Technical Assistance Consultant’s Report

FINAL REPORT VOLUME IV: ENVIRONMENTAL IMPACT ASSESSMENT REPORT (ADB GUIDELINES)

Project No.: TA NO.7154 - VIE June 2011

Socialist Republic of Vietnam: Feasibility Study on the GMS Ha Noi – Lang Son Expressway

Project

Prepared by

Oriental Consultants Co., Ltd.

ORICONSUL In association with Mott MacDonald Limited

Asia Pacific Engineering Consultants

For Asian Development Bank

Environmental Impact Assessment Report

Environmental Impact Assessment Project number: 41414-01 June 2011

Socialist Republic of Viet Nam: Greater Mekong Subregion Ha Noi – Lang Son Expressway Project

Prepared by Vietnam Expressway Corporation (VEC) for the Asian Development Bank (ADB).

The environmental impact assessment is a document of the borrower. The views expressed herein do not necessary represent those of ADB’ Board of Director, Management, or staff, and may be preliminary in nature.

CURRENCY EQUIVALENTS (As of May 21st, 2011) Currency Unit – dong (D) D1.00 = $0.000051 $1.00 = D 20,893

ABBREVIATIONS

ADB - Asian Development Bank AP - Affected Person BOD - Biochemical Oxygen Demand Ministry of Natural Resources and Environment BTNMT - (MONRE) CAO - Compliance Advisor Ombudsman CARB - Compensation and Resettlement Board CE - Critically Endangered CEM - Committee for Ethnic Minorities CFF - Communal Fatherland Front CO - Carbon Monoxide COD - Chemical Oxygen Demand CPC - Communal People’s Committee CSC - Construction Supervision Consultant DARD - Department of Agriculture and Rural Development DARD - Department of Agriculture and Rural Development DD - Data Deficient DMS - Detailed Measurement Survey DO - Dissolved Oxygen DOF - Department of Finance DOH - Department of Health DOJ - Department of Justice DOLISA - Department of Labor, Invalids and Social Affair DONRE - Department of Natural Resources and Environment DOT - Department of Transport DPC - District People’s Committee DPI - Department of Planning and Investment EA - Executive Agency EIA - Environmental Impact Assessment EM - Ethnic Minority EMA - External Monitoring Agency EMDP - Ethnic minority Development Plan EMP - Environmental Management Plan EN - Endangered ES - Environmental Specialist FFC - Fatherland Front Committee FS - Feasibility Study GDP - Gross Domestic Product GMS - Greater-Mekong-Subregion GOV - Government of Vietnam GRM - Grievance Redress Mechanism GZAR - Guangxi Zhuang Autonomous Region Human Immunodeficiency Virus/Acquired Immune HIV/AIDS - Deficiency Syndrome HNLS - Hanoi-Langson Expressway Project IC - Interchange

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IFC - International Finance Corporation IMBOC - Investment Monitoring Board of Community IOL - Inventory of Losses IRP - Income Restoration Program LEP - Law on Environmental Protection LR - Lower Risk LURC - Land Use rights certificate MARD - Ministry of Agriculture and Rural Development MC - Monitoring consultant MOF - Ministry of Finance MOLISA - Ministry of Labor, Invalids and Social Assistance MONRE - Ministry of Natural Resources and Environment MOST - Ministry of Science and Technology MOT - Ministry of Transport MPI - Ministry of Planning and Investment NGO - Non-Government Organization NH1 - National Highway 1 NO2 - Nitrogen Dioxide NTP - Notice to Proceed O/M - Operation and Maintenance OC - Oriental Consultants PAPs - Project Affected Peoples PFS - Pre-Feasibility Study PIU - Project Implementation Unit Particulate Matter (less than or equal to 10 PM10 - micrometer) PMT - Project Management Team PMU1 - Project Management Unit 1 PPC - Provincial People’s Committee PRC - People’s Republic of China QCVN - Technical Regulation of Vietnam RCS - Replacement Cost Study Resettlement and Ethnic Minority Development REMDP - Plan ROW - Right-of-Way RP - Resettlement Plan SAVHs - Severely Affected and Vulnerable Households SEIA - Summary Environmental Impact Assessment SES - Socio-economic Survey SO2 - Sulfur Dioxide SRU - Social/Resettlement Unit SS - Suspended Solids TA - Technical Assistance TCVN - Standard of Vietnam TSP - Total Suspended Particulates TSP - Total Suspended Particulates USD - United States Dollars Vietnam Association for Conservation and VACNE - Environment Vietnam Association for Environmental Impact VAFEIA - Assessment VEC - Vietnam Expressway Corporation VND - Vietnamese Dong VOC - Volatile Organic Compound VU - Vulnerable VUSTA - Vietnam Union of the Science and Technology

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Association VWU - Vietnam Women’s Union

WEIGHTS AND MEASURES

ha - hectare km - kilometer km2 - square kilometer m - meter m2 - square meter m3 - cubic meter NOTE In this report, “$” refers to US dollars.

