CLIMATE CHANGE AND INFASTRUCTURE

IN BANGLADESH
INFORMATION BRIEF

Photo: IUCN / Abdul Quayyum

KEY POINTS

• The consequences of damage due to • These impacts are both short term and
climate change to road and rail long term. This paper highlights these
infrastructures have negative impacts on impacts and suggests appropriate
all economic activities, transportation, adaption mechanisms to address these
income and livelihood of the affected issues.
population. The vulnerability of
Bangladesh’s infrastructure, the national • This paper also looks at existing policy,
economy, and the welfare of the people and suggests areas requiring increased
will increase if existing infrastructure is research and action.
not well maintained and if proper
adaptation measures are not undertaken.
 INTRODUCTION measure. Smart adaptation also involves utilizing
“green infrastructure” and “no regret” measures as much
Climate Change is no longer something to happen in as possible.
the future; it is happening now. Bangladesh is one of the
countries expected to be worst affected by Climate In the past decades, Bangladesh has considerably
Change. The combination of frequent natural disasters, developed its rural infrastructure. This includes district,
high population density and low resilience to economic regional and national roads and inter-district railway
shocks, make Bangladesh very vulnerable to climatic lines (including bridges and stations). These
risks. The Government of Bangladesh is very much investments have made a major contribution to
concerned about this. Ensuring infrastructure is alleviating rural poverty.1 Other important rural
well-maintained, fit for purpose and able to withstand infrastructures include electricity pylons, poles and
climate change impacts is one of the six pillars of the wires, telecommunication towers and cables, flood
country’s Climate Change Action Plan. embankments and cyclone shelters, irrigation and
drainage systems, water and gas supply system.
This policy paper describes the main climate change Important buildings in rural areas include: factories and
impacts on rural infrastructure of Bangladesh. The industries, power stations, schools and clinics,
paper focuses on the roads and railways networks and administrative buildings, etc. This policy brief discusses
describes possible adaptation options. The objective of issues related to rural roads and rail lines as these are
this document is to explore how adaptation issues the main infrastructures in rural areas. Other
might be considered in transportation planning, infrastructures in rural areas are discussed in separate
project development, operations and maintenance and policy briefs, e.g., the policy brief on the water sector
what are the parameters and technical requirements to addresses issues related to flood embankments, water
support feasible and effective climate change supply, etc.
responses. This document has been prepared for policy
makers and infrastructure planners. Paved
Unpaved
250,000
Due to climate change, the road and rail network will
suffer from increased flood and erosion damage,
200,000
Longth of Road (km)

increased fatigue damage (due to exposure to extreme

temperatures), increased obstructions by debris after
150,000
cyclones and storm surges and salinity impacts in
coastal areas. As a result, the repair, operations and 100,000
maintenance costs of rural infrastructure will increase
due to the impacts. Also, costs of new infrastructure 50,000
projects will increase due to higher design standards
required to climate proof the new investments. 0
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Roads and Highways Department, LGED, and

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Bangladesh Railway need to implement climate change

adaptation measures smartly. For existing Figure: Total Road Length by Different Types in Bangladesh (2007)2
infrastructure, smart adaptation involves identifying
key vulnerable locations, evaluating effectiveness of As shown in the figure above, the majority (over 60%) of
various adaptation options including consulting with road length in rural Bangladesh consists of zilla (district)
local stakeholders, implementing the selected roads. Therefore, this road category is likely to be
adaptation option efficiently and continually impacted by climate change the most.
monitoring the performance of the adaptation

1
Khandker, S.R., Bakht, Z. and Koolwal, G.N. (2006). The Poverty Impact of Roads-Evidence from Bangladesh, World Bank and Bangladesh Institute of
Development Studies.
2
Source: [Link]

