, cargo shipping owners and key river users to inform the proposed micro-projects, address their concerns, record the feedbacks and to incorporate communities’ feedback into project design. In overall, the project had received the support of the communities and local authority . In addition, some key individuals were able to describe what they foresee as possible impacts of the Micro-Project.

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AIRBMP is supporting DWIR in a phased approach to implement dynamic river management considering the detail environmental and social wellbeing. By complying with the ESMP, this micro-project will achieve its objective to provide the people of Myanmar with safer for navigation while minimizing its environmental and social impacts.

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1 Description and Rationale

1.1 Introduction

The Government of Myanmar has received a US$100 million credit from the Word Bank for the Ayeyarwady Integrated River Basin Management Project (AIRBMP). The objective of the project is to help Myanmar in developing the institutions and tools needed to enable informed decision making in the management of Myanmar’s national water resources and to implement integrated river basin management on the Ayeyarwady, while immediately enhancing the river’s productivity with “low/no regrets” investments in the hydro-meteorological observation system and services (to support agricultural productivity and water-related disaster risk management) and in navigation enhancements (to promote sustainable transportation) on the Ayeyarwady. The project would also support a prompt and effective response to potential crises and emergencies. The project implementation period is 2015-2020.

1.2 Purpose, context and content of the project

As part of the project, the Directorate of Water Resources and Improvement of River Systems (DWIR) proposes to undertake a number of micro-projects that will promote safe navigation and improve public safety on the Ayeyarwady River between Mandalay and Nyaung U/Bagan section which under AIRBMP is called “Stretch 1”.These Micro-Projects consist of small, temporary, and reversible navigation enhancement interventions aimed at providing a safer and more reliable navigation channel. For the 2016-2017 dry season, DWIR/PMU, with support from the AIRBMP, will conduct urgent hotspot dredging works as a component-A in the Mandalay Waterway (that covers roughly an area of 4km length along the bank of Mandalay City) to ensure the main channel is maintained during low flow for safe navigation to Mandalay Port and public safety. In addition to the proposed dredging, DWIR, using its own funds, is constructing a wooden groyne with one bottom layer of stone filling in the Mandalay Waterway in January 2017. For the purposes of analysing and addressing environmental and social impacts, this Mandalay Micro-Project will include both the dredging works funded by the AIRBMP project and the construction of the groyne funded by the Government of Myanmar. This Mandalay Project document includes a description and rationale of the proposed work as well as implementation arrangements and cost estimates. The Micro-Project also applies the safeguard-related instruments as per the AIRBMP Environmental and Social Management Framework.

1.3 DWIR, Ayeyarwady River Dredging and Public Safety

The DWIR has a long history of maintaining safe navigation in the Ayeyarwady River. DWIR has the mandate to:

improve the navigation channel and to stabilize the inland river ports;

protect the river banks from erosion;

cooperate with other organizations in demarcation of danger water level of the towns;

utilize the river water for domestic and agriculture all year round;

protect bank erosion of border rivers;

observe the long-term existence of the cross-river bridges by river engineering point of views;

manage the prevention of the river water pollution; and

maintain adequate depth for maximum loading capacity of the vessels.

To fulfil with that mandate, DWIR has been carrying out annual dredging works in ports and rivers in Myanmar regularly since1972.Dredging quantities have ranged from 150,000m3 in 2007-2008 to nearly 5,000,000m3 in 2014-2015. From 1989 until now, DWIR has dredged approximately 24 million m3 of sediment. In 2015-16, DWIR proposed to undertake 2,225,000m3 of dredging.

It is worth noting that the Ayeyarwady is the fifth largest river in terms of sediment load in the world; approximately 400 million tons of sediments come down the river every year. The fact that the

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slope1 of the river is close to zero at the mid-section makes it meander, depositing sediments, and the eroding effects of the river are extremely high. Shifting of islands and eroding sand banks of more than 300m in one year are not exceptional. In other words, the changes in the river are enormous, and so are the natural impacts on the environment and the riverine communities.

Because of these river dynamics, annual interventions (such as hot-spot dredging and temporary structures)are often necessary in the shallower parts of the river to provide users with a safe navigation channel.

Despite following through with their mandate to the best of its ability, vessel accidents still occur regularly along the Ayeyarwady River. According to DWIR, since 2011 a total of 78 (officially registered) incidents have occurred in the River, including: collisions between vessels, groundings, sinking and accidents involving other infrastructure such as bridges. Groundings are the highest number of incidents and therefore dredging is a key component for public safety.

In this case, the site at stake is the Port area of Mandalay. Current channel conditions jeopardize safe access to the jetties area from the upstream, which is part of the most important shipping port along the Ayeyarwady River for cargo boats, passenger vessels, cruising boats and local transport boats. At present, the navigation route to the port area is hindered by a sandbar in a mid-river area at a level of roughly CD +0.70m, insufficient for standard 1,000DWT vessels (see in figure 2). The sandbar leaves a narrow passage of 70-80m along the right bank. It became difficult to access the port area soon after the flood season and was needed the immediate action to open up the channel right in front of the Kwey Sun jetty and Mayanchan jetty. The proposed interventions will provide a safe navigation channel and access to the Mayanchan Jetty for the 2017 dry season. With the proposed dredging works, the bed level will be lowered which is crucial for attracting water and thus creates scouring during the higher flows. The groyne will enhance and support the deeper channel enabled by the dredging works.

Figure 1 Pictures from low water period in January 2016 showing a wide channel in front of Mandalay Port

1A slope covering only 80m height difference over a distance of 1000 km from Mandalay to the sea.

Mandalay is only 80m above Sea Level.

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Figure 2 Mayanchan Jetty and Kywe Soon Jetty with a very narrow channel in January 2017

1.4 AIRBMP Navigation Approach Objectives and Description

1.4.1 Strategic and immediate objective

Component 3 of the AIRBMP aims at facilitating the improvement of Ayeyarwady River navigation. Component 3 contains 4 strategic and 15 immediate objectives, as well as specific outputs. The Mandalay Micro-Project, which is one of the Component3 Micro-Projects, falls within Strategic Objective 2, and Immediate Objective 2.1.

Strategic Objective 2: The proposed river enhancement works are part of a larger component that will be implemented in the stretch of Mandalay–Nyaung U / Bagan (Stretch 1). Stretch 1 aims to achieve a Least Available Depth (LAD) of 1.8 m for barges of 1000 DWT,2 and will serve as pilot projects for extension beyond Stretch 1.The navigation improvements will allow vessels to pass and to be loaded more heavily during the dry seasons, thereby increasing the efficiency of passenger and cargo transport. Moreover, increasing LAD significantly improves the safety of the public using this stretch of the river.

Immediate objective 2.1: Execution of the works of the Mandalay Micro-project ensures feasible and social and environmentally sound removal of relevant physical barriers to long-haul navigation between Mandalay and Nyaung U/Bagan by conducting dredging works, and by installing temporary river training infrastructure. As stated earlier the key characteristics of a Micro-Project are small, temporary, reversible interventions.

1.4.2 Dynamic River Management Concept and Implementation by AIRBMP

The Ayeyarwady River, being a very dynamic and sediment-laden river, can only be feasibly permanently controlled in a few strategic locations. That is why the overall AIRBMP navigation strategy is focusing on “dynamic river management”. In practical terms, this means annual updating of navigation maps, establishing and relocating sophisticated navigation aids, strategic seasonal dredging, building temporary structures (such as wooden groynes), and in a few select strategic places, building permanent river control structures.

DWIR has long-time experience with strategic seasonal dredging and building temporary structures (a.k.a. Micro-Projects), and with the support of AIRMBP, DWIR is mainstreaming environmental and social management into its regular operations.

The Micro-Project approach involves the following time-sensitive steps during the dry season:

i) surveying the river to identify the bottlenecks (October-November);

ii)engineering design and environmental/social assessment (November-December); and

2As per the updated 2015 Ayeyarwady Navigation Strategy.

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iii) Commencing the construction/dredging (December/January)

AIRBMP is supporting DWIR in a phased approach to implement dynamic river management. AIRBMP supported some Micro-Projects in the 2015-2016 dry season in Pakkoku and Nyaung U and will support this Micro-Project in the 2016-2017 dry season in Mandalay.

In addition, AIRBMP will support DWIR to carry out a Subproject1 in the Mandalay Waterway(KM901-KM998). Subproject 1 will be the first river navigation enhancement work utilizing modern engineering technique and tools including sediment modeling for the design of permanent structures. DWIR is in the process of elaborating an ESIA and detailed design for Subproject 1. The final design is expected to be completed in 2017 and construction to commence in 2018. DWIR will then scale up the scope of the dynamic river management approach by focusing on the entire Stretch 1, between Mandalay and Nyaung In 2018. Stretch 1 dynamic river management will likely include a set of interventions similar to the Micro-Projects and Subproject 1.

2 Proposed Project Description

2.1 Project Location

The Mandalay Micro-Project consists of dredging works supported by the AIRBMP project and carried out by DWIR with its own personnel and equipment (under the Force Account Procurement method).In addition to the proposed dredging, DWIR using its own funds, will be constructing a wooden groyne with one bottom layer of stone filling in the Mandalay Waterway. For the purpose of addressing environmental and social impacts within the Micro-Project area, PMU/DWIR has assessed the potential environmental and social impacts of all the interventions within the project area, including both the dredging works funded by the AIRBMP and the construction of the groyne funded by the Government of Myanmar. The location of the Micro-Project is shown with the upstream groyne location in Figure 3Location of Mandalay Waterway and in Figure 4 Proposed Location in Mandalay Waterway in April 2015, and in December 2016.

Figure 3 Location of Mandalay Waterway

2.2 Brief rationale and overview of the works

The aim of the proposed Micro-Project is to concentrate the flow into the main north-south channel just upstream of the Mandalay Port and to provide better access to the port for vessels coming from downstream. This project involves urgent channel dredging at the front of the Mayanchan Jetty, which is part of the most important shipping port along the Ayeyarwady River for cargo boats, passenger vessels, cruising boats and local transport boats. The dredging work will free the channel for the 2017 dry season. With the proposed dredging works of 108,000 m3, the bed level will be lowered which is crucial for attracting water and thus scouring during the higher flows. The works are proposed to be conducted prior to the 2017 monsoon season.

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The effect of the dredging works will be enhanced by the installation of a wooden groyne with a bottom layer of stone filling on the opposite side of the channel alignment (see Figure5). The groyne has a length of 300m and is located upstream of Hin Ywet Su Village, on the opposite side of the dredging site.

Figure 4Mandalay Waterway in April 2015, and in December 2016

Figure 5 DWIR’s groyne under construction upstream of the proposed dredging

alignment at the end of January 2017

It is worth noting that the Mandalay Waterway is a complex area of the river and that DWIR has constructed temporary structures aiming at improving safe navigation in the past. Some of these old temporary structures can be found in the project area. AIRBMP will support DWIR in providing a safer Mandalay Waterway in the mid-to-long term through the Subproject 1. However, in order to address the immediate maintenance needs in the Mandalay Waterway, DWIR is requesting World

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Bank support for this Micro-Project. The results of this Micro-Project will be taken into consideration in finalizing the Subproject 1 design.

It must be noted that no geomorphology or sediment studies specific to this Micro-Project have been conducted or models applied prior to the designs. The works are considered to be dynamic, temporary and reversible and follow the World Bank Environmental and Social Safeguards Policies and the Myanmar EIA procedures. The results will be monitored carefully as part of the ESMP.

Figure 6 Location of dredging operations and disposal site

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2.3 Description of Alternatives

2.3.1 No Alternative

If the proposed Micro-Project is not carried out, the key bottlenecks identified by DWIR in the Mandalay Waterway will not be addressed. From an economic perspective, the rationale is clearly there: The current LAD is insufficient to guarantee safe passage to Mandalay Port, the most important port along the Ayeyarwady River. From a safety perspective, not doing anything will inevitably cause groundings and decrease shipping safety. This safety issue will then turn into an economic problem: Once a ship is grounded it can take from days to weeks to re-establish traffic circulation. As a consequence, local economic growth will be affected as the channel is being utilized by over a hundred boats and ships daily.