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TABLE OF CONTENTS

A. EXECUTIVE SUMMARY ...... 1 I. Introduction ...... 1 II. Policy, Legal, and Administrative Framework ...... 3 III. Description of the project ...... 4 IV. Description of the Environment ...... 4 V. Anticipated environmental impacts and mitigation measures ...... 6 VI. Analysis of Alternatives ...... 10 VII. Information disclosure, consultation and participation n ...... 11 VIII. Grievance redress mechanism ...... 11 IX. Environmental management plan ...... 12 X. Conclusion and recommendation ...... 13 B. POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK ...... 14 I. National Legal Regulations ...... 14 II. ADB Environment Policy ...... 14 III. International Conventions ...... 14 C. DESCRIPTION OF THE PROJECT ...... 15 I. Project rationale ...... 15 II. Project location ...... 15 III. Project information...... 20 IV. Description of project phases ...... 21 D. DESCRIPTION OF THE ENVIRONMENT ...... 23 I. Physical resources ...... 23 II. Ecological Resources ...... 56 III. Economic development ...... 64 IV. Social and Cultural Resources ...... 82 E. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ...... 97 I. Impacts during pre-construction ...... 97 II. Impacts during construction ...... 104 III. Impacts during operation ...... 118 F. CUMULATIVE IMPACTS OF THE HANOI – LANGSON EXPRESSWAY PROJECT ... 145 I. Background to the Project ...... 145 II. Overview of the methodology ...... 145 III. Induced impact: CO2 emission during the construction ...... 151 IV. Cumulative impacts on soils ...... 154 V. Indirect impacts on flora and fauna ...... 154 VI. Indirect impacts on water ...... 154 VII. Cumulative impacts due to land acquisition ...... 154 VIII. Induced impacts: CO2 emission during operation ...... 155 G. ANALYSIS OF ALTERNATIVES ...... 156 H. INFORMATION DISCLOSURE, CONSULTATION AND PARTICIPATION ...... 181 I. Information disclosure ...... 181 II. Consultation and Participation ...... 181 H. GRIEVANCE REDRESS MECHANISM ...... 184

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I. Introduction ...... 184 II. Proposed Grievance Redress Mechanism (Environmental) for the Project ...... 186 J. ENVIRONMENTAL MANAGEMENT PLAN ...... 194 I. Introduction ...... 194 II. Summary of potential environmental impacts ...... 194 III. Environmental monitoring plan ...... 209 IV. Institutional requirements ...... 213 V. Environmental capacity building ...... 214 VI. Detailed cost estimates...... 214 K. CONCLUSION AND RECOMMENDATION ...... 216 REFERENCES ...... 217

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LIST OF TABLES

Table A-1: List of persons carrying out environmental fieldworks ...... 3 Table C-1: List of provinces, districts, and communes crossed by the expressway ...... 16 Table D-1: Ambient air quality and noise monitoring locations ...... 23 Table D-2: Average temperature in Lang Son and Bac Giang from 2005 to 2009 ...... 24 Table D-3: Average temperature in Bac Ninh and Ha Noi from 2005 to 2009………………...24 Table D-4: Sunlight hours in Langson and Bacgiang from 2005 to 2009 ...... 25 Table D-5: Sunlight hours in Bacninh and from 2005 to 2009 ...... 25 Table D-6: Average humidity (%) in Langson, Bacgiang, and Bacninh from 2005 to 2009 .... 26 Table D-7: Average humidity (%) in Langson, Bacgiang, and Bacninh from 2005 to 2009 .... 26 Table D-8: Monthly averages of rainfall in Langson and Bacgiang from 2005 to 2009 ...... 27 Table D-9: Monthly averages of rainfall in Bacninh and Hanoi from 2005 to 2009 ...... 27 Table D-10: Average wind velocity in the project area (2005-2009) (m/s) ...... 28 Table D-12: Abnormal weather phenomena in Langson province ...... 29 Table D-13: Abnormal weather phenomena in Bacgiang province...... 29 Table D-14: Abnormal weather phenomena in Bacninh province ...... 30 Table D-15: Ambient air quality along the expressway alignment ...... 31 Table D-16: Noise Level in Selected Monitoring Stations ...... 32 Table D-17: Main types of soils of the districts in the project area ...... 33 Table D-18: List of rivers and streams crossing the expressway ...... 39 Table D-19: List of surface water monitoring locations ...... 41 Table D-20: Surface water quality along the expressway alignment ...... 42 Table D-21: List of groundwater monitoring locations ...... 43 Table D-22: Groundwater quality along the expressway alignment ...... 44 Table D-23: Main geological regions traversed by the expressway ...... 52 Table D-24: Biodiversity of the expressway project ...... 57 Table D-26: Development of industry in Bac Giang province ...... 64 Table D-27: Main Rivers run across Bac Ninh province ...... 67 Table D-28: National and provincial highways in the area ...... 70 Table D-29: Land use of the project ROW (ha)...... 72 Table D-30: Lang Son land use in the year 2008 ...... 72 Table D-31: Bac Giang: Land use in the year 2008 (as of 31 December) ...... 73 Table D-32: Land use in Year 2008 in district/city/town of Bac Ninh (ha) ...... 74 Table D-34: Land use of the project communes ...... 74 Table D-35: Value of agricultural production in 2010 in Bac Giang ...... 80 Table D-36: Planted area and production of paddy in the period 2004 – 20008 of Gia Lam district in Ha Noi city ...... 82 Table D-37: Lang Son: Administrative unit, area of natural land, average population and population density for the year 2008 by district/City/Town (31/12/2008) ...... 82 Table D-38: Bac Giang: Administrative unit, area of natural land, average population and population density for the year 2008 by districts/City/town (11/12/2008) ...... 83 Table D-39: Administrative unit, area of natural land, average population and population density for the year 2008 by district/City/Town ...... 83 Table D-40: Population of the project communes (year 2010) ...... 84 Table D-41: Average population in the period 2004 – 2008 of affected districts/communes in Ha Noi city (thousand peoples) ...... 85 Table D-42: Birth rate in the period 2004 – 2008 of affected districts in Ha Noi city (o) ...... 85 Table D-43: Death rate in the period 2004 – 2008 of affected districts in Ha Noi city (o) .... 85 Table D-44: Natural population growth rate in the period 2004 – 2008 of affected districts in Ha Noi city (o) ...... 85 Table D-45: Lang Son: Medical hospitals and clinics in the province ...... 86 Table D-46: Lang Son: Number of public medical facilities in the province in year 2008 ...... 86 Table D-47: Medical hospitals and clinics in the province ...... 86