02
IMPACTS OF CLIMATE CHANGE ON Indirect Impacts
INFRASTRUCTURE
• Use of road and rail embankments by people
affected by increased natural disasters, such as
Climate change will exacerbate many of the current
floods.
problems and natural hazards the country faces. Floods,
droughts, tropical cyclones and storm surges are likely • Decrease in maintenance funds due to
to become more frequent and severe in coming years. re-allocation of central budget for other needs,
The changes will threaten the significant achievements, e.g., disaster relief, ensuring food security, etc.
Bangladesh has made over the last 20 years and it will • Increased usage of groundwater, due to lack of
make it difficult to achieve the Millennium surface water in the dry season, can lead to
Development Goals. According to IPCC’s 4th localized subsidence that can damage roads
Assessment Report, global warming will result in sea and railways.
level rises between 0.18 and 0.79 meters.3 This has
major implications for coastal infrastructure in relation
• As the impacts of climate change are felt, the
demands on the rural infrastructure can shift
to storm surges and salinity intrusion.
to less impacted or less vulnerable areas.
Direct Impacts
As mentioned in the 2005 NAPA, in the future, more
roads and rail lines can impede natural drainage in the
• There will be more days with extreme
flood plains, worsening the impact of increased floods
temperatures (hot and cold) compared to the
caused by climate change.4 River flooding is a
past, which will cause existing road surfaces
widespread concern. Extreme temperature issues are
and materials used in railway system (tracks,
expected mainly in the northwest region. Flash floods
signals, etc.) to be worn down more quickly.
may increase in the northeast and southeast regions.
• There will be monsoon days with more intense Near the coast, one can expect salinity, storm surges
rainfall, which will also cause existing roads and cyclone impacts to increase.
and rail tracks to weaken.
• Increased rainfall will lead to more river floods
and flash floods that can damage roads and rail RESULTANT IMPACT AND ECONOMIC LOSSES
lines, including erosion of the embankment on
which these infrastructures are located. Future climate change induced high intensity events
pose huge threats to existing physical infrastructure.
• Increased high winds from more frequent and
Damage to highways due to flood alone is estimated to
more intense cyclones can cause debris (like
be around 1,011 and 3,315 kilometres by the year 2030
trees and electricity poles) to damage and
and 2050, respectively. The corresponding damage to
block roads and rail lines.
embankments is estimated to be about 4,271 and
• More intense cyclones will lead to higher 13,996 km by the year 2030 and 2050, respectively.5
storm surges that can cause damage to roads
and rail tracks and their embankments in In a recent study, it was estimated that increased storm
coastal areas. surges and growth in the road network, will lead to
• Exposure to saline water from storm surges additional damages of around $239.5 million to roads,
and flooding by saline river water can cause bridges, culverts, etc and a loss of about $52.7 million in
damage to road surfaces and rail tracks. road infrastructures.6 These estimates are based on
repair and damage costs from the 2007 Sidr cyclone.

3
IPCC. (2007). Climate Change 2007: Impacts, Adaptation and Vulnerability: Summary for Policymakers. Working Group II Contribution to the Intergovern-
mental Panel on Climate Change Fourth Assessment Report. IPCC, Geneva.
4
MoEF. (2005). National Adaptation Programme of Action (NAPA), Ministry of Environment and Forests, Government of the People's Republic of
Bangladesh, Dhaka, Bangladesh. xvi + 63 pp.
5
Climate Change Cell. (2009). Economic Modeling of Climate Change Adaptation Needs for Physical Infrastructures in Bangladesh. Climate Change Cell,
DoE, MoEF; Component 4b, CDMP, MoFDM. Month 2009, Dhaka.
6
Dasgupta, S., Huq, M., Khan, Z.H., Ahmed, M.M.Z., Mukherjee, N., Khan, M.F., Pandey, K. (2010). Vulnerability of Bangladesh to Cyclones in a Changing
Climate: Potential Damages and Adaptation Cost\ Policy Research Working Paper, 5280, World Bank.