Because of the highly intense dynamic river behaviour, even without the proposed interventions, there will be changes in the river such as erosion and changes in the fishing pools etc. As a consequence, there will also be natural impacts on the environment and the riverine communities. For these reasons, it can be concluded that – for economic and safety concerns –the do nothing alternative is not an option.

2.3.2 Design Alternatives Considered

a. Dredging Channel

Originally, the Component- A of Mandalay Micro-Project was designed to dredge the channel from North to South,100m away from the eastern bank of river, in parallel with the bank of Set Yeik Village and Mayanchan Jetty(the alternative alignment is shown in yellow in Figure 7). The purpose of the dredging was to connect the upstream deep pool and downstream deep pool so the bed level of the port area would be lowered by natural scouring effects and the navigation channel could be maintained throughout the whole dry season. However, it was considered that the risk of accidents and difficulties to access the jetties by local ships was high, as the port area near the dredging alignment is the most bustling port with sand dredging, loading/unloading of goods, and river water users.

Thus, the dredging alignment design was changed and laterally shifted about 350m away from the sandbar at the front of Set Yeik Village to upstream of Mayanchan Jetty with North - South alignment with a shorter length from the eastern bank so that the effectiveness of the groyne function to reinforce the channel deepening can be fully realized and it will increase the water flow into the proposed dredging channel.

b. Disposal Method and Site Location

Management of dredged material will have an impact on the technical sustainability of the Micro-Project (dredged channel life span) as well as environmental and social impacts. Hence, in order to select an optimal disposal site, the following sustainability criteria were taken into consideration: (i) Project technical and financial feasibility,(ii) environmental impacts, and (iii) social impacts. The Micro-Project has considered three disposal sites (DS). The disposal sites for the dredging materials have been weighed against the sustainability criteria (technical, economic, environmental and social)to minimize impact on communities and the environment.

For dredged material of this proposed work, two disposal alternative methods were considered: 1) Commercial use, or 2) Open water disposal. The preliminary location for the disposal site during the design phase was situated at the new under installation groyne (DS-1) of DWIR which would help in strengthening the groyne structure. In addition, the site is very close to the dredging area, optimizing transportation costs and time. The sediment dispersion could be localized due to the slow velocity and no permanent settlements were found near the shoreline. However, there are a number of technical disadvantages of using DS-1. The site is located parallel to the dredging area, so there is a possibility that the disposed materials may later migrate back into the dredged area during the construction of the DWIR groyne.

Site 2 (DS-2) is located directly downstream of DS-1 (and also about 30m upstream of an old groyne) featuring a deep area (8 m) with relatively high current velocity (about 1.1m/s). Even though this site is a bit further away than DS-1, and transportation costs are thus comparatively higher, this option is nevertheless more sustainable. Dredging materials will be deposited downstream of the

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dredging site, increasing the technical sustainability of the investment because the dredged material can migrate downstream to the concave bank caused by the old groyne and reduce bank erosion.

There are many sand extraction businesses found nearby the project site, and the spoil could be sold to those commercial businesses. This is DS-3,the left bank adjacent to where the dredging will be carried out. This would also be a faster solution as the dredge volume capacities can be higher. However, this solution is not feasible as floating pipelines that are long enough for the work are not available for the Cutter Suction Dredgers and only the Split Barge option is available.Therefore,DS-3 is not an option.(The list of different dredger types of DWIR is shown in Annex-1).A full description of the two alternative sites for dumping(DS 1 and 2) is included in section 6.3 and the methodology for selecting the dredging disposal site is included in Annex 3.

Figure 7 Dredge disposal site alternatives

2.4 Final Design

The location of the final alignment for Component-A dredging works has been ascertained by shifting the alignment into approximately midway of the river by connecting two deep pools (shown in green color in Figure7). This is based on bathymetric surveys and observation of the navigation challenges in the Mandalay Waterway.The main impacts associated with the dredging activities are the potential impacts of disposing the dredged material, increase of suspended solids and turbidity, and release of nutrients and/or contaminants attached to the sediment. It is considered good practice to dispose of the dredging material within the river system so as to keep “a good water balance” and not to create “hungry water” when the sediments are removed from the river. Therefore, in this case, DS-2 is considered optimal because of its feasibility and its minimal impact on communities and the environment.

2.4.1 General Description of the Proposed Dredging

The hot-spot dredging site is located upstream of the Mandalay Port area in a north-south alignment near the eastern bank of the river. The channel will be 70 m wideand600 m long and will constitute about 108,000m3 (or 173,000 Mons) to be dredged. The proposed Component-A dredging will be carried out by means of mechanical dredging using a backhoe dredger. A backhoe dredger is a barge-mounted excavator for dredging purposes. The barge is self-propelled. A backhoe has a

DS-1

DS-2

DS-3

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moderate production rate that scoops up the sediments with very little water being retained. The backhoes employ an articulated excavator bucket mounted on an articulated boom and use hydraulically operated rams for movement, positioning and excavating. The material is excavated, brought to the surface and placed in the split barges for transport to the placement area. An example of the backhoe dredge is shown in Figure 8. An example of a backhoe dredge working in combination with a split barge is shown in Figure 9.

The optimal disposal site for the proposed project (DS-2) was selected that will apply open water disposing within the channel adjacent to the western bank of the channel, where no permanent or temporary settlements are found and no fishing activity is recorded. Moreover, the disposal volumes will help protection against erosion at that specific site.(see in Figure 5).

Figure 8 DWIR Backhoe Dredge

Figure 9 DWIR Split Barge

2.5 Methodology of the technical dredging operations

Step 1: Preparations

Conduct pre-dredging surveys: topographic and bathymetric surveys, sampling of sediments. Mobilizing the equipment and material.

Positioning: Define dredging depth and dredging area, mark dredging area, buoy and picket, sampling.

Step 2: Guiding existing navigation and traffic

All preparations have been done to inform and notify the skippers of all vessels that construction works are being carried out. Sufficient manoeuvring room is reserved to allow ships to pass safely.

Step 3: Mechanical Dredging

The full dredging length is divided into Dredging Sections of which each one covers about 100 m in dredging length. The equipment in the north-south oriented channel are the backhoe dredger and the split-barge, which dumps the material directly onto the proposed disposal site (which is located just upstream of an old groyne). See Figure 6Location of dredging operations, groyne and disposal site.

Step 4: Continuous surveying

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Conduct the preliminary survey to determine the dredging height by setting a controlled square of the grid. The distance between nodes examined are set at 50m, using a split pole line to determine the depth from the surface at the time of the inspection to the high dredging, based on measurements, the depth to be dredged is calculated.

Step 6: Post-dredging Operations

The steps in the process of dredging are repeated until the design dimensions are achieved.

Step 7: Post-floods Monitoring

After the flood season the bathymetric depths of the channel and its close surroundings are measured and mapped. All would be reported to the DIWR and PMU Component 3 Director.

2.6 Safeguard Management

In the context of an extremely dynamic river and riverine communities constantly adapting their livelihoods to the changing river, the Micro-Project impacts are considered small in scope, temporary and reversible and are not anticipated to result in unprecedented or significant environmental or social losses. Moreover, mitigation measures are readily available and have been incorporated into project design. Therefore, this Micro-Project is classified as Category B as per World Bank Policies. The PMU has prepared an Environmental and Social Management Plan (ESMP), following the AIRBMP Environmental and Social Management Framework, to fulfill the requirements of World Bank Safeguard Policies.

The ESMP, as part of this document (see in section-7), provides appropriate management procedures: including an environmental code of practice for dredging operations, public health and safety management, occupational hazard prevention and control, interaction with ongoing shipping, waste management, and stakeholder engagement.

DWIR and PMU have carried out the first round of consultation on the Micro-Project with relevant government departments and communities of the project area on 21 December 2016. DWIR made a presentation of the project information with environmental and social management plan at the consultation. Suggestions and key concerns of the stakeholders are described in Section 6 and Minutes of Consultation is attached in Annex-4.

The draft project document will be disclosed on the AIRBMP webpage during May 2017.

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2.7 Overall Implementation Plan

Working Schedule of Mandalay Waterway Dredging

Day 3

Day 6

Day 9

Day 12

Day 15

Day 18

Day 21

Day 24

Day 27

Day 30

Day 33

Day 36

Day 39

Day 42

Day 45

Day 48

Day 51

Day 54

Day 57

Day 60

Day 63

Day 66

Day 69

Mobilization and Preparation

1. Mobilization of Equipment

2. Guidance of existing shipping activities

3.Pre-dredging surveys: Topographic

&bathymetric marking boundaries

4. Layout of pipes, and preparations of split-barge

5. Sampling

Hydraulic and Mechanical Dredging Dredge Volume

Hydraulic and/or

disposal site

and Disposal Operations in (m3) Mechanical Mandala

y

Dredging Section 1 4,152 Mechanical 1




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Post-Dredging activities

Post-Dredging surveys

Demobilization

Table 1Design, General Description and Timeline for the Construction of the Groyne

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3 Environmental and Social Regulatory Framework

3.1 Applicable Myanmar Environmental Impact Assessment Procedures

The Government of Myanmar has enacted legislation, rules and procedures in relation to the socio-environmental assessments and plans when undertaking projects in Myanmar. The principal piece of legislation in relation to environmental and social issues for development projects is the Environmental Conservation Law 2012. Following the enactment of the law, the Environmental Conservation Rules 2014 were published. In December 2015, the Ministry of Environment, Conservation and Forestry (MOECAF) enacted and published the Environmental Impact Assessment Procedures (EIA Procedures - MOECAF Notification 616).This Micro-Project will follow the World Bank Safeguard Policies, as per the AIRBMP ESMF, and the Myanmar EIA procedures.The main government agency responsible for administrating environmental issues in Myanmar is the Ministry of Natural Resource and Environmental Conservation (MONREC) and the Environmental Conservation Department (ECD) under this Ministry is the main body for environmental protection and managing the environmental and social impacts of development projects.

The National EIA Procedures, produced with the support of the Asian Development Bank, involves initial screening to determine whether a project would require further environmental and social impact assessment or be exempted. Projects that would require further assessment are those likely to have potential adverse impacts (EIA procedures apply); or have some adverse Impacts, but of lesser degree and/or significance than those that require EIAs (IEE – Initial Environmental Assessment will be applied). The definition of projects requiring EIA or IEE procedures are similar to those included in the World Bank Safeguards Policies which AIRBM is already subject to

3.2 ECD guidance on Myanmar EIA procedures for AIRBMP

DWIR/AIRBMP PMU had a meeting with ECD on 13 January2017 seeking clarification on how to apply the newly approved EIA procedures to DWIR routine maintenance dredging and Temporary River regulating works.

The ECD fully understands and appreciates that maintenance dredging and temporary river regulating activities are crucial routine tasks that have been conducted since 1972. Because of the dynamic nature of the river and the changes in seasonal water levels these activities must be planned and implemented in a very short time as stated earlier in section 1.4.2 in such a tight schedule that any delay would make the works unfeasible...

As a result, it was agreed as follows

1) DWIR shall submit a request letter3 to ECD asking for approval to prepare a Generic IEE (similar to an Environmental and Social Management Framework) covering all possible maintenance dredging and small-scale river training works to be carried out by DWIR along Stretch1 during the project period. This generic IEE shall be approved by the ECD, according to National Environmental Law and EIA procedures.

2) For each maintenance activity, DWIR shall submit a specific ESMP to ECD.

3) The content of proposed IEE and site specific ESMP will be prepared according to the structure mentioned in Myanmar EIA procedure and submitted to the ECD in a timely manner.

3In the letter, DWIR shall mention:

1) The purpose of project activities (only for DWIR routine works and not for commercial purposes); 2) Explaining the difficulties learned from previous Micro-Project experience, 3) A proposal for a Single IEE with the list of possible projects (importantly: each project's dredged volume shall be below 500,000 metric tons);

Upon receiving DWIR’s letter, ECD will respond at a ministerial level as follows: 1) This Single IEE is intended for DWIR routine work, not commercial purposes; 2) The background environmental condition from Mandalay to Bagan is similar, no significant issues are expected; 3) Each proposed Micro-Project size is within the limit of 500,000 metric tons; and 4) DWIR will also prepare site specific ESMP for each location and submit to ECD during each project implementation.