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Table D-48: Bac Giang: Commercial health stations by district ...... 87 Table D-49: Medical hospitals and clinics in the Province ...... 87 Table D-50: Lang Son: Number of schools of general education in the school year (Schools) ...... 88 Table D-51: Lang Son: Number of pupils per district in school year 2008 - 2009 ...... 88 Table D-52: Bac Giang: Number of schools of general education in school year 2008-2009 89 Table D-53: Bac Ninh: Number of schools by district/city/under town (school)...... 89 Table D-54: Bac Ninh: Number of higher education schools ...... 89 Table D-55: Lang Son: Average population by sex and by area of residence (persons) ...... 90 Table D-56: Lang Son: Birth rate, death rate and natural growth rate of population (%) ...... 90 Table D-57: Lang Son: Average urban population by district/city under province (persons) .. 90 Table D-58: Lang Son: Employees by kind of economic activity (persons) ...... 90 Table D-59: Average urban population by district (persons) ...... 91 Table D-60: Bac Giang: Average rural population by district (persons) ...... 91 Table D-61: Bac Giang: Employees by kind of economic activity (persons) ...... 91 Table D-62: Bac Giang: Birth rate, death rate and natural growth rate of population (‰) ..... 92 Table D-63: Bac Ninh: Average population for the year 2008 by sex and by residence (persons) ...... 92 Table D-64: Bac Ninh: Employees by economic activity (persons) ...... 92 Table D-65: Bac Ninh: Birth rate by district (‰) ...... 93 Table D-66: Natural growth rate by district (‰)...... 93 Table E-1: Distribution of Land losses of affected communities and affected households per IOL ...... 99 Table E-2: Area (m2) of productive land used for annual crops ...... 103 Table E-3: Inventory of affected timber trees by IOL ...... 104 Table E-4: Inventory of affected perennial trees by IOL ...... 105 Table E-5: Summary of theoretical geometric attenuation coefficient, based on wave types ...... 107 Table E-6: Summary of published material attenuation coefficient, α ...... 107 Table E-7: Typical noise levels of principal construction equipment (dBA) at 15 meters (50 feet) ...... 108 Table E-8: List of locations prone to air pollution, noise and vibration ...... 109 Table E-9: Sections of the Hanoi – Langson expressway ...... 110 Table E-10: Overall assessment of ecological impacts of Hanoi – Langson expressway .... 115 Table E-11: Results of diffusion coefficients with distance z ...... 120 Table E-12: Model for air emission inventories and control ...... 120 Table E-13: Prediction of CO concentration (mg/m3) ...... 120 3 Table E-14: Prediction of NO2 concentration (mg/m ) ...... 122 3 Table E-15: Prediction of SO2 concentration (mg/m ) ...... 123 Table E-16: Prediction of TSP concentration ...... 125 Table E-17: Total GHG emissions of the expressway in 2015 ...... 131 Table E-18: Total GHG emissions of the expressway in 2017 ...... 132 Table E-19: Total GHG emissions of the expressway in 2018 ...... 132 Table E-20: Total GHG emissions of the expressway in 2020 ...... 133 Table E-21: Total GHG emissions of the expressway in 2026 ...... 133 Table E-22: Total GHG emissions of the expressway in 2036 ...... 134 Table E-23: Noise criteria for different land uses ...... 135 Table E-24: Prediction of noise levels in 2019 (dB (A)) ...... 135 Table E-25: Prediction of noise levels in 2026 (dB (A)) ...... 136 Table E-26: Prediction of noise levels in 2036 (dB(A))...... 137 Table F-1: Location of identified potential impact sources ...... 146 Table F-2: Types of Potential Impact Interactions and Indirect Impacts Identified ...... 149 Table F-3: Total materials required and equipments for the entire work ...... 151 Table F-5: Annual CO2 emission in target year (ton CO2/year) ...... 155 Table G-1: Check list of environmental considerations for alternative routes on Ha Noi – Lang son Expressway project (Section 1) ...... 158