03
 Apart from the direct damages to infrastructure caused with high concentration of carbon, e.g., forest areas,
by climate change, there is also loss of revenue organic rich soils, etc. If this cannot be avoided, then the
(particularly for Bangladesh Railway), cost overruns in carbon lost should be offset by increasing carbon
implementing existing projects, and socio-economic stores in other areas, e.g., by planting trees.
impacts on staff, premises, coolies (porters), station
vendors, etc. during extreme weather events. These In the long term, encouraging more passenger and
temporary impacts can add up to be a significant issue. goods transport by train can reduce overall carbon
emissions from the transport sector. This will require a
In the face of future climate pressures, damage to policy shift and increased investments in the railway
infrastructure is expected to increase significantly. system.
Impacts to infrastructure which previously remained
unscathed by harsh weather conditions indicate that Another way to mitigate climate change is to promote
existing structures are increasingly vulnerable to decentralized development throughout the country.
changing climate. This will lead to less transport demand to and from
Dhaka, which will reduce carbon emissions from
excessive travel using rural infrastructure.
MANAGING CLIMATIC HAZARDS
Adaptation
Mitigation
Due to proactive steps by national and international
The government has highlighted mitigation of climate
politicians, Bangladesh is now in the international
change by reducing reliance on fossil fuels and
spotlight in relation to adverse impacts of Climate
encouraging the removal of Greenhouse Gases from
Change. Therefore there is an international effort to help
the atmosphere as one of the pillars of its Climate
Bangladesh adapt to the impacts. Climate change
Change Action Plan.7,8 There is scope for incorporating
adaptation measures aim to reduce the severity of
mitigation measures in existing and new infrastructure.
impacts on infrastructure and to improve planning and
For example, to protect embankments carrying roads
risk management to prevent and respond to climate
and railways, trees and other appropriate vegetation
change effects. Adaptation measures can be physical
can be planted to prevent erosion and weakening of
projects (like strengthening road embankments) or
the embankment. These plants will help remove carbon
non-physical initiatives (like research, policies and
dioxide from the atmosphere and thus contribute to
educational programmes). However, in the Infrastructure
the mitigation effort. This type of mitigation measure
theme of Bangladesh’s Climate Change Action Plan,
can also be a “win-win” investment as it provides other
there are no specific adaptation programs for rural roads
benefits, such as birds and other animals can make
and rails. The following table 1 summarizes adaptation
homes in the trees. Another mitigation measure is to
needs for each type of climate change impact.
restrict development of new infrastructure in areas

Table 1: Adaptation Measures for Infrastructure

Climate Change Impact Adaptation Measure Additional Requirements

Extreme temperatures Use stronger materials Research and technology

transfer

More intense rainfall Use stronger materials Modelling studies Improve

Improve surface drainage capacity design and construction
Increase pumping capacity at high value sites and standards & codes
critical infrastructures
Traffic information system for the public

7
MoEF. (2008). Bangladesh Climate Change Strategy and Action Plan 2008. Ministry of Environment and Forests, Government of the People's Republic of Bangladesh,
Dhaka, Bangladesh. xvi + 68 pp.
8
MoEF. (2009). Bangladesh Climate Change Strategy and Action Plan 2009. Ministry of Environment and Forests, Government of the People's Republic of Bangladesh,
Dhaka, Bangladesh. xviii + 76 pp.

04
 Climate Change Impact Adaptation Measure Additional Requirements

More river flooding Raise embankments Modelling studies

Stronger erosion protection for embankments
(geo-textiles)
Increase lead-time for flood forecasting system
Increase pumping capacity at high value sites and
critical infrastructures
Increase river conveyance capacity
Increase capacity of drainage structures (culverts,
regulators, bridges, etc.)
Traffic information system for the public

Debris damage and blockage Use stronger material Research, training and
Improver storm and flood warning system technology transfer
Employ emergency response team in key districts

Storm surges Raise embankments Modelling studies

Stronger erosion protection for embankments
Increase river conveyance capacity
Traffic information system for the public

Saline intrusion Improve embankment protection Integrated water resources

Augment dry season river flows management

Refugees during disasters Improve early warning systems Modelling studies

Increase shelter capacities
Traffic information system for the public

Localized subsidence Improve monitoring system Training

FINANCING ADAPTATION IN THE Khulna Power Company Limited was financed by

INFRASTRUCTURE SECTOR International Finance Corporation of the World Bank
(IFC). Additionally, IFC, ADB, NORFUND, DEG and EIB
Infrastructure financing will require billions of dollars have played key roles in financing telecom and large
(Table 2). Structuring financing will need commitment manufacturing setups in Bangladesh. There has also
from 3 main stakeholders: the private sector, the public seen interest among export credit agencies like ECGD
sector and the international development partners. The of UK, Coface of France and Hermes of Germany for
focus should be to encourage public-private implementing projects in Bangladesh. Bangladesh can
partnership, both local and foreign and to ensure that also look to Middle East and Asia to tap the Islamic
the right economic and monetary incentives are liquidity pool for financing infrastructure projects.
created for all parties, so that they remain committed
and engaged. In this regards, it is crucial to engage Private equity firms also invest in infrastructure
experienced professional teams in the early planning development. However equity investors are generally
stages of the financing structure. The business motivated by the GDP growth prospects, government
community will be supportive of any initiative to stability, transparency of pricing regime, and credit
resolve the infrastructure crisis. Local capital markets quality of major off-taker.
can also channel domestic liquidity to an extent if the
transaction is structured properly. Donor agencies and development partners can also
focus on capacity building among civil bureaucracy, for
There are several bi-lateral and multi-lateral improving their understanding about project
development agencies that have been focusing on economics and execution. In a country like Bangladesh,
infrastructure development finance in Bangladesh. For where there is an acute shortage of power and other
example, the successful Independent Power Plant infrastructural facilities, ensuring transparency,
financing of Meghnaghat Power was supported by execution support capability and corporate
Asian Development Bank (ADB) and the Infrastructure governance can significantly improve the chances of
Development Company Limited (IDCOL). Similarly, successful implementation of projects.