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4) ECD agreed DWIR may go ahead with the Mandalay Micro-Project and this Micro-Project will be considered as one of the Micro-Projects to be carried out on Stretch 1 between 2015-2020. DWIR will prepare a generic IEE for all Micro-Projects to be carried out on Stretch 1 (including the Mandalay Micro-Project) and submit to the ECD in a timely manner.

4 Environmental and Social Baseline

4.1 Biophysical Environmental Characteristics

i) Project location and topography

The proposed Micro-project site is located at about 350m from the bank of Seit Yeik Village and Mayanchan Jetty in Aung Myae Thar Zan Township, the eastern bank of the Ayeyarwady River in the Mandalay District. The proposed dredging is for a channel about 600m long with a North-South alignment within the Subproject 1 study area. The groyne is located on the west bank and directly upstream of the dredging works.

The adjacent land use of the proposed area is as follows:

1) Seit Yeik Village on the right bank of the proposed alignment

2) Mayanchan Creek at the mid-way eastern side of the proposed alignment

3) Mayanchan Jetty at the south-east of the proposed alignment

4) Vacant Sandbar at the south-west of the proposed alignment

5) Groyne construction on the sand bar north-west of the alignment

Figure 10 Existing Condition of Proposed Project Area in January 2017

The topography of the area is mainly flat with an elevation of about 63m above sea level. The soil type of the area is mostly Meadow and Meadow Alluvial soils. The area is in a tropical wet and dry climate, and located in the floodplain with average annual rainfall approximately 839mm. The discharge of the Ayeyarwady River and its tributaries fluctuates greatly throughout the year. The water level is at its lowest in February, and highest in August, while the annual variations between low-water level and flood level is 31.7 feet (9.66 m) in the Mandalay Waterway.

Flora and fauna

Information on flora and fauna in the project area is described in detail in Annex 4.Of major importance, the Ayeyarwady River is also habitat to the Ayeyarwady (Irrawaddy) Dolphin, Orcaellabrevirostris, which is one of only four species of river dolphins in the world and listed as “Vulnerable” on the IUCN Red List of Threatened Species. The Ayeyarwady Dolphin Protected Area is located 1 km north of Mandalay City, in a 70 km stretch of river from Mingun to Kyaukmyaung.

Groyne Construction

Dredging Alignment

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Local members of the communities have spotted dolphins in the project area especially at the beginning of the rainy season (August-September).

Water quality

The river water quality of the proposed site was measured to establish the baseline data for monitoring during the preliminary site visit in December 2016 (see Table-2). The result showed that the physical quality of the surface water at the project site is within the WHO standards.

Parameters

Dredge Area Disposal Area WHO Drinking Water

Standards

Upstream of Dredge

Area

Dredge Area

Downstream of Dredge

Area

Disposal Area

Down-stream

Mandalay Gawwein

Jetty

(2015-2016)

Surveyed By DWIR

Depth (m) 3.6 2.2 1.5 5.4 4

PH 8.25 8.23 8.44 8.56 8.7 8.14 6.5-8.5

Turbidity(NTU)

54 68 78 59 58 50 5

DO (mg/L) 10 9 10 10 8.7 9.5 -

Temp(˚C) 21.3 21.5 21.5 21.7 22.8 24.4 -

Alkalinity

(mg/L) 40 40 25 35 40 25 -

Flow Rate (m/s)

0.4 0.4 0.6 0.9 0.5 - -

Table 2: Average surface water quality of proposed dredging site and disposal area in December 2016 compared to DWIR data

Table 3: DO vs Temperature Graph for dredging area and disposal area

Upstream CenterDownstrea

mCenter

Downstrea

m

Mandalay

Gawwun

Jetty (2015)

DO (mg/L) 10 9 10 10 8.7 9.5

Temp(˚C) 21.3 21.5 21.5 21.7 22.8 24.4

10 9 10 10 8.7 9.5

21.3 21.5 21.5 21.7 22.8 24.4

0

5

10

15

20

25

30

35Spatial Variation of Temperature and DO

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In situ Measurement of Temperature and analysis of dissolved oxygen level clearly demonstrated that DO contents in all sampling locations are above the hypoxic DO range of <3 mg/L. DO concentrations at both up- and downstream of proposed dredging area and disposal area have similar ranges. In addition, the turbidity of water and pH values at all points showed that river water quality is much the same at both proposed project areas.

Figure 11Water Quality Survey for preliminary establishment of baseline carried out in December 2016

4.2 Socio-Economic Characteristics

In order to achieve the objectives of the study, data were collected from both secondary and primary sources. General information such as population numbers, number of households, total cultivated areas, local business areas and other related official information of the selected villages was collected from the Staff Officer Office of the relevant government offices. Other required secondary data was gathered from reports from related local government offices. The primary data collections were carried out to obtain information on socio-economic characteristics of the local people in the affected villages while conducting the preliminary social assessment for Subproject-1 and site visit for Micro-Project in November 2016.

i. Administrative Structure

Mandalay District is a district of the Mandalay Region in central Myanmar. The district used to consist of two cities in previous times: Mandalay and Amarapura. Due to the urban sprawl Mandalay, Amarapura and PatheinGyi have effectively become one and the same as the city area. However, according to MCDC documents, MCDC is responsible for providing urban services in 6 of 7 townships, excluding PatheinGyi. The map below details the spatial organization of Mandalay District (see in Figure 13). According to the 2014 Census data, Mandalay City is the second most populous city in Myanmar with 1.2 million living in the urban area.

ii. Land Use and Land Cover

The land area of the island in the west of the channel is mostly vegetation and sparsely populated (see in Figures 12 and 14). Almost all of the land area on the right (East) bank is an urban area densely populated with settlements sharing the borders with PatheinGyi Township in the east and the north and Chan Aye Thar Zan Township in the south.Aung Myae Thar Zan Township, Mandalay City, is a well-established settlement area mostly of businesses and is developing rapidly. In addition, Mandalay is the junction point of all transport routes: inland waterways, express ways and railway lines crossing Myanmar. The area is accessible to all parts of the nation by water way. The Mandalay port area is widely accepted as the second most important area for trading goods after Yangon. The population distribution is described in detail in Annex 3.

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Figure 12Villages near the Mandalay Micro-Project within the Subproject1 area

Mandalay Micro-

Project

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Figure 13 Land Use Map of Project Area

4.2.1.1 The Communities near the dredging area

The nearest community along the dredging area falls under Block no 220, SiriMarlar (West) Ward under Aung Myae Thar Zan Township Administration. The total population of the ward is approximately 2,200 people mostly trading goods, in the sand dredging business, renting out boats or earning daily wages. The area is densely populated with over 400 squatter settlements on the bank of the river in the east of the dredging alignment. The total population living along the bank is about 1,512 people. Most of them come from Myingyan District, Seik Meik Khonee Village, Talote Township, Yay Sa Gyo and the township. Their major earnings are from working as stevedores, masons and daily construction workers. Their average daily income is approximately 7,000 Kyats.

Most of the goods being traded through the Mayanchan Jetty are construction materials, firewood, bamboo, sand, wood, and molasses. During the preliminary site visit, it was observed that nearly 40-50 local boats and ships including local sand dredger boats are using the channel for accessing the Mayanchan Jetty.

There were no fishing activities found at the proposed channel during the site visit but the PMU later learned that local fishing boats use the channel at night to go for fishing further along the river.

Regarding water usage, the communities mostly depend on the river for household water (i.e.washing, bathing), and also from the public tube well and piped water from MCDC for drinking and cooking purposes.

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Figure 14 Existing condition observed near the dredging site during the survey

Site Name of Community No. Of household

Population No.

Major income source

Boats

Dredging site Siri Marlar Ward (West) 408 1,512 Trading goods and selling goods

15

Table 4: Total Population of the communities close to the dredging site

4.2.1.2 The Communities near the proposed disposal area

The nearest villages are Than Bo Kyun Village and HinYwet Su Village, and a floating fishery community ( also called “Ngwe Thaung Yan Village”) under the administration of Pathein Gyi Township opposite Mayanchan Jetty. The total population is 2,500 people. The major income source of the two villages is agriculture. The communities at the selected disposal site mainly rely on the river water for both farming and domestic use. PMU learned that local villagers prefer to drink river water during the rainy season and drink water from public/private tube wells during the dry season.

Since the two villages are located on the alluvial island, the cultivation system practiced is single cropping. Cultivation starts in October and harvest is in March. Major crops are ground nut and

Temporary squatting along the bank of KyweSunn Jetty Mayanchan Jetty

Vessels at Mayanchan Jetty Sand Dredging Business near Mayanchan Jetty

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various types of peas and beans such as green peas, butter beans, cow peas, blue boquake beans, black eyed beans, red lentils and other crops such as water melon, corn and soap pod. Yielded crops are transported by boat to Mandalay city market and by small trucks using the west bank to reach other river villages. Other livelihood activities are livestock breeding and trading.

i. Fishing activities

At the time of reporting migrating fishermen from floating boathouses on the river came from Seik Meik Khone of Myin Mu Township. Their fishing area is along the entire main channel of Mandalay Waterway from October to May. The number of migrating fishermen is about 200 families. All of these fishermen are paying annual fees of 20,000 kyats to the key licensed fishermen who won fishing concessions from the Township Fishery Department of Pathein Gyi Township for fishing in the registered fishing grounds. This is small-scale fishing using small motorboats. Their production volumes are relatively low, unlike those of the industrial fishermen. They sell mainly at the Mandalay city market. The average daily income of those fishermen is about 7,000 MMK. It was observed during the preliminary site visit that fishing boathouses berthed along the shore of the island just downstream of the disposal area, behind an old disused groyne,; however, the number of boats is constantly changing as they move up and down along the river.

Site Name of Community No. Of household

Population No.

Major income source

Boats

Near the Disposal site

Than Pho Kyun Village 360 1200 Farming 360

HinYwet Su Village 270 1405 Farming 270

Floating Fishery Boat House

200 ~ 850 Fishing 200

Table 5: Total Population of the Communities close to the dredge disposal site

Figure 15 : Old groyne downstream of the disposal area

Figure 16 : Floating fishing boathouses near the bank

Fishermen mainly employ driftnets and stationary gillnets of varying mesh sizes to catch multiple species including Labeorohita, Wallago attu, Ompok, Mystus, Tilapia and Labeogenera. The major commercial species caught in the Mandalay Waterway are listed below:

Common Name Scienticfic Name Local Name Price/Viss(MMK)

- Cirrihinamarigala Nga GyinPhyu 2500

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Mrigal carp Cirrhinuscirrhosus Nga Gyin 2500

Sardinella /Minow Salmophasiasardinella Yin PaungZar 3000

Wallago Wallago attu Nga Bat 7000

AngraLabeo Labeoangra Nga Loo 3000

- Labeonandina Nga Ohn Lone 2000

Barramundi Latescalacrifer Kakadit 1500

Table 6: Major commercial fish species caught in the Mandalay Waterway *1viss= 1.63293 kg

4.2.2 The communities near the groyne area

There are no permanent settlements in the proximity of the groyne structure and the area is filled only with agricultural land that is mainly owned by Hin Ywet Su Village. During the dry season, small temporary settlements could be found on the bank especially during the harvesting season (February and March). Villagers use the area for loading/unloading of their farming products to transport to the Mandalay Market by boat. PMU learned that major fishing activities can be found upstream of the Mandalay port area and in two anabranches flowing through the island. No fishing activities were observed during the site visit.

5 Stakeholder Meeting and Public Consultation

This section describes an overview of public consultation and disclosure activities undertaken for the ESMP for the proposed Micro-Project and its associated activities in the Mandalay Waterwayand provides a brief of key concerns relevant to this Micro-Project.

DWIR and AIRBMP-PMU well-understand the role of public participation in this study for proposed activities, hence, discussions on the dredging proposal with all parties in the surrounding communities were carried out as early as possible. The DWIR has consulted with people most likely to be affected, whether or not they had been asked to give formal notice and/or consult with these people by the responsible planning authority. Effective public consultation takes time, and accordingly, the AIRBMP commenced consultation with communities during the design phase once the bathymetric survey results were available.