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Table G-2: Check list of environmental considerations for alternative routes on Ha Noi – Lang son Expressway project (Section 2 and Section 3) ...... 162 Table G-3: Check list of environmental considerations for alternative routes on Ha Noi – Lang son Expressway project (Section 4 and Section 5) ...... 165 Table G-4: Check list of environmental considerations for alternative route on Ha Noi – Lang son Expressway project (Section 6 and Section 7) ...... 167 Table G-5: Comparison of the Alternative Alignments in Section 1 ...... 169 Table G-6: Comparison of the Alternative Alignments in Section 2 ...... 172 Table G-7: Comparison of the Alternative Alignments in Section 3 ...... 175 Table G-8: Comparison of the Alternative Alignments in Section 4 and Section 5 ...... 177 Table G-9: Comparison of the Alternative Alignments in Section 6 and Section 7 ...... 179 Table H-1: List of participants proposed for the second public consultation ...... 182 Table J-1: Summary of potential environmental impacts and mitigation measures ...... 195 Table J-2: Environmental quality monitoring plan ...... 210 Table J-3: Compliance Monitoring Plan ...... 211 Table J-4: Cost estimates for environmental quality monitoring plan ...... 214 Table J-5: Cost estimates for training program and operation of community monitoring board ...... 215

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LIST OF FIGURES

Figure C-1: Location map of the expressway project …………………………………………...19 Figure C-2: Typical cross section of the expressway and bridge section ...... 21 Figure D-1 : Soil map of the project area...... 35 Figure D-2: Map of air and noise monitoring locations for the 131-km section ...... 45 Figure D-3: Map of three air quality and noise sampling locations for the 30-km section ...... 46 Figure D-4: Map of surface water and groundwater monitoring locations for the 131-km section ...... 47 Figure D-5: Map of one surface water sampling location for the 30-km section ...... 48 Figure D-6: Topographical map of the project’s district/ cities across Hanoi – Langson Expressway ...... 50 Figure D-7: Geological map of the project’s districts/cities across Hanoi – Langson Expressway ...... 51 Figure D-8: Geology of section 1 of the HN-LS expressway...... 52 Figure D-9: Geology of section 2 of the HN-LS expressway...... 53 Figure D-10: Geology of section 3 of the HN-LS expressway ...... 54 Figure D-11: Geology of section 4 of the HN-LS expressway ...... 54 Figure D-12: Geology of section 5 of the HN-LS expressway ...... 55 Figure D-13: Geology of section 6 of the HN-LS expressway ...... 56 Figure D-14: Geology of section 7 of the HN-LS expressway ...... 56 Figure D-15: Map of forests at present time in the project districts/ cities along the Hanoi – Langson Expressway ...... 62 Figure D-16: Road master plan for Lang Son City towards 2020 ...... 69 Figure D-17: Land use along the Project related Districts and Cities ...... 77 Figure E-1: Changes in community interactions due to the expressway construction ...... 98 Figure E-2: Prediction of carbon monoxide concentrations for scenario 2019 ...... 127 Figure E-3: Prediction of carbon monoxide concentration for scenario 2026 ...... 127 Figure E-4: Prediction of carbon monoxide concentrations for scenario 2036 ...... 128 Figure E-5: Prediction of NO2 concentrations for scenario 2019 ...... 128 Figure E-6: Prediction of NO2 concentrations for scenario 2026 ...... 128 Figure E-7: Prediction of NO2 concentrations for scenario 2036 ...... 129 Figure E-8: Prediction of SO2 concentrations for scenario 2019 ...... 129 Figure E-9: Prediction of SO2 concentrations for scenario 2026 ...... 129 Figure E-10: Prediction of SO2 concentrations for scenario 2036 ...... 130 Figure E-11: Prediction of TSP concentrations for scenario 2019 ...... 130 Figure E-12: Prediction of TSP concentrations for scenario 2026 ...... 130 Figure E-13: Prediction of TSP concentrations for scenario 2036 ...... 131 Figure E-14: Traffic noise levels in 2036 at section of IC#0-IC#1 ...... 138 Figure E-15: Traffic noise levels in 2036 at section of IC#1-IC#2 ...... 139 Figure E-16: Traffic noise levels in 2036 at section of IC#2-IC#3 ...... 139 Figure E-17: Traffic noise levels in 2026 at section of IC#3-IC#4 ...... 139 Figure E-18: Traffic noise levels in 2036 at section of IC#3-IC#4 ...... 140 Figure E-19: Traffic noise levels in 2026 at section of IC#4-IC#5 ...... 140 Figure E-20: Traffic noise levels in 2036 at section of IC#4-IC#5 ...... 140 Figure E-21: Traffic noise levels in 2019 at section of IC#9-IC#10 ...... 141 Figure E-22: Traffic noise levels in 2036 at section of IC#9-IC#10 ...... 141 Figure E-23: Traffic noise levels in 2026 at section of IC#13-IC#14 ...... 142 Figure E-24: Traffic noise levels in 2036 at section of IC13 – IC14 ...... 142 Figure E-25: Traffic noise levels in 2026 at section of IC15 ...... 142 Figure E-26: Traffic noise levels in 2036 at section of IC15 ...... 143