05
 Table 2: Estimated Amount of Foreign Investment Required for Infrastructure (Source: LCG 20109)

Department/Organization No. of Projects Foreign assistance to be required during 6th 5-Yr

Plan period (in billion US$)
Bridges Division 4 3.629

MOS/BIWTA 7 4.178
RHD 23 1.918
LGED 13 1.524
BR 26 3.572

DCC 3 0.47
BRTA 3 0.046

BRTC 8 0.428
MOCAT 1 7.14

Total 88 23.085

The government needs to encourage the development construction, and rehabilitation and
of insurance products by the private insurance industry, maintenance was prepared for future
such as weather derivatives, catastrophe loss bonds, development and expansion of road network
underwriting of national insurance programmes, etc. in line with the regional connectivity. Creation
Initially, the government can subsidize insurance of a ‘Road Fund’ is awaiting approval of the
premiums, so that it is affordable to most businesses government;
and people. Also, insurance policies can include the
• A 20-Year Strategic Transport Plan (STP) for
development of adaptation strategies and policies as
greater Dhaka;
eligibility criteria. Further discounts in premiums can be
obtained with evidence of effective adaptation • A Rural Road Master Plan (2005) is being
measures put in place. followed by LGED, which includes the
elements of strategic planning for rural road
construction, rehabilitation and maintenance
POLICY AND INSTITUTIONAL ARRANGEMENTS and resources requirements for 2005 to 2025;
• 20-year Railway Master Plan is in the final
In Bangladesh, there are already several good policies stages of preparation.
and plans for developing robust and balanced rural road
and railway networks that can provide a high degree of There is not sufficient attention given to climate
mobility, accessibility and safety.10 These include: change adaptation in the above policies and plans. Also
there needs to be better integration between transport
• National Land Transport Policy11 approved in 2004; policies with other national policies such as the
• Draft Integrated Multi-modal Transport Policy12 National Water Policy. Furthermore, there are no specific
(IMTP) which covers all transport modes; adaptation programs for rural roads and rail lines in the
Infrastructure theme of Bangladesh’s Climate Change
• Bangladesh Road Master Plan (RMP) 2007 Action Plan. This needs to be addressed in future
which provides a physical plan for new road updates of the Action Plan.

9
LCG. (2010). Development Strategies, Governance and Human Development, Bangladesh Development Forum Meeting 2010, Local Consultative Group.
10
Ibid.
11
Ministry of Communication. (2005). National Land Transport Policy, Government of the People’s Republic of Bangladesh.
12
World Bank. (2009). Bangladesh Transport Policy Note, Draft Final, Transport Unit, Sustainable Development Department, South Asia Region.

06
Institutional Arrangement for Tackling Climatic Bangladesh has undertaken a number of significant
Havoc (Current and Future Responses of Associated projects and achieved several milestones in the area of
Institutions) climate change.14