5.1 Approach to Consultations

DWIR led two rounds of consultations on the proposed Micro-Project. The first consultation was held as a group meeting, focusing on key riverine communities living on the proposed project footprint on 28 and 29November 2016 during the environmental and social baseline survey to hear their concerns and inputs on design considerations to mitigate the potential environmental and socio-economic impacts of the project.

The second round of consultations carried out on 21 December 2016 was expanded to key stakeholders including government officers, businessmen and key river users. The consultation objectives were to inform the community of the proposed Micro-Projects, record feedback and address concerns, and to incorporate communities’ feedback into project design. During the discussion, the PMU team observed the overall support of the communities and local authority for the Project. In addition, some key individuals were able to describe what they saw as possible impacts of the Micro-Project on their, livelihood.The key elements of the consultations included:

Stakeholder identification analysis

Consultation and participation

Information disclosure

http://www.fishbase.org/country/CountrySpeciesSummary.php?c_code=104&id=4494

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5.1.1 Project Stakeholders

Considering the project’s scope and the institutional framework for environmental and social impact management applicable to the project, the following project stakeholders were invited:

1) Concerned government agencies at the regional and township levels.

2) Community organizations, village leaders and villagers in the project influence area.

3) CSOs and the media at the township levels

5.2 Key concerns of local people from the first consultation

During the baseline surveys, the initial consultations were performed at Than Pho Kyun Village, HinYwet Su Village and the fishing boat community and SiriMarlar ward in November. Based on the consultation with the village heads of Than Pho Kyun and Hin Ywet Su villages, the proposed dredging and disposal sites are not heavily utilized by local fishermen whilst the dredging area is being fully used for loading and unloading of goods with heavy traffic and downstream of the disposal site is for local boats berthing to load farm products. From the discussions, the community is more concerned about the possible erosion from the newly installed groyne – after experiencing the loss of agricultural land as a perceived result of the previous construction in 2011 of a groyne situated downstream of the designated disposal site (DS-2).

The General Ward Administrator from SiriMarlar told the team that there have been no fishing activities in the proposed section of river for a long time ever since the area was developed as a port. Ships have worsened the river water quality noticeably He said that the Mayanchan Jetty area is the major income source for the migrant people living along the river bank. If the vessels cannot access the jetty, the migrants’ income would possibly reduce.

5.3 Key concerns of relevant stakeholders from the second consultation

The stakeholder meeting was held at DWIR’s Mandalay regional office on 21December 2016.The following information on the project was disclosed to the public during the meeting.

1) Project Objectives

2) Project Location

3) Scoping of Study area

4) Major aspects covered by the E&S study and

5) Potential impacts caused by project activities

A total of 39 people attended mainly from the relevant government departments, business owners, and community service organizations and nearby local communities/villages. The Power Point presentation andMinutes of the meetings are attached in Annex 4.

The main concerns of the families regarding the possible impact of the Micro-Project include the impact to their daily travel to Mandalay due to dredging work, especially when accessing the Mayanchan Jetty and Htin Win Jetty,as well as possible bank erosion from the scouring effect induced by the new groyne installation on their bank side. From the consultation, it was apparent that there was real concern the construction of the groynes upstream of the old groyne(constructed in 2011) on the bank of the alluvial island could result in new bank erosion. The local community requested DWIR (Mandalay Region) to design the groyne with a proper bank protection plan.The community was further informed that the dredged materials would be disposed on the main channel and therefore would not have an impact on the agricultural land located on the alluvial island.

5.4 Outcomes of Consultations

As a result of the two rounds of stakeholder consultations, it can be concluded a) that there are no endangered/threaten species and b) that local people are aware of and understand the project activities, since similar works have been carried out as the annual routine activities by DWIR for several years in the region. The main concern of local villagers was the loss of land as they have experienced erosion caused by groynes previously constructed. All the concerns and suggestions from the consultations have been incorporated into the design considerations for the proposed

Page | 23

dredging and groyne construction. These are described in detail in the Environmental and Social Impacts Mitigation Measures in Section-7.

Figure 17 Photos of Public Consultations

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6 Environmental and Social Impacts Assessment

6.1 General impacts

The Mandalay Micro-Project is aiming to maintain the depth in the existing channel so as to provide ready and safe passage for commercial and cruise vessels. The dredging activities have the potential to change the natural environment and social environment.

In the context of an extremely dynamic river such as the Ayeyarwady, the Micro-Project impacts are considered temporary and reversible and are not anticipated to result in unprecedented or significant losses. Fishermen and their families have adapted to living on the constant shifting along the Ayeyarwady and are well-accustomed to frequent moves. The Micro-Project could temporarily impact the access to some sections on the main channel during dredging and disposal activities, mostly affecting fishermen and boats for local transport. However, alternative navigation and fishing sites, regularly used by local people, are available during the period of dredging and disposal. Therefore, the Micro-Projects are unlikely to have a major negative impact on the fishermen’s livelihoods.

Dredging can have a number of short-term impacts, including:

Disturbance and removal of benthic species and communities;

Short-term increases in the level of suspended sediment that can give rise to changes in water quality, which can affect aquatic flora and fauna, both favorably and unfavorably. This can generate increased turbidity and the possible release of organic matters, nutrients and or contaminants depending upon the nature of the material in the dredging area. It is noted that theAyeyarwady River is a highly dynamic and ever changing environment and therefore turbidity and suspended sediment is already naturally high; and

Settlement of these suspended sediments can result in the smothering or blanketing of benthic communities.

A risk assessment was undertaken to assess the likelihood (rare, unlikely, possible, likely, almost certain) and the consequence of each impact (trivial, minor, moderate, major, severe). From this, a significance value was attributed to the potential impact (low, medium, high and extreme). Mitigation measures are proposed for each site. The risk assessment indicated that with appropriate mitigation measures the Micro-Projects will have extremely low or minimal impacts.

Figure 18 Risk Assessment Matrix

Through the use of the elements in the Risk Assessment Matrix, Table 7 provides an overview of the likely environmental and social impacts (likelihood and consequence) along with the proposed actions to avoid or mitigate the impact. The risk is identified post avoidance and mitigation measures are included.

The impacts on the ecosystem are considered low, due to the limited footprint of the implementation in the context of the extremely dynamic Ayeyarwady River and its species. The Project could have minor impacts on the local boat traffic and fishing but these impacts are not expected to be irreversible or significant, and can be managed.

Dump barges sailing from the dredging area to the dump site could intensify the traffic and may cause somedelays to the cargo ships when mooring since the channel width in that area is narrowed down and two vessels cannot use it at the same time. In addition, it could also have the

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potential to temporally disrupt the access to local villagers’ boats to cross the channel at the front of the Mayanchan Jetty and to fishing boats mooring downstream of the disposal area. The project will carefully communicate the operation schedule to the local boats so that they can plan accordingly.

6.2 Environmental and Social Impacts of the dredging activities

The dredging works are located downstream and opposite the bank where the groyne is to be constructed by DWIR. The channel will be 70 m wide, 600 m long, and about 108,000m3 (or 173,000 m tons) will be dredged. The dredging activities will take about two and a half months utilizing a backhoe dredger with a split barge. The costs of this intervention, including the ESMP costs, are estimated at USD 84,000.

Impacts on the water quality: Dredging activities, like excavation and disposal of soils, could temporarily increase turbidity. The Ayeyarwady River is the fifth largest river in the world in terms of sediment load so turbidity is normally high in the river. Moreover, the area is more turbid than in other partsof the waterway as private sand dredgers and local boats and ships also operate in the area. It is expected that turbidity of the river would increase over a very short period in areas within close proximity of dredging activities and subsequently blend quickly with the background,.

6.3 Environmental and Social Impacts of the disposal activities

6.3.1 Impacts in case of Alternative DS-1

Site 1 (DS-1) is situated at the bank where the proposed new groyne is located at the left side of the channel in close proximity to the dredge alignment. The 108,000 m3 of dredged materials could be deposited as the sediment dispersion could be localized due to the slow velocity. No permanent settlements are found near the shoreline and it is expected that the impact on local farmland and settlements is negligible. But there are a number of technical disadvantages of using DS-1. The site is located parallel to the dredging area, so there is a possibility that the disposed materials over time may migrate back into the dredged area during the construction of the groyne by DWIR. Moreover, the area is being accessed by local boats from villages on the Island and fishing boat houses for fishing. Therefore, their daily activities could be temporarily disturbed by the split barges. The adjacent land of the DS-1 is being used for cultivation by irrigating the river water so it is expected that disposal of the dredged material could increase the turbidity. This could worsen the irrigated water quality in case nutrients (such as N,P,K) from dredged sediments are released to the water body. The irrigated water could therefore -negatively impact the farming productivity.

6.3.2 Impacts in case of Alternative DS-2

Site 2 (DS-2) is located directly downstream of DS-1 (about 30m upstream of an old groyne) featuring a depth of 8m with relatively strong currents (velocity about 1.1m/s) that were observe dduring a site visit in early December.

There are a number of advantages of using DS-2. Even though this site is a bit further away than DS-1, and transportation costs are thus comparatively higher, this option is nevertheless more sustainable. Dredging materials will be deposited downstream of the dredging site, increasing the technical sustainability of the investment; the dredged material can migrate downstream to the concave bank caused by the old groyne and reduce bank erosion. In addition, no fishing activities are observed along the bank area.

The disadvantage of using DS-2, however, is the possible sediment dispersion towards the Gaw WeinJetty, which is located downstream. It was observed that the river flow downstream of the concave bank is leading towards the Gawwein Jetty. It is, however, unclear how the sediments will behave after disposal and what the extent of sediment movement will be as the average grain size of the dredged material is relatively large and, therefore, would easily settle down in the concave shape area.

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6.4 Other aspects

ii) Fish populations: The proposed disposal sites do not feature significant characteristics in terms of important or critical habitats. When consulted, the nearby fisher community did not consider these sites particularly important in terms of their fish catches. No mitigation is required.

iii) Benthos: Impacts are likely to be temporary and highly localized. Research indicated that the benthos will recover quickly through recolonization. It is not expected that the loss of benthos will cause an irreversible or notable impact on the ecosystem. No mitigation is proposed.

iv) Sediment composition: The dredging material consists mainly of sand with a small amount of silt. Sand material generally has a minimum capacity to retain pollution including heavy metals. No industrial activities are located near the site.

v) Threatened or endangered species: According to IUCN, there are no other Threatened, Vulnerable (VU); Endangered (EN); or Critically Endangered (CR)) species of aquatic fauna or flora at the project location. The population of the Critically Endangered Irrawaddy Dolphin is reported to now lie between Mingun and Bhamo (about 380km upstream of Mandalay).The project itself has a low potential of direct injuries to these animals, but there may be temporary effects on habitats and/or migration due to increased turbidity and noise.4Visual observations will be undertaken during dredging to ensure no Irrawaddy Dolphins are within close proximity of the dredge when it is working.

4 It is expected that the ASoBR will help to describe the ecological status of the River as well as identify critical

ecosystems.

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6.5 Environmental and Social Mitigation Measures

Act. Type of Works Possible Impacts Probability Impact and

Significance Avoidance and Mitigation Measures

Probability Impact and

Significance post

measures

1 Dredging Works - The works could interfere with the normal navigation route of local boats and ships. .

High The dredging work will be carried out for about 30 days and the working hours of dredgers will be announced in advance through the township general administration department and Mandalay DWIR, so that river users can plan accordingly.

During dredging operations warning signs/ flags will be visible to ships and boats so they can avoid the project area.

Rare, Trivial; Low

2 Disposal of dredged material

- Fishing boathouses were observed near the disposal site downstream of the old groyne and the split barge for disposing dredged material will be noisy and increases wave heights that will be felt by the moored boats.

Possible; Moderate; Medium

The dredged material will be disposed 50m upstream of an old groyne. The boats are moored behind it and are protected from the fluctuations on the river by the old groyne. .

The dredge master will ensure that all the dredged materials are disposed at the specific site so that water flows could bring those to the downstream concave bank in quickly.

Rare, trivial; Low

- Disposing of the dredged material will have an impact on the quality of drinking water for the island population in close vicinity to the disposal area.

Possible; Minor

No permanent settlements exist in close vicinity to the disposal area and other water resources are readily available, including public/private tube wellsand the nearby anabranch. The monitoring program will include community consultation for DWIR to

Rare, trivial; Low

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better understand the impacts on water supply.