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A. EXECUTIVE SUMMARY I. Introduction 1. Project Background 1. TA 7154-VIE has arisen from the GMS Transport Sector Strategy Study. The Greater Mekong Sub-region (GMS) is comprised of Cambodia, Yunnan Province and Guangxi Zhuang Autonomous Region of the People's Republic of China, Lao People's Democratic Republic, Myanmar, Thailand, and Viet Nam. In 1992, with the assistance of the Asian Development Bank (ADB), the six countries entered into a program of sub-regional economic cooperation designed to enhance economic relations between and among the countries. The program has contributed to the development of infrastructure to enable the development and sharing of the resource base, and to promote the free flow of goods and people within the sub-region. 2. The GMS Ha Noi-Lang Son Expressway is proposed to be constructed parallel to National Highway 1A (NH#1A) (upgraded under the ADB-assisted Second Road improvement Project), as well as parallel to the single-track railway which runs to the border with China at Lang Son and the gateway to GZAR. This forms part of the GMS Eastern Corridor, and is one of nine transport corridors running from Nanning in GZAR to Ha Noi. 3. Along the proposed expressway route, in the provinces of Bac Ninh and Bac Giang, traffic is significant whilst in Lang Son province it is lower. At present it takes 3 hours to drive from Ha Noi to the border town of Dong Dang in Lang Son province. It is to be noted that customs control at the border is slow and all goods have to be trans-shipped. On both sides of the border queues of trucks can be observed awaiting customs clearance. The Ha Noi to Lang Son expressway, would link with the ADB assisted expressways in China from Nanning, the capital of GZAR, to the border town of Youyiguan. At the ADB Inception mission stage [16th/17th December 2009] it was requested that the nomenclature for the project should be reversed to start from the border and kilometer post zero running to 132 km rather than the reverse. This was agreed to and all future documentation will read as requested. In addition, it was also requested that the study should be extended to include the first 30 km section. 2. EIA Content 4. The EIA content is in accordance with the Outline of An Environmental Impact Assessment Report of ADB Safeguard Policy Statement 2009, as follows: A. Executive Summary B. Policy, Legal, and Administrative Framework C. Description of the Project D. Description of the Environment E. Anticipated Environmental Impacts and Mitigation Measures F. Analysis of Alternatives G. Information Disclosure, Consultation, and Participation H. Grievance Redress Mechanism I. Environmental Management Plan J. Conclusion and Recommendation 3. EIA Methodology a. Methods Used for the EIA Study

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5. Some methods in use have been applied for the EIA study such as (i) rapid appraisal, (ii) interview, (iii) screening, (iv) matrix, (v) field surveys and laboratory analysis, and (vi) computer-aided modelling. b. Methods Used for Environmental Surveys and Analysis 6. To obtain primary information on the existing conditions of the natural environment in the three provinces where the expressway is located the EIA study team has conducted field surveys, sampling and analysis of collected samples at 8 surface water monitoring sites, 10 noise and air quality monitoring sites, and 8 groundwater monitoring sites with a frequency of 2 times in August (rainy season) and 2 times in October (dry season) 2010. 7. Terrestrial ecology was also studied by observation of the study sites. The existing vegetation system and wild animal species at the natural habitats were studied and the data was collected in the three province of Lang Son, Bac Giang and Bac Ninh. The land use study was conducted over a width of about 500 m (250 m to each side of the centerline) of the project ROW for the whole length of 131 km of the alignment. 8. Socio-economic data was collected and referred to official data sources such as annual socio-economic reports (e.g. years 2009 and 2010) of the project provinces, districts and communes and by the filling out of questionnaires during consultations. c. The EIA study covers the followings 9. Review of existing environment related documentation of the project (Preliminary Environmental Study section of the Pre-Feasibility Study Report) prepared by the Government, and relevant laws and regulations on the environment. Information updating needs and data gaps must be addressed with the view of complying with existing Vietnamese environmental regulations and ADB's environmental safeguard requirements. 10. Conduct field surveys along the proposed alignments and adjacent areas to identify anticipated environmental impacts, including the conditions of “without” the project. 11. Also, an assessment of the socio-economic environmental study was conducted, including cultural, historical, archaeological and tourism assets; socio-economic conditions of the local populace, local economy and major economic resources of the project area, delivery of basic social services, and change in land use (Inventory-of-loss survey for land acquisition by the Resettlement Study Team). d. EIA Team 12. Oriental Consultants (OC) is the main consultant for preparing the Ha Noi – Lang Son Expressway Project and Ha Long – Mong Cai Expressway Project (ADB TA 7154-VIE), included IEE. The data collection, field survey, environmental studies and thematic report preparation were implemented by the Study Team members of OC after the Vietnamese and ADB guidelines were prepared by Hiroshi Tanaka (OC's international environmentalist), with support from Tien Dung Vu (national environmental specialist), and assistant Pham Van Khang (national environmental specialist). And, environmental surveys have been carried out by a local consultant – Institute of Environmental Science and Development (VESDEC). 13. The following table shows the list of persons carrying out environmental fieldwork.

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TABLE A-1: LIST OF PERSONS CARRYING OUT ENVIRONMENTAL FIELDWORKS No. Name 1 Le Trinh, Ass. Professor, PhD, EIA Senior Specialist, Team Leader 2 Phan Quoc Phong, Master in Environmental Technology, secretary Group 1: Survey and analysis of air quality, noise, vibration, water quality 3 Pham Hoai Nam – Master in Environmental Science 4 Nguyen Viet Hoa – Master in Environmental Science 5 Nguyen Cao Tuan – Master in Environmental Technology 6 Do Binh Minh - Master in Chemistry 7 Nguyen Dinh Hung, Chemical Engineer 8 Le Quoc Hung, Professor, Doctor in Chemistry 9 Duong Thai Binh, Master in Environmental Science Group 2: Studies in ecology, geography, geology 10 Nguyen Khac Khoi, Ass Prof, Dr., Ecology 11 Vo Tri Chung , MSc., Senior Ecologist (Forest Planning) 12 Hoang Thi Minh Thao, PhD, Geology 13 Nguyen Thuy Duong, PhD, Geology Group 3: Data collection on socio-economic and public consultation 14 Nguyen Thi Quynh Tho, Bachelor in Environmental Science 15 Nguyen Thi Toan, Bachelor in Environmental Science 16 Tran The Long, Bachelor in Environmental Science 17 Dao Thi Ung, BA National Academy of Public Administration Group 4: Mapping and Modeling 18 Dam Duy An, Master in Environmental Science 19 Hoang Nam, Master in Environmental Technology 20 Nguyen Quoc Viet, MSc, GIS Specialist 21 Nguyen Quoc Luan, MSc, Environmental Technology e. EIA Study Schedule 14. This EIA study extended from August through December 2010. During the study period 2 field surveys were conducted in August and October 2010 in the 3 project provinces, including activities of sampling, public consultations, and data and information collection. Laboratory activities such as treating and analyzing samples, data processing, and modelling were conducted at the same time.