The Climate Change Unit, under the Ministry of • Signed the UNFCCC on 09.06.1992 and ratified
Environment and Forest, is the main government organ it on 15.04.1994;
administering projects financed by the Climate Change
• Accessed the Kyoto Protocol on 21.08.2001;
Trust Fund. The Roads and Highways Department (RHD)
is a lead infrastructure network development agency, • Participated in the US Climate Change Country
which has already established a corridor based road Study Program and prepared its emission
network throughout the country. RHD is also responsible inventory and vulnerability assessment in 1994;
for the operation and maintenance of an extensive ferry • Participated in the Asia Least Cost Green
system which is being gradually replaced with bridges. House Gas Abatement Strategy (ALGAS) Study
The Local Government Engineering Department (LGED), in 1995-98. The ALGAS study included the
since preparation of rural development strategy in 1985, formation of the national GHG abatement
has been developing the farm to market roads and has strategies consistent with national
made significant progress in this sector. Bangladesh development priorities, and preparation of
Railway (BR), a state-run transportation agency of the portfolio of GHG abatement projects;
country, has approximately 2,835 km rail lines with 440
stations, 286 locomotives, 1,503 coaches and 10,226 • Submitted its first National Communication to
wagons.13 the UNFCCC in 2002. Bangladesh has taken up
a project titled Bangladesh: Climate Change
National Policy and International Policy Responses Enabling Activity “Self Assessment Exercise” as
to Climate Change a first step to prepare its Second National
Communication in the near future;
Bangladesh Government is fully committed to take all • Completed a National Adaptation Programme
measures so that climate change is managed in a way of Action (NAPA) and submitted it to the
that the people are fully protected from its adverse UNFCCC in November 2005.
impacts. There are several policy response options that
relate to climate change. Direct policy responses Under the Clean Development Mechanism Bangladesh
include addressing vulnerability to climate variability has established a two tier Designated National
and extreme events through disaster risk reductions Authority (DNA). The tiers are National CDM Board and
and management schemes; and mainstreaming climate National CDM Committee. The DNA so far has approved
change into sectoral plans and national policies. This four projects in waste and energy sectors of
has been done through the Bangladesh Climate Bangladesh.
Change Strategy and Action Plans 2008 and 2009 and
the National Adaption Programmes of Action 2005 and The UNFCCC is an international treaty that came out of
2008. Indirect policy responses include: reducing the United Nations Conference on Environment and
vulnerability through poverty alleviation, employment Development (UNCED), informally known as the Earth
generation, crop diversification, etc. Improving Summit, held in Rio de Janeiro in 1992. The UNFCCC
infrastructure is one of the main mechanisms for addresses what can be done to reduce global warming
reducing vulnerability to climate change impacts. and to cope with whatever temperature increases are
inevitable.
Bangladesh has a Participatory Disaster Management
Programme (PDMP) with a focus on disaster Technology transfer is an essential component of the
management and prevention, and also adaptation to UNFCCC negotiations and Bangladesh must be
climate change. Other national policies of relevance to prepared in order to maximise the benefits associated
climate change include: The National Water Policy with technology transfer. The correct infrastructure and
(NWP), announced in 1999, followed by the National policy environment needs to be put in place in order to
Water Management Plan (NWMP) in 2001. facilitate technology transfer and barriers minimised as

13
Bangladesh Railyway Website, [Link]
14
Huq S. and Ayers J. (2008). Climate Change Impacts and Responses in Bangladesh. Policy Department Economic and Scientific Policy, European Union (EU).

07
far as possible. Some of the critical elements required CONCLUSION AND RECOMENDATIONS
for successful technology transfer are as follows:
• The technology must be needs driven and The consequences of damages to road and rail
adaptable to local conditions. infrastructures have negative impacts on economic
activities, transportation, income and livelihood of the
• Life cycle management and full cost affected population. The vulnerability of Bangladesh’s
accounting is essential to ensure sustainability.
infrastructure, the national economy, and the welfare of
• Ownership by users required. the people will increase if existing infrastructure is not
• Support infrastructure is required. well maintained and if proper adaptation measures are
not undertaken.
One of the main barriers to technology transfer is the
high initial capital costs of many climate friendly It is recommended that a computer based Management
technologies. In addition, there are a number of Information System (MIS) is built for rural infrastructure
institutional and information barriers which the to help monitor the impacts of Climate Change.
Government has to address before the deployment of
climate friendly technologies will become more Infrastructure construction codes and standards need
widespread. These additional barriers include: to be improved so that new investments are “climate
proofed”. Action needs to be taken now as the
• Limited number of skilled human and construction industry, building codes and standards
organizational resources needed to plan and change slowly. Professional bodies should be legislated
manage the environment and operations to guide these changes, with guidance and assistance
involved in the use of technologies. from international bodies (such as the International
Standards Organization).
• Low technical capability of human resources
to operate and maintain at reasonably efficient
levels.
• Lack of a system of innovation that would
allow maintaining or increasing high efficiency
levels through incremental technical and
organizational changes.

Ministry of Environment and Forests

Government of the People’s Republic of Bangladesh

Financial Support: DFID and DANIDA

Embassy of Denmark