- As a positive impact, it is expected that the dredged material could assist in reducing the bank erosion caused by the old groyne.

Almost certain, Moderate, Medium

Almost certain, Moderate, Medium

3 Upstream Groyne Construction by DWIR (Mandalay Region)

- The Micro-Project could temporarily impact the access to some sections on the main channel during dredging and disposal activities, mostly to fishers and local transport boats.

- Could potentially limit the local boats to access their agriculture land as the land used in the proposed location is primarily farmland.

- During the consultation, the villagers were worried about erosion by new groyne installation although they are happy with proposed dredging activities and requested protective measures to address bank erosion caused by the old groyne.

Likely; Moderate

There are numerous alternative access areas up and downstream of the groyne. DWIR will inform the nearby community in advance about the project activities, so they can plan for alternative access points accordingly.

DWIR has already designed the groyne to be wooden with one bottom layer of stone filling with the stone pitching over the bamboo mattress for slope protection to minimize possible upstream and downstream bank erosion. The monitoring program will include community consultation for DWIR to better understand the impacts on possible erosion caused by the groyne.

Possible; Low

Table 7 Overview of Potential Environmental and Social Impacts with Mitigation Measures

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7 Environmental and Social Management Plan

7.1 Introduction

A project-specific Environmental and Social Management Plan (ESMP) for the proposed dredging activities supported by AIRBMP and groyne construction by Dairies described in this section. It aims to provide an environmental and social management framework by outlining the compliance requirements, mitigation measures and monitoring programmes to be undertaken throughout the activities.

7.2 Scope of the ESMP

The scope of the ESMP covers all of the activities as described in Section-3 of this document, with the objective of demonstrating compliance with the relevant national legislation and World Bank Safeguard Policy. Hence, the ESMP covers the operations/execution phase implementation of 1) Environmental Management; 2) Social Management; and 3) Stakeholder Engagement.

This ESMP identifies the principles, procedures and methods that will be used to control and minimize the environmental and social impacts of the construction and operation activities associated with the Micro-Project. It also covers how the dredgers and support vessels, their crew and other aspects have to respond to certain standards of safety in order to avoid accidents and save lives in case of emergencies. The obligations and responsibilities of each party involved in the project; methods and procedures that will be followed; as well as environmental and social management actions that will be implemented are listed below:

Figure 19 Organization Structure and Responsible Person for ESMP

As part of the continuous commitment to environmental and social performance for inland waterways projects, DWIR will ensure the following:

a) Fulfill the environmental and social requirements included in this ESMP;

b) Develop, promote and foster a shared sense of responsibility for environmental and social performance of the project;

Environmental and Social

Management Plan (EMP)

Training and

Awareness

building

Environmental Code

for Dredging

Operations

Public Health and Safety

Management (incl.

Community Relations)

Occupational Hazard

Prevention and

Control

Interaction with

Ongoing Shipping Waste Management

By the Project Engineer and Dredge

Master

By Dredge Master with advice from the Environmental and Social PMU staff

By the Environmental and Social PMU staff,

and the Dredge Master

By the Project Engineer and Dredge

Master

By the Project Engineer and the Dredge Master

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c) Promote environmental awareness and understanding among employees and contractors;

d) Through training, identification of roles and responsibilities towards environmental and social management and linking project performance to overall environmental performance;

e) Encourage an understanding of social and cultural sensitivities in local communities and the importance of minimizing project impacts on local lifestyles and culture;

f) Monitor environmental and social performance throughout the project and implement an adaptive management approach to continuous improvement;

g) Work with local communities and project-affected stakeholders to ensure that they benefit as a result of project development; and

h) Maintain an on-going commitment to informing, engaging and involving local stakeholders.

7.3 Implementation Arrangements

The dredge master will be responsible for operations and ensuring compliance with the ESMP. The safeguard unit will provide training and continuous advice on effective environmental management of the project to the DWIR engineers and all construction site personnel. The dredge master together with PMU Environmental and Social Staff will ensure that the environmental awareness of project personnel is maintained through appropriate training. Weekly reports of operation with special events/accidents and a compliance report on mitigation measures will be prepared and submitted to the PMU Component3 Director by the site supervisor. The dredge master will immediately report to the Component 3 Director any departure from the ESMP and appropriate measures will be implemented accordingly. Safeguard specialists of the AIRBM PMU will monitor the implementation of the works, and the interventions according to this Environmental and Social Management Plan and report the findings to the Project Director and Component3 Director for immediate action.

In addition, PMU Component 3 and safeguards team together with the DWIR dredge master will conduct regular inspections on operation and safeguard issues at least three times: at the beginning of the works; mid-term and at the end of the construction.

Environmental Code of Practices provide written guidelines for specific aspects of the Micro-Project environmental and social performance. They contain the necessary details to be site- or activity-specific and are required to be followed in all construction works. Site- and activity-specific work plans and instructions are to be issued through the following methods:

Any incidents, including non-conformances to the procedures of the ESMP, are to be recorded using an Incident Record and the details entered into a register. For any incident that causes or has the potential to cause material or serious environmental harm, the site supervisor shall notify DWIR immediately. The dredge master must cease work until remediation has been completed as per the approval of DWIR.

A complaints register will be established to record any concerns raised by the community during the construction. The complaint by phone call or complaint in person to the Mandalay office will be registered and sent to DWIR and PMU safeguard team within 24 hours of receiving the complaint. The complaint will be investigated and following the investigation, if it relates to a significant incident, the matter will be referred to DWIR for commentary and/or advice.

7.4 Environmental and Social Monitoring Program

The Environmental and social monitoring plan includes the following criteria:

Physical Monitoring

DWIR to carry out a bathymetric survey of the dredged areas one year after construction to verify if the project geomorphological objectives were achieved.

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DWIR to carry out a bathymetric survey of the dredge deposit site to observe the movement of the material and any potential impacts.

PMU/DWIR to carry out a monitoring of baseline quality parameters at least one time immediately before and during operations, from both of downstream and upstream of dredging boat and from disposal site. The results will be analyzed and submitted as an Environmental and Social monitoring report to the Project Director.

Social monitoring

PMU/DWIR to conduct the consultation for the impact of water quality changes and erosion during dredging implementation and after completion.

PMU/DWIR to carry out a monitoring of impacts (water quality changes, disturbance to the accessibility of local boats to their agricultural land, increased erosion) of the new groyne in parallel with the dredging activities.

PMU/DWIR will register and address complaints from project-affected fishermen or other river/water users.

PMU/DWIR to monitor the waterway during the low water levels to confirm that public transportation from or to the villages and recreational vessels are possible through the channel.

PMU to prepare the report with findings and corrective actions for every monitoring trip and submit to the Project Director for approval.

8 Cost Estimates

8.1 Comparison of the costs with market prices

It can be confirmed that the unit prices are calculated at the correct rate. At the time of writing (January 2017) the Government rate for Fuel Oil per Gallon is 2,650 Kyat, for Engine Oil per Gallon 12,000 Kyat, for Hydraulic Oil per Gallon 12,000 Kyat, and Grease per pound 2,500 Kyat during the report preparation period.

In their 2015 Feasibility Study Report of the Improvement of the Ayeyarwady River Navigation, Royal Haskoning Consultants used a unit price of USD 6 per cubic meter dredging. In the case of this Micro-Project the unit price maintained is less than 1 USD per cubic meter dredging. The reason for this is that the main costs are consumables. Capital costs for purchasing the equipment and depreciation are not included.

Total costs are USD 84,000 including the operational dredging costs and the ESMP costs.

8.2 Summary of Construction and Dredging Costs

No Item or activity Budget

(A) Consumables (see details in next table)

Diesel 83,041,682

Engine Oil 2,808,000

Hydraulic Oil 456,000

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Grease 2,393,832

Sub-total 88,699,514

(B) Mobilization and Operational Costs

Mobilization of dredging equipment, tugboats and supply vessels

1,373,100

Location surveys ( 2 times * 200000) 400,000

Sub-total 1,773,100

(C ) Additional Hiring of equipment

such as additional boats or pipes, if required

Sub-total 6,030,000

(D) Emergency reserves (in case of breakdown dredging equipment, purchase of urgent spare parts, etc.)

Sub-total 6,500,000

Intermediate sub-total 103,002,614

(F) Taxes and Miscellaneous

Sub-total 639,800

GRAND TOTAL in Kyat 103,642,414

GRAND TOTAL in USD 80,033

(rounded) 80,000

8.3 Summary of the ESMP Implementation Costs

A. Site visits

Trip 1 immediately before and at commencement of works (2 days): PMU Environmental Staff (2)+ 2 surveyors from DWIR; Travelling & Accommodation

$900.00

Trip 2 Mid-way (2 days): PMU Environmental Staff (2) +2 surveyors from DWIR; Travelling & Accommodation

$900.00

Trip 3 Finalization of works (1 day): PMU Environmental Staff (2)+ 2 surveyors from DWIR ; Travelling & Accommodation

$900.00

B. Monitoring Material

Water Quality Monitoring $400.00

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Budget for additional monitoring/measuring equipment $450.00

Subtotal $3,550.00

Contingency $450.00

TOTAL $4,000.00

9 Conclusion

The Port of Mandalay, the most important port and hub along the Ayeyarwady River, is subject to severe siltation and its access for users is becoming very difficult because of a growing sand bank in front of the port. If the access channel to the port cannot be deepened and freed, the Mayanchan Jetty will no longer be accessible. This jetty is part of the most important shipping port along the Ayeyarwady River for cargo boats, passenger vessels, cruising boats and local transport boats. The proposed dredging works will free the channel for the 2017 dry season. With the proposed dredging works, the bed level will be lowered which is crucial for attracting water and thus scouring during the higher flows. The works should be conducted early in 2017, prior to the monsoon season. The total amount to be dredged is 108,000 m3 and the total costs are USD 84,000 for operational dredging costs and ESMP expenditures.

DWIR has a long history of undertaking dredging projects in the Ayeyarwady River to maintain safe navigation and more importantly, public safety when using the river. The ESMP for the Micro-Project has undertaken a systematic assessment of potential environmental and social impacts. The impacts are considered to be temporary, small and reversible and mitigation measures are readily available and have been incorporated into Micro-Project design. This Micro-Project is in line with historical dredging and groyne construction undertaken by DWIR since 1972, and will be incorporating environmental and social considerations included in the World Bank Environmental and Social Operational Policies and the Myanmar 2015 EIA procedures.

By complying with the ESMP, this Micro-Project will achieve its objective of providing the people of Myanmar with safer navigation while minimizing its environmental and social impacts.

Based on the baseline study and survey, it is expected that the proposed dredging activities would not cause any significant impacts to the existing local environment and social characteristics. Although the travel route of local boats on the river would likely be limited by split barges and dredging activities, the impacts would be minimal. No intensive fishing and agricultural land were observed near both the dredging and dumping spoil site of the project.

On the other hand, DWIR with its own budget will be installing a permeable groyne just upstream of the proposed dredging site to support the dredging work. According to the public consultation, the proposed groyne construction by DWIR (Mandalay region) is of concern to local people as it could potentially increase erosion of downstream land and impact fishing along the waterway.

DWIR will monitor the impact of the groyne construction. The area for groyne construction shall be shown with visible warning signs or flags to avoid incidents with local transportation boats and recreation boats. Further consultations shall be required to better understand the impacts on this individual fisher and local bank protection works that may be required at some locations along the shore of the island where the current velocity has increased after regulating the channel.

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ANNEXES

Annex 1: Details of DWIR fleets and Proposed Dredging Estimates

DWIR Fleet of Dredgers

DWIR owns and operates a fleet of dredging vessels and equipment. The existing fleet consists of dredgers and equipment from PR China. Information on the dredges and their environmental capacity is contained in the tables below.