II. Policy, Legal, and Administrative Framework 1. National Legal Regulations a) Law of Environmental Protection No.52/2005/QH11 dated 29 November 2005 b) Decree No.80/2006/ND-CP dated 9th August 2006 on Detailed Regulations and Guidance on Execution of Some Clauses of the Environmental Protection Law c) Decree No. 21/2008/ND-CP dated 28th February 2008 on Adjustment and Addition of Some Clauses of Decree No.80/2006/ND-CP d) Circular No.05/2008/TT-BTNMT dated 8th December 2008 on Guidance on Strategic Environmental Assessment, Environmental Impact Assessment , and Environmental Protection Commitment e) Law of Forest Protection and Development No.29/2004/QH11 dated 3rd December 2004 f) Law of Biodiversity No.20/2008/QH12 dated 13th November 2008 g) Law of Cultural Heritage No.28/2001/QH10 dated 29th June 2001 h) Law of Mineral No.46/2005/QH11 dated 14th June 2005 i) Law of Water Resources dated 20th May 1998 j) Law of Grievance, Accusation No.58/2005/QH11 dated 29th November 2005

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k) Land Law No. 13/2003/QH11 dated 26th November 2003 passed by the Parliament l) Decree No.69/2009/ND-CP dated 13th August 2009 promulgated by the Government on Land Use Planning, Land Price, Land Acquisition, Compensation, Assistance and Resettlement m) Law of Construction No.16/2003/QH11 dated 26th November 2003 n) Law of Roadway Traffic No.26/2001/QH10 o) National Technical Regulations and Standards 2. ADB Environment Policy a) Environment Policy of the Asian Development Bank, 2002 b) Environmental Assessment Guidelines, 2003 c) Safeguard Policy Statement, 2009 3. International Convention a) International Convention for the Protection of the World Cultural and Natural Heritage, 1972 b) Ramsar Convention, 1971 c) Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES), 1973 d) Vienna Convention for the Protection of the Ozone, 1985 e) Convention on Biological Diverisity, 1992 f) UN Statement of Environment and Development, 1992 g) UN Convention on Climate Change, 1994

III. Description of the project 15. The project is a class "A" expressway with a total length of 158.4 km and a width of 4- lane roadbed to be 24.00 meters at 80 km/h, 25.50 meters at 100 km/h, and 26.00 meters at 120 km/h; a width of 6-lane roadbed to be 31.50 meters at 80 km/h, 33.00 meters at 100 km/h, and 33.50 meters at 120 km/h. The Ha Noi – Lang Son expressway begins from National Highway No.1B (NH1B) connection at Bac Ninh province and along with NH1B pass Bac Giang province to Lang Son province and end at Dong Dan to connect border gate of RPC. The expressway crosses 48 communes/wards/towns of 12 districts/cities in 3 provinces of Lang Son, Bac Giang and Bac Ninh. Eleven interchanges will be provided to connect with trunk national roads and major provincial roads at their cross sections and access to the expressway. Planned design speed is 80 km/hr to 120 km/hr depends on sections.

16. The expressway has 2 major river crossing brides and major flyover crossing roads and railways, total numbers of bridge will be counted 77 including many flyovers. Also 121 culverts crossing various types of local roads, 35 culverts for drainage of streams and canals. 1 tunnel will be planed.

IV. Description of the Environment 1. Physical resources a. Atmosphere (e.g. air quality and climate) 17. The proposed expressway alignment mostly passes through rural areas of provinces of Lang Son, Bac Giang and Bac Ninh. Ambient air quality in the project area is generally quite good. Rural areas in the project area are not affected by exhaust emissions from industrial activities as well as traffic. However, residential areas along the New National Highway 1A may be affected by vehicular traffic emissions. At this phase, the ambient air quality was monitored at some places along the proposed expressway alignment with air pollutants such as TSP, PM10, SO2, and NO2 and these pollutants were compared to QCVN 05:2009/BTNMT. The analysis results showed that all air pollutants concentrations satisfy the allowable standard (i.e. not exceeding the standard).