Types of Dredgers

Cutter Suction Dredgers:

CSD1700 type dredger

CSD 600 type dredger

Beaver-1500 type dredger




Other types:

Trailing Suction Grab Dredger

Trailing Suction Dredger

Backhoe Dredgers

Table 8 DWIR Fleet of Dredgers

Dredge Volumes

Mandalay Waterway Dredging Detailed Estimate

Distance (m)

Area (m2)

Avg Area (m2)

Distance (m) Volume (m3)

0 0 0 0 0

40 71 104 40 4,152

110 137 133 70 9,305

160 129 152 50 7,575

210 174 174 50 8,688

290 174 183 80 14,651

370 193 198 80 15,854

480 204 210 110 23,047

570 215 150 90 13,529

600 85 43 30 1,282

Total Volume (m3) 98,083

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Additional 10% 9,808

Grand total 107,891

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Annex 2: Methodology for Selecting Disposal Sites

To objectively select potential disposal sites for dredged spoil firstly the indicators were selected to describe the technical and economic merits of each site, and the likelihood of social or environmental (ecological) impacts. Indicators were scored on a 3-point ordinal scale for each potential disposal site). Indicators were weighted to sum to one within their respective Indicator Group (Technical, Economic, Ecological and Social Impacts), so that each Group was equally weighted in the assessment. Scores were then summed to select the optimal site.

A total of three sites were studied, but because of shortcomings with dredging equipment, the third option could not be considered. The table below presents a comparison of technical, economic, social and ecological characteristics of these sites. The DS-1 is economically optimal because it is near the working area, so the costs are low but from the social point of view, it would affect the trip route of local boats crossing from and to the HtinWin Jetty and Mayanchan Jetty. The second site DS-2 is the best in terms of environmental and social aspects being located further downstream; and this site can receive most of the dredged material. Even if there is some impact on fish and fisheries, the impacts are low when compared to the DS-1 site. No agriculture land exists in the close proximity of the disposal site.

Group Indicator Scoring DS1 DS2

Technical Total Absorption Capacity 1 (low), 2 (Medium), 3 (High)

1 2

Economic logistics Cost 1(High), 2 (Medium), 3(low)

3 2

Technical Technical Sustainability 1 (low), 2 (Medium), 3 (High)

1 2

Ecological Fisheries Impact 1(High), 2 (Medium), 3(low)

2 3

Ecological Threats to Potential Critical Habitats 1(High), 2 (Medium), 3(low)

3 3

Social Impact on Livelihoods (Fisheries & Agriculture)

1(High), 2 (Medium), 3(low)

2 3

Social Impact on access to livelihoods 1(High), 2 (Medium), 3(low)

1 3

Ecological Duration of ecological Impact 1(High), 2 (Medium), 3(low)

3 3

17 22

Intermediate calculation Group DS1 DS2

Technical 1 2

Economic 3 2

Social 3 3

Ecological 2 3

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9 10

Weighted standardised indicators Group DS1 DS2

Technical 2 2

Economic 3 2

Social 1 2

Ecological 2 3

8 9

Table 9: A comparison of technical, economic, social and ecological characteristics of disposal site options

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Annex 3: Details of the Socio-Environmental Baseline Conditions

Flora and fauna

There are no reserve forests or protected areas within a three-mile-radius of the proposed project site and beyond. Only a few trees and woodlots (mainly planted) can be seen along roadsides, along the river bank, inside some monastery compounds, inside parks and gardens, inside the central railway station compound and inside the old palace wall. One tree species, Acacia ferruginea, is classified as globally threatened by the IUCN red list.

There are 594 bird species from which 14 species are classified as globally threatened and 2 as introduced species found in the Mandalay Region according to the world birds database. Only a few of these species can be observed in the city area, mainly located in the surrounding flood prone areas with less population density and more open vegetated spaces. According to the study of Mandalay University, particularly on butterflies and beetles, it was found that 15 species of butterflies belonging to 3 families, and 10 genera were recorded in the Mandalay city area between July and December. A total number of 21 beetle species (insect) were recorded particularly in Pathein Gyi Township.

The aquatic fauna that can be observed in the river bodies are:

Common Name Scientific Name

Feather back Ompok / Notopterus

Snakeskin gourami Trichogaster

Catfish Clarias spp.

Glass fish Amblypharyngodon

Spiny eel Mastacembelus

Snakehead Channa spp.

Freshwater eel Anguilla spp.

Common carp Cyprinuscarpio

Freshwater prawn Macrobrachiumrosenbergii

Rasbora etc. Rasbora spp., Danio

Various barbs Puntius spp.

Rohtee Osteobrama spp.(Rohteecoti).

Rohu Labeorohita

Mrigal Cirrhinusmrigala

Large river catfish Pangassius&Selonia

Wallago Wallago attu

Atyid shrimp Attidae spp.

Freshwater crab Paratelphusa spp.

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Gobies (sand) Glossobobius spp.

Loaches Cobitidae

Grass carp Ctenopharyngodonidellus

Black shark minnow Moruliuschrysophekadion

Table 10: Major aquatic species found in the river (Source: Myanmar, Mission Report on Inland Aquaculture and Fisheries, FAO)

None of the aquatic species mentioned above are considered endemic or benefit from being in a particular status of being protected, threatened or critically endangered so far.

Of major importance, the Ayeyarwady River is also the habitat of the Ayeyarwady (Irrawaddy) Dolphin, Orcaellabrevirostris, which is one of only four species of river dolphins in the world and listed as Vulnerable on the IUCN Red List of Threatened Species. The dolphins can be found north of Mandalay City, in a 70 km stretch of river from Mingun to Kyaukmyaung. It was learned during the site visit to the community in December 2016that these endangered Ayeyarwady Dolphins come to the anabranches of the alluvial island only during the rainy season (August-September).

The two main watercourses, Ayeyarwady River and Dokhtawaddy (Myitnge) River, are the two main rivers flowing in Mandalay District. The discharge of the Ayeyarwady River and its tributaries fluctuates greatly through the year. Annual variations between low-water level and flood level of 31.7 feet (9.66 m) have been recorded in Mandalay. February is when the water is at its lowest and August highest.

Social Baseline Conditions

Population Distribution

The population distribution in Aung Myae Thar Zan Township, PatheinGyi Township and Chan Aye Thar Zan Township is presented in the following table:

Name of Township Total Population No. of Households

Household Size

Aung Myae Thar Zan Township 266,365 49,702 4.86

PatheinGyi Township 264,068 33,270 4.8

Chan Aye Thar ZanTownship 197,312 53,076 4.65

Table 11: Population Distribution of Nearby Townships (Source: Myanmar Population and Housing Census, Provisional Results, 2014)

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Annex-4 Public Consultation for Mandalay Waterway Micro-Project

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Minutes of the Meeting for Mandalay Waterway Public Consultation: December 2016


MEETING MINUTES

Public Consultation for Mandalay Waterway Enhancement Micro-Project (2016-2017)

Venue: Meeting Room (Ground Floor), DWIR Regional Office (Mandalay)

Date: 21 December 2016

Time: 10:05 AM – 11:30 AM

Note takers: Khin Seint Seint Aye and Nan Kham Syne

Attendance List

No Stakeholder Number of Attendees

1 Government 13

2 Local People 23

3 Media 3

Total 39

Agenda

Item-1: Announcement for opening ceremony

Item-2: Presentation of Project Brief by U Aung Myo Khaing (Component3, Director)

Item-3: Presentation of Environmental and Social Baseline Study and Environmental Management Plan of the project by Nan Kham Syne (National Environment Officer, Safeguard Unit)

Item-4: Question and Answer Section

Item-5: Closing Remark by U Kyaw Myint Than, Executive Engineer, DWIR (Mandalay)

Key Notes

No Name Occupation/Address

Comments

1 U TunTun Oo Assistant Marine Superintendent, Inland Water Transport (Mandalay)

- Questioned team about waste management to understand which type of waste will be covered by the ESMP of this project.

2 U Aung San Oyo

Ward General Administrator, Siri Marlar Ward

- Agreed to the project activities as presented. Noted that ships cannot enter directly to Kiwi Sun. Informed team that local residents living in

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(West), Aung Myae Thar Zan Township, Mandalay

the port area want to berth the ships directly to the port.

- There have been no endangered/rare species observed in the project area for many decades.

3 U Thet Htun Chairman, River Cruising Association

(Mayanchan Jetty)

- Mentioned narrow waterway/channel at the front of the port, hence the channel cannot be accessed by two ships at the same time.

- Suggested to limit the channel as “one way” by restricting the entering of boats from the upstream side of the port in order to avoid accidental collision between incoming and outgoing boats/vessels.

4 U Maung Myint Chairman, Sand Entrepreneurs Association

- Questioned team about the potential effects on local people while operating dredging activities, as most of the people may need to travel around the river for their livelihood.

- Asked about the project period and requested to avoid the busy hours (normally 9am – 4 pm as heavy traffic time) during dredging operations and suggested that their preference for conducting dredging operations would be after 4 pm.

5 U Mya Aung Chairman,

Private Water Vessels Regulatory Committee

- Questioned about the department’s guarantee for the effectiveness of the project since the project would cost about 69 million kyat’s.

- Suggested to conduct the project with optimum operations cost.

- Asked about the maintenance plan (such as river embankment or retaining wall along the bank) for Gawwein Jetty.

6 U Kyaw Myint Soe

Representative, Than Phoe Kyun Village

- Discussed about the bank erosion triggered by the old groyne and asked if the Micro-Project had any arrangement/prevention plan from bank erosion during the installation of the new groyne..

- Requested to consider the alignment and permeability of the groyne to be designed for benefiting navigation and tackling riverbank erosion together by learning from past experiences and to install, if possible, bank protection along the island.

7 U Phone Mo Director, State & Region Offices Division (Upper Myanmar), Department of Marine

- Raised questions about the proposed dumping site for dredged materials, which is situated at the opposite side of the Karaweik Cruising Boat, and suggested to re-consider the proposed disposal site by expressing his concerns on the large volume of dredged

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Administration material, as this may affect the GawWein Jetty, which is just opposite of the proposed disposal site and as the river channel is narrow near the jetty.

- Shared his own experience using different groyne alignments and positions and the results and suggested to install a groyne designed to ensure minimum backward scouring impacts. U Maung Myint (of the Sand Entrepreneurs Association) supported his statement by explaining the previous downstream bank erosion caused by the scouring effect from the old groyne, which was claimed as it installed perpendicularly to the river flow. He requested DWIR to consider how the proposed groyne would have an impact on the GawWein Jetty downstream.

- Suggested to consider developing a long-term plan rather than short-term solutions as the Mandalay Port area plays an important role in transportation for goods to and from Mandalay City.

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Annex 5: Environmental Code of Practice for Dredging

Best practice involves minimizing the impacts at and near the dredging and disposal sites. DWIR has adopted the Environmental Code of Practice for Dredging, which is based on a Code of Practice developed by XXX (name of organization e.g. World Bank) and reproduced below and will be committed to continuous improvement through a quality management approach.

The persons directly in charge of the proposed Mandalay Micro-Project will be the Project Engineer and the Dredge Master.

a. Public consultation

It is essential that the DWIR agents discuss the dredging proposal with all parties in the surrounding communities, as early as possible. It is important for the agency to recognize the need to consult with people most likely to be affected, whether or not they have been asked to give formal notice and/or consult with these people by the responsible planning authority. Effective public consultation takes time, so proponents should ensure that in planning dredging works that a minimum is allocated for consultation. More precise instructions are included in the Public Health and Safety Management (incl. Community Relations).

b. Minimise the Need for Dredging and Spoil Disposal

The proposed amount of dredging must be justified. As dredging is also costly, dredging proponents usually have a strong economic incentive to minimize dredging. A satisfactory means of disposal of spoil from dredging must be determined before the works are approved. Erosion in catchments is a major source of sediments that must eventually be dredged from rivers. All recognize that controls on inputs from catchments are largely outside the control of dredging proponents, but all options to reduce inputs should be explored.

Any increase in the depth and width of channels should be justified. The amount of dredging and the volume of spoil also depend on the width and profile of channels. In this case, namely shipping channels, these are determined by Classification Standards. The depths and widths of channels maintained for small vessels must also be justified in terms of the needs of the local boating community. Where there is evidence that realignment of a channel would reduce the need for maintenance dredging, this option will be investigated.

c. Double handling of spoil

Where spoil is discharged at a temporary spoil site before it is removed and placed at its final disposal site, should be avoided, as this method typically doubles the bed area impacted by spoil. Where a temporary disposal site can be confidently confined to an area of low environmental value or to an area that will soon be dredged anyway, use of such a temporary disposal site may be acceptable. Double handling of spoil is also acceptable where there is no practical alternative, for example, where a land disposal site is beyond pumping distance of a dredger and sediments must be dried before transport to their final destination.

d. Minimise Physical Effects of Spoil Disposal

The total area covered by spoil should be minimized. The selection of appropriate dredging and disposal methods is critical to achieving this objective. The volume of spoil to be placed on a spoil ground should be estimated, including an allowance for over-dredging and bulking.

e. Beneficial Use of Spoil

Whenever possible, dredge spoil should be treated as a resource. At an early stage in the planning of each dredging project, any beneficial uses that may be appropriate for the spoil should be identified. To date, beneficial uses that have been found for spoil include land reclamation for port development, construction material, raising the level of residential land. In general, coarse grained sediments are suitable for a wide range of beneficial uses, but fine-grained dredge material may only be suitable for lightweight structures that require only weak foundations. Contaminated spoil is not suitable for many beneficial uses. Logistical factors that need to be considered include distance between the dredging project and the proposed beneficial use, site accessibility, dredging equipment required versus equipment required to transport material to site, size of project versus size of disposal site or beneficial use, and the compatibility of timing between the needs of the

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beneficial use and the need for dredging. Where disposal is to land, there must be a site near the dredge site suitable for sediment dewatering where the high salt content of the sediment and leachate will not cause other environmental problems.

f. Timing of Dredging

If possible, dredging should occur when the environment is least vulnerable. Dredging in particular seasons may have impacts on aquaculture operations and fish communities. Impacts on other biota can be minimized by careful timing of dredging.

g. Optimise Dredging and Disposal Methods

The dredging and disposal methods selected often have a very large effect on the environmental outcome of a dredging proposal. Methods chosen affect:

the physical effects of spoil (spoil fluidity, spoil ground stability; area impacted by spoil);

the effects of sediment contamination (confinement of contaminated spoil, material handling problems with contaminated spoil); and

water quality (turbidity, contaminant release).

The type of dredge chosen for the work should be justified for each project, particularly those involving fine or contaminated sediments. The work method chosen is often the key decision as far as the cost and the environmental outcomes of a dredging project are concerned; it should therefore be taken with some care. In large dredging projects, there is often greater flexibility in choice of method, as dredges must normally be brought from overseas. In addition to any other environmental standards, the proponent’s preferred dredging method(s) and disposal method(s) should be discussed.

The most appropriate disposal site depends on both environmental impacts and costs. The degree of contamination is a major factor in site selection, as is the impact on the disposal site and the likely cumulative impacts of its continued use. The three broad alternatives are:

disposal back into the river

disposal in bank enclosures

disposal to land.

Near-bank enclosures are considered as a means of dewatering sediment prior to land disposal. Land disposal is preferable where spoil is seriously contaminated, and when fine sediments are likely to impact sensitive marine environments. When chemical contaminants exceed the low screening level, and toxicity, an assessment of the costs and benefits of a range of disposal options, including land disposal may be required. When chemical contaminants exceed the maximum screening level, DWIR will be required to assess the costs and benefits of a range of disposal options, including land disposal. For land disposal to be practical when using a cutter suction dredge, a site must be available and meet the following requirements:

Occur within approximately 4 km;

Have little value in its existing state;

Be able to be secured so that quicksand-like properties of fine sands present no safety risks.

Be acceptable to remain in a degraded state for up to 12 months if not becoming submerged;

Be sited so that it is practical for the water to be discharged back into the river;

Be acceptable to the informed public (considerable consultation with those parties that may be affected is necessary).

h. Noise Reduction

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Because of the high potential for noise to affect riparian population, management should give high priority to liaising with the local community so that it can be aware of, and resolve, noise issues. The disturbing effects of noise depend on the level of the noise and its character, such as tones, intermittency, etc. Higher-frequency tones are more disturbing than lower-frequency tones. Lower frequency tones are not easily controlled and can penetrate houses. Noise can cause physical and psychological stress in both employees and riparian population. Noise may also disturb animals, but the extent of disturbance is difficult to estimate.

Major noise sources may be:

engine noise

generators

opening and closing gates

radios

reverse warning devices.

Noise abatement can often be achieved by relatively simple measures, such as:

fit efficient muffling devices to all engines

locate noisy equipment away from potential sources of conflict or behind sound barriers

use enclosed generators

position access and exit points away from sources of conflict

use optical alarms in preference to audible alarms.

Limit operations to between 7 am and 6 pm if other noise mitigation measures are inadequate, and if the riparian community is complaining.

1. Public Health and Safety Management

Public health impacts are mainly generated during the dredging/excavating activities. In general, the dredging/excavating will generate suspended materials, dust and noise, can cause harmful effects on health safety of local communities, and could hinder ongoing river transport. The steps below need to be followed, and planned well in advance.

The persons in charge will be the Health and Safety Officer, and Medical Service Provider, assisted by a Communications Officer.

a. Public Consultation and Community relations

Stakeholder consultations will adhere to the following guidelines:

1) Stakeholder Identification and Analysis: Invest time in identifying and promoting stakeholders and assessing their interests and concerns.

2) Information Disclosure: Communicate information to stakeholders early in the decision making process in ways that are meaningful and accessible, and continue this communication throughout the project life.

3) Stakeholder Consultation: Plan out each stakeholder consultation process, consult inclusively, document the process, and communicate follow-up.

4) Negotiation and Partnerships: For complex issues enter into good faith negotiations that satisfy the interests of all parties, add value to mitigation measures or project benefits by forming strategic partnerships.

5) Grievance Management: Establish accessible and responsive means for stakeholders to raise concerns and issues about the project throughout its life.

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6) Stakeholder Involvement in Project Monitoring: Involve directly affected stakeholders in monitoring project impacts, mitigation and benefits and involved external monitors where they can enhance transparency and credibility.

7) Reporting to Stakeholder: Report back to stakeholders on environmental, social, and economic performance, including both those consulted and those with a more general interest in the project.

8) Management Functions: Build and maintain sufficient capacity within the project to manage the process of stakeholder engagement, track commitments, and report on progress.

Further reference: Stakeholder Engagement: A Good Practice Handbook, IFC 2007.

DWIR shall:

Maintain open communications with the local communities;

Disseminate project information to the communities (for example local authority, enterprises and affected households, etc.) through community meetings before dredging commencement;

Inform local residents about dredging and work schedules, interruption of services, traffic management routes as appropriate;

Provide a community relations contact from whom interested parties can receive information on the site activities;

Provide all information, especially technical findings, in a language that is understandable to the general public;

Monitor community concerns and information requirements as the project progresses, and respond in a timely and accurate manner;

Limit construction activities at night.;

Inform the community at least a week before the works start. When the dredging is completed, the contractor will restore all positions;

notify the users of river water for drinking, agriculture and aquaculture activities of the land surrounding at least a week before dredging and address any concerns to satisfy the requirements of supervision;

b. Public Health Management

DWIR shall:

Provide periodical health check to construction workers to ensure their health and well-being, and avoid possible transfer of disease including respiratory diseases such as tuberculosis, or STDs such as HIV/AIDS;

Dredgers shall be off-limits to non-workers, warning signs shall be conspicuously posted along the site periphery;

Disposal sites of dredged material shall be off-limits to people.

c. Workers Health Management

DWIR shall:

Provide appropriate information and education to the workforce on basic personal hygiene;

Provide periodical health check to construction workers to ensure their health and well-being, and avoid possible transfer of disease including respiratory diseases such as tuberculosis, or STDs such as HIV/AIDS;

Before the operations, identify the local clinics to evacuate the victims to when accidents happen. Ensure a speedboat is close at hand to bring the victim to the shore.

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Provide basic first aid services to the workers as well as emergency facilities for emergencies for work related accidents including medical equipment suitable for the personnel, type of operation, and the degree of treatment likely to be required prior to transportation to hospital;

Replace expired medicines and supplement new ones;

Ensure there is plenty of drinking water, and of good quality, check every 2 days;

Provide adequate sanitary facilities including bathrooms, toilets (with septic tank) for the workers at the construction site and on board the dredgers.;

Include a Pest Control for the construction areas, including construction work camp;

Ensure correct maintenance of water and water treatment plants to prevent the breeding of mosquitoes.

d. Work Force and Workers Camp

DWIR shall:

Be encouraged to hire local labor to carry out simple manual works

Not hire children;

Register the temporary residence of the engineer and workers with the local authority;

Whenever possible, rent houses nearby. Otherwise, suitable accommodations will be provided for the workforce. Workers' camps will be located at appropriate areas away from villages, and schools;

Camp areas shall be located to allow effective natural drainage;

Provide potable water safe for human consumption at camps, site offices, and other areas;

Provide a medical and first aid facilities and first aid boxes in each camp site;

Make available hygiene facilities in the camps;

Not allow cutting of trees for any reason outside the camp site;

Not allow hunting, fishing, wildlife capture;

Not allow use of firearms (except authorized security guards);

Not allow use of illegal drugs

Not allow doing maintenance (change of oils and filters) of cars and equipment outside authorized areas:

Not allow disposing trash in unauthorized places;

Not allow driving in an unsafe manner in local roads;

Ensure that the land will be returned to the public or landholder who can then resume the former productive use of the land. As such, the contractor should remove all equipment, structures, rubbish and obstructions and restore the land to its condition prior to use for construction. The contractor will also be responsible to repair the damages;

e. Cultural Integration and Moral Code of Conduct

The ship’s crew and workers shall never disturb the local communities;

Organize awareness programs on communication and social disturbances that may result from bad manners from construction workers or crew;

Update knowledge on sexual and gender-based violence and HIV/AIDS for the collective of workers in the field.

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Establish a Code of Conduct to outline the importance of appropriate behavior, drug and alcohol abuse, respect for local communities, sexual and gender-based violence, and compliance with relevant laws and regulations. Each employee shall be informed of The Code of Conduct and bound by it while in the employment of the DWIR;

DWIR shall contact the local community to determine if there are important historical or cultural locations to avoid damage to the area;

DWIR shall have an agreement with Chief of the local communities on the evaluation and use of local resources;

Limit or control disposal of dredge material or waste near the garden, fields and water sources.

Ensure that no worker conduct fishing with nets, mines, or electrical impulses;

Prohibit consumption of wild animals/wild animal products;

2. Occupational Hazard Prevention and Control

Dredging activities are considered hazardous and risky. Accident can happen and workers who are not trained, do not wear protective clothing or who are not prepared well are more vulnerable, and can become victims of accidents.

The person in charge here will be the Health and Safety Officer (HSO) and Dredge Master.

a. Directly related to the Work Force

DWIR shall:

Ensure that the HSO and assistants must be present in the project area at all times;

The HSO will supervise occupational safety every day.

Provide information and training session about labor risks to the workers by DWIR;

Prohibit use of illegal drugs/alcohol on board;

Any problem that occurs must be solved and recorded by the HSO;

Provide personal protective equipment (PPE) to protect worker health and safety such as hardhat, goggles, gloves, insulated shoes, steel-toed boots, eyes protection glasses (for welders), toxic/dust face mask, respirators for construction workers and enforce their use. DWIR will ensure the workers wear the adapted protection equipment and know how to use them. Priority is given to collective protection means when possible;

Safety rules/recommendations will be permanently screened on board and explained to the workers. Regularly training session must be organized;

Ensure that all equipment, vehicles operating in the construction should be registered and have operational permits. DWIR should ensure all vehicles are functional and maintained regularly.

Electricity plugs used outdoor need to be water-resistant and splash-proof;

In case of heavy rain, difficult working conditions, bad visibility or an emergency situation, the operators will suspend all work.

In case of working at night, the contractor will install the lights;

Ensure to have the following types of insurance:

o Insurance for all risks in construction

o Insurance for laborers

o Insurance for responsibility of the third party

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o Insurance for vehicles, equipment

b. Related to the Vessel and Equipment

DWIR shall:

Do regular maintenance and repair schedules for equipment and implement as required;

Regularly check technical and operational specifications of all machinery, both directly and indirectly taking part in activities;

Ensure that any lifting equipment and cranes should be located on the ground with solid structure or on a floating system with sufficient pressure bearing capability, be stable and be anchored by firm anchoring system.