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18. The project site will cross regions of different climate. While climate in Langson is sub-tropical, that of Bacgiang and Bacninh is monsoon tropical with two distinctive seasons, the cold - dry season (October to March) and the hot-wet season (April to September). Climate characteristics of the project site are outlined below. b. Ambient temperature 19. Air temperature directly affects the conversion and diffusion of atmospheric pollutants. The higher air temperature, the higher speed of chemical reactions and the shorter residue time of pollutants. The variation of air temperature affects the diffusion of dust and emissions, heat exchange in human body and laborers’ health. In an attempt to establish the database for EIA study of the project, meteorological data of stations near the project Hanoi – Langson expressway is used. The average temperature in Langson and Bacgiang is 22 to 230C and average temperature in Bacninh and Hanoi is 24 to 250C. c. Air humidity 20. Air humidity is one of the natural factors of direct effects on the conversion and diffusion of pollutants in atmosphere and laborers’ systemic heath exchange and health. The readings at stations indicate that:  Absolute highest humidity: 89%;  Absolute lowest humidity: 26%;  In the project site, humidity is highest in the rainy season (May – October) and lowest in the dry season (November – April). d. Rainfall 21. Almost all regions alongside the expressway have the annual rainfall of approximately 1,700 mm. Rainfall distribution is not even with 70 to 80% falling in the period from June to April. e. Wind regime 22. The project site is affected mostly by two winds, the NE and the SE, N-NE with the average speed of 2.0 m/s. f. Topography and soils 23. The topography of the areas is different in each of the two studied sections and presents a wide variety of shapes, slopes and elevations. Three main forms of relief are apparent as: (a) Mountains, in the Province of Lang Son, maximum elevation 800 m; (b) Midlands and terraces, in the same Province, elevations 20 - 50 m; (c) Plains, in the Provinces of Bac Giang, Bac Ninh and Ha Noi elevations 10 - 20 m or less. 24. There is a wide range of soils in the project area of the expressway. According to local conditions of the topography, geology and the climate. The main groups of soils have been identified as: (a) Steeply sloping soils in the mountain areas, subject to degradation by erosion, (b) Degraded soils in the midland of the Red River Delta consisting mostly of old alluvial soils, ferasols and acrisols, (c) Alluvial and logging soils in the most part of the Red River Delta. g. Surface water 25. A study of surface water quality was carried out by national environmental consultants during August, October 2010 and March 2011. Nine sampling locations were selected along the expressway alignment. Samples were taken and analyzed at the laboratory. The results were compared to Category B1 of QCVN 09:2008/BTNMT. The QCVN includes 4 categories of A1, A2, B1 and B2.

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h. Groundwater

26. Groundwater quality was monitored along the expressway alignment by national environmental consultants. Eight sampling locations were selected along the route and samples were taken and analysed at the laboratory during August and October 2010. Most quality parameters of groundwater satisfy Vietnam standard (QCVN 09:2008/BTNMT), exclusive of a biological contaminant (E. coli). i. Geology/Seismology 27. The alignment is laid on geological areas consisting of soils and rocks with their age from Trias to Quaternary. In terms of geology, the alignment can be divided into two sections with specific characters of parent rock and Quaternary layer. Seismology in this area is not so serious but on structure design seismic factor should follow Vietnamese standard. 2. Ecological Resources 28. The ecosystem of the project area is classified into seven different types such as (i) natural ecosystem on limestone mountains (A), (ii) natural ecosystem on earth mountains (B), (iii) artificial forests ecosystem on earth mountains (C), (iv) crop field and vegetable ecosystem (D), (v) ecosystem of residential areas and gardens (E), (vi) aquatic ecosystem (G), and (vii) ecosystem of grassland and shrub (H). 3. Economic development 29. Lang Son economic development in 2009, in general, the economy is quite stable, annual growth rate reaches 9.25% while the target is 9.5 to 10%. Of which, agriculture and forestry increase by 5.04% (target is 4 – 4.5%); industry and construction increase by 13.33% (target is 15 – 16%); service increases by 10.98% (target is 9.5 – 10%). About economic structure, agro-forestry accounts for 41.1%, industry and construction 20.54% and service 38.36%. GDP per capita is 13.3 million VND/year 30. Bac Giang: The socio- economy situation in the province was initially thriving and achieved encouraging results. The economy continuously improved with an average growth rate between 1997 and 2008 was 8.85%; GDP per capita in 2008 was 2.7 times compared with 1997. 31. Bac Ninh province is aiming at developing its economy at sustainable, effective, and high growth rate, focusing on developing advantageous economic sectors that are industry, and services. Striving to have GDP growth rate reached 15-16%/year on average, of which industry and construction, services, agriculture increased by 19 - 20%, 17 - 18%, and 4 - 5% respectively, as for industry, that increased by over 20%. GDP structure will be as follows: industry - construction: 55%, services: 31%, and agriculture: 14%. GDP per capita is expected to reach VND 20.6 million (equal to US$ 1,000).

V. Anticipated environmental impacts and mitigation measures 1. Impacts during pre-construction a. Impacts due to detailed design 32. Detailed design might produce adverse impacts on natural and socio-economic environments in the event of without environmental considerations. Typically, adverse environmental impacts as a consequence of a poor detailed design are: - Waterlogging at construction and operation phases; - Groundwater pollution at detailed design and construction phases; - Impediments to movements of people and animals at construction and operation phases; and - Incident risks at construction and operation phases. 33. However, such impacts will be mitigated by careful surveys, calculations and