Ensure that transferring, handling and storage of equipment and supplies should be conducted carefully during construction; ensuring items are able to bear weights and are not affected by components under construction or still to be built.

Ensure that electricity cables serving construction and residential quarters must be located in appropriate locations, unaffected by working equipment. At working locations, ground wire and automatic circuit breakers must be installed. Electric cables must be sized to provide sufficient handling capacity. Joints of electric cables must be appropriately joined and sealed with insulated waterproof materials. Electric equipment must have signs, ground wire and appropriately shielded;

Use waterproof/outdoor plugs and lights;

National certificates (safety construction, safety equipment, load lines, ship safety, safe manning, etc.) for inland waterway vessels for class, tonnage, construction and equipment must be on board and must be valid;

Crew certificates must be on board and must be valid;

Life–saving appliances (life buoys, life jackets, etc.) must be in a good state, sufficient quantity and accessible according to national regulations;

Complete system of life-saving appliances must be fully checked before the dredging operations;

Fire-fighting equipment (fixed and portable fire extinguishers, fire hoses, fire hydrants, fire boxes, fire alarms, fire pumps, muster list, etc.) must be in a good state, sufficient quantity and accessible according to national regulations;

Complete system of fire-fighting equipment must be fully checked before the dredging operations;

Where applicable smoking requirements, "No smoking" signs, are posted and well known by crew. Designated areas are known;

There are no slippery surfaces on deck and in the engine room;

The lights on deck and in ER provide sufficient light for safe working on deck and in engine room;

Executing hot works (like welding) must be planned in advance, with permission;

Executing hot work in enclosed spaces need special attention from the responsible officer;

Stairs, handrails or walkways satisfactory condition;

All manholes are fully bolted;

There is a bilge alarm available and in good working order;

Bilge in the engine room is not full and contains no or only small amounts of oil or sludge;

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There is evidence that bilges are NOT pumped overboard;

There is a main fuel emergency stop;

Emergency exits are clearly marked;

The engine room alarm is available and in good working order

Main and auxiliary machinery are satisfactory. Propulsion engines and generators are well maintained;

Steering gear satisfactory;

Anchor winches and mooring ropes in good condition;

The general alarm is available and works properly;

The vessel is equipped with an emergency steering device and instructions how to switch over from normal to emergency steering;

Emergency Preparedness is there: musters, exercises, equipment ready in case of man-over board, fire, grounding, pollution, collision, abandon ship, etc.

3. Interaction with Ongoing Shipping Activities

Dredging is taking place in a busy shipping route. Therefore, navigation of the ongoing traffic should not be disturbed or endangered. Certain preparations and procedures need to be followed.

The persons in charge will be the Project Engineer and Dredge Master.

DWIR shall:

Place warning signs for speed limit, before and after dredging area and traffic adjustment;

Installation of signage for dredging operations;

Carefully check the anchor system of floating equipment and vessels and signal systems such as floating beacons, signs, and signal lights both on the river and on shore;

Ensure that other vessels do not moor alongside the dredge or close to the site works during the course of construction;

Identify the boundaries of the dredging site and install appropriate signage. On the river side, appropriate signs and navigation aids should be placed to define the navigation channel area and ensure navigation safety. It is critical to keep vehicles or shipping from entering the construction area, interfering with construction activities or endangering workers.

Coordinate with the Inland Waterways Administration, provincial Ministries of Transport and relevant River Management Stations to ensure navigation safety in relevant areas of the river;

Ensure that shipping is not inadvertently diverted to non-navigable areas or involved in accidents;

Ensure that river traffic is controlled using buoys and lights to ensure vessels can operate safely;

Ensure that anchored vessels and other equipment do not impede passing vessels;

Ensure that the vessels must be located, with appropriate safety equipment according to current regulations and instructions.

Ensure that all barges to transport dredged materials, tug boats and other vessels related to dredging will be equipped with signal light while anchoring and moving on the river, pursuant to the rules and regulations;

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Coordinate with Waterways police and River management stations to regulate traffic properly during the construction process. All vessels should strictly follow river traffic laws and regulations.

4. Waste Management

The crew and shore personnel should be made aware of the consequences of pollution, the importance of pollution prevention, the necessity of garbage disposal ashore and the need to separate the garbage. Compliance of the vessel with local regulations regarding waste disposal should be verified on board.

On a ship, oil leaks from engine and machinery spaces or from engine maintenance activities and mixes with water in the bilge, the lowest part of the hull of the ship. Oil, gasoline, and byproducts from the biological breakdown of petroleum products can harm fish and wildlife and pose threats to human health. Even in minute concentrations, oil can kill fish or have various sub-lethal chronic effects. Bilge water also may contain solid wastes and pollutants containing high amounts of oxygen-demanding material, oil and other chemicals. Different studies have indicated that about 1 % of the daily marine diesel oil consumption leaks in the bilges of the engine room of the barges and mixes up with water, the so-called bilge water or sludge.

The Project Engineer or Dredge Master should explain the different methods for dealing with waste and motivate crew and shore personnel to cooperate.

a. Waste Management

DWIR shall:

Ensure that the bilge content from the engine room should be pumped over to a slop tank or other means, which should then be pumped ashore to a reception facility. In a typical vessel, the main sources of contamination in bilge water and bilge holding tanks include:

· Sludge from decanting/bottom draining storage and sludge tanks. Lube oil and fuel oil purification (oily water);

· Fuel oil storage and settling tanks (oily water);

· Lube oil and fuel oil filtration (oil);

· Machinery leakages;

· Condensate from air compressors and compressed air systems;

· Equipment and engine-room washing;

Some or all of these contaminants can be present in the bilge at any time. Solvents, detergents, and soot are often found after equipment cleaning in machinery spaces. Iron oxide particles and biological are common in older ships (leaking pipes, rusting equipment and hull) or when bilge treatment systems have not been operated regularly.

Ensure that dangerous and hazardous goods such as diesel oil and gasoline are stored properly and have warning signs;

Post prohibition signs for waste disposal into the river;

Put garbage bins at various relevant locations on board;

Put oil drums to collect used oil and other harmful liquids and make provisions to limit the impact of (small) oil spills resulting from leaks;

Dispose hazardous wastes in authorized disposal facilities;

All construction waste in the site will be collected in bins and will be transported to the designated garbage sites at least twice per week;

Domestic waste shall be transported to the approved refuse disposal site in covered containers or trucks;

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Metal waste could be collected by a contract buyer;

Areas designed for fuel transfer (truck to vessel) for bunkering or cargo operations, or considering waste, require additional provisions and equipment to prevent oil spills including drip trays, drums with lids to collect oil contaminated rags, contaminated saw dust as well as drums to collect small amounts of cargo (gasoline, oil) that ends up in the drip tray when connecting or disconnecting the cargo hose.

b. Carriage and Handling of Dangerous Goods

DWIR shall:

Located the Dangerous Goods in a place so that management and/or security personnel may keep them under continuous observation;

Dangerous goods cargo areas should have separate areas with all necessary facilities appropriate to the hazards emanating from the cargoes that are stored. Where appropriate these facilities should include separate ventilation, drainage, fire resistant walls and ceilings.

Dangerous cargo areas should be so constructed that in case of emergency, adequate access is provided for handling equipment, emergency services, etc.

Adequate emergency facilities should be provided. These facilities should be appropriate to the hazards of the dangerous cargoes to be stored/handled.

Special areas for damaged dangerous cargoes and waste contaminated with dangerous goods should be provided. These areas should be covered, have a sealed floor or ground, separate drainage systems with shut-off valves, sumps or basins and means to discharge contaminated water to special facilities in order to safeguard the port area and the environment.

The port operator should ensure that areas where packaged dangerous goods or cargo transport units are kept are properly supervised and all packages and cargo transport units are regularly inspected for leakage or damage. Any leaking package or CTU should only be handled under supervision of a responsible person.

All cargo handling equipment for dangerous goods should be of an approved type, properly maintained and tested in accordance with national requirements.

Adequate lighting should be provided to all areas and access ways where dangerous goods are stored or handled.

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Annex 6: Breakdown of Dredging and Mobilization Costs

A/ FUEL AAND OIL CONSUMPTION OF MAIN DREDGERS AND SPLIT-BARGES

Consumption Backhoe Dredger-1 (BD.1) DURING DREDGING ACTIVITIES

Consumption Backhoe Dredger-3 (BD.3)DURING DREDGING ACTIVITIES

Dredge Volume in m3 53,946 Dredge Volume in m3 53,945

Hours running @ 80m3/hr 674 Hours running @ 80m3/hr 674

rounded 674 rounded 674

Fuel Oil consumption in GL @ 13.5 GL/hr 9,099 Fuel Oil consumption in GL @ 14 GL/hr 9,436

Engine Oil consumption in main engine GL @1/3 hrs*310/3400

20 Engine Oil consumption in main engine GL @1/3 hrs*340/3400 22

Engine Oil consumption in generator GL @ hrs*78/3400 15 Engine Oil consumption in generator GL @ hrs*54/3400 11

Engine Oil consumption in Backhoe GL @ hrs*173/3400 34 Engine Oil consumption in Backhoe GL @ hrs*188/3400 37

Hydraulic Oil consumption in GL @ hrs*0.02 13 Hydraulic Oil consumption in GL @ hrs*0.02 13

Grease for Dredger @ hrs*0.71 479 Grease for Dredger @ hrs*0.71 479

Consumption of Split Barges 1 (2,3,4)DURING DREDGING ACTIVITIES

Consumption Backhoe Dredger-1 FOR MOBILIZATION PAKOKKU - MANDALAY - PAKKOKU

Dredge Volume in m3 107,891 Distance between Pakkoku - Mandalay 103

Total Transport numbers @ 140m3/hr 771 Total time hrs @ 5mile/hr 21

Total working time @ 771*45 min/No 578 Fuel Oil consumption in GL @ 14.5GL/hr 305

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Fuel Oil consumption in GL @ 17.3 GL/hr 9,999 Engine Oil consumption GL @hrs*310/3400 2

Engine Oil consumption in main engine GL @1/3 hrs*(2*185)/3400

63 Distance between Mandalay-Pakokku 103

Engine Oil consumption in generator GL @ hrs*78/3400 11 Total time hrs @ 6mile/hr 17

Hydraulic Oil consumption in GL @ hrs*0.02 12 Fuel Oil consumption in GL @ 14.5 GL/hr 247

Engine Oil consumption GL @hrs*310/3400 2

Consumption Backhoe Dredger-3 FOR MOBILIZATION PAKOKKU - MANDALAY - PAKKOKU

Consumption Split Barges (2,3,4) FOR MOBILIZATION PAKOKKU - MANDALAY - PAKKOKU

Distance between Pakkoku - Mandalay 103 Distance between Pakkoku - Mandalay 103

Total time hrs @ 5mile/hr 21 Total time hrs @ 6mile/hr 17

Fuel Oil consumption in GL @ 15.5GL/hr 326 Fuel Oil consumption in GL @ 17.3GL/hr* 3barges 882

Engine Oil consumption GL @hrs*340/3400 2 Engine Oil consumption GL @hrs*370/3400 * 3 barges 6

Distance between Mandalay-Pakokku 103 Distance between Mandalay-Pakokku 103

Total time hrs @ 6mile/hr 17 Total time hrs @ 7mile/hr 15

Fuel Oil consumption in GL @ 15.5 GL/hr 264 Fuel Oil consumption in GL @ 17.3GL/hr* 3barges 780

Engine Oil consumption GL @hrs*340/3400 2 Engine Oil consumption GL @hrs*370/3400 * 3 barges 6

TOTALS A/

Total units Unit prices in Kyat unit Totals in Kyat

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Total Fuel oil in GL 31,336 2,650 1 Gal

83,041,682

Total Engine oil in GL 234 12,000 1 Gal

2,808,000

Total Hydraulic oil in GL 38 12,000 1 Gal

456,000

Total Grease in PD 958 2,500

1 Pound

2,393,832

TOTAL 88,699,514

AYEYARWADY INTEGRATED RIVER BASIN MANAGEMENT … · Executive Summary PMU-AIRBM has prepared this...

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