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consultations with local governments. b. Impacts due to unexploded ordnance 34. The project area used to be affected by wars, so there may be remaining unexploded ordnance during the wars. Consequently, it can cause serious risks such as injury or even death for local peoples and workers during land clearance and construction. Hence, to mitigate this impact, unexploded ordnance must be removed prior to land clearance and construction. VEC will contract with local military forces to check and counteract the unexploded ordnance. c. Impacts on communities and their economic activities 35. The expressway construction will split local communities living along the road. Besides, there will be business households facing loss of income due to difficult access to their shops and loss of clientele. 36. The splitting of a community can be minimized by taking account of local movements at the road design stage and by making provision for improved crossings or alternative access route. 37. Resettlement and compensation may need to be considered for those whose housing, land, welfare or livelihood is directly affected by the project. This is discussed in the Land Acquisition and Resettlement. d. Land acquisition and resettlement 38. The Ha Noi – Lang Son expressway project will cause land acquisition and involuntary resettlement as well as loss of property and livelihood change. To mitigate impacts due to land acquisition and involuntary resettlement, land policies of the Government and ADB should be complied. e. Impacts on indigenous people 39. The expressway will bring increased contact with outside peoples, who either occupy the land for farming or exploit other resources such as minerals, forests, or wildlife. The increased competition for existing resources can put the indigenous peoples at a disadvantage, especially when settlers introduce ecologically inappropriate, and unsustainable, production systems. 40. Social safeguards to protect indigenous communities from adverse effects of the Project are required under ADB’s Safeguard Requirements 3, Indigenous Peoples (Safeguard Policy Statement 2009). These safeguards are presented in detail under the specific actions in the assessment of the social impact of the Project. 2. Impacts during construction a. Physical impacts (i) Disfiguration of aesthetics and landscape 41. It is not possible to prevent the presence of the expressway from affecting the surrounding landscape. Even maintenance and rehabilitation works can change the appearance of the expressway, for example through the use of vegetation and shaping of the roadside. To mitigate impacts on aesthetics and landscape, the regional landscape design principles should provide guidance in resolving major issues relating to alignment, landscaping maintenance, and the provision of user services. (ii) Impacts on soils 42. Impacts on soils comprise elimination of productive capacity of the soil, compaction, erosion and pollution. In general, these impacts are not significant and mitigation measures have been proposed to minimize these impacts.

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(iii) Impacts on surface water 43. Surface water can be affected by modification of water flows, wastes from civil activities and sedimentation process. However, the impacts on surface water are not expected to be significant. Some mitigation measures have been proposed to minimize the impacts. (iv) Impacts on groundwater 44. Groundwater may be affected by lowering the water table and pollutants. However, the expressway project is not expected to cause these negative impacts. Some mitigation measures have been proposed to minimize the impacts. (v) Impacts on air quality 45. Ambient air quality can be affected by the the project activities by dust and exhaust emissions. Howerver, construction sites are mostly far from local residential areas as well as cultural and religious structures, the impacts are not expected to be significant. Additionally, mitigation measures have been proposed to minimize the impacts to aim at satisfying QCVN 05:2009/BTNMT and QCVN 06:2009/BTNMT. The cumulative impact of green house gas emission (CO2) will increase according to an increase in traffic volume on the expressway. (vi) Noise and vibration impacts 46. Noise and vibration are not avoidable during construction and operation. However, the impacts of noise and vibration are not expected to be significant because construction sites are mostly far from local residential areas as well as cultural and religious structures. Additionally, some measures have been recommended to minimize the impacts. a. Ecological impacts (i) Terrestrial ecosystem 47. The project area is an agro-ecosystem. Humans have settled and managed the area for centuries, for agricultural production. The construction of the expressway will not cause any major change in the present ecological situation. (ii) Wetland ecosystem 48. There are no any important wetlands located in the affected areas of the expressway project. Surveys showed that there are some ponds and artificial lakes located along the expressway alignment. These ponds are now being used for breeding duck and fish, and aquaculture and would disappear due to roadbed preparation, and the remaining wetlands such as some artificial lakes being used for domestic water supply, irrigation, and recreation purposes (e.g. Na Tam, Tham Sinh and Phai Luong) may be affected by various wastes and siltation. (iii) Impacts on flora and fauna 49. The construction activities will cause adverse impacts on flora and fauna systems along the alignment due to land clearance. However, these impacts are not expected to be significant because there are no any rare or endangered species in areas affected by the project. Additionally, mitigation measures have been also proposed to minimize the impacts. Major mitigation measure will be compensation of replanting trees (forestation) in other area for the cleared forest area for the expressway right of way. b. Social impacts (i) Employment opportunities due to the project 50. The large number of workers will be employed directly or indirectly by the Project, for varying durations. The Project will increase job opportunities in the area, as well as local economic activities for the supply of food and miscellaneous supplies at the job sites and the purchase of goods and services by the workers’ families.

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(ii) Impediments to movements 51. Construction activities will cause impediments to movements of local residents and animals. The impacts would not be expected to be significant if detailed design and consultations with local communities would be done carefully. Mitigation measures have been also proposed to minimize the impacts. (iii) Waterlogging 52. Inevitably, the road construction often blocks water flows such as streams, irrigation canals and drainage systems because of changing water flows and breaking down existing drainage systems. This impact will be mitigated by (i) regularly checking and maintaining the water flows crossing the expressway alignment, (ii) stabilizing slopes, and (iii) prohibiting disposal of spoils into canals. (iv) Labor-related social problems 53. Social problems relating to labour force are often involved in the road project, especially the expressway project due to the large number of workers hired. The workers may be hired from different areas or local people. Unavoidably, social strife can arise between workers hired from different areas with local residents or even between workers. Otherwise, such a large number of workers social evils as drug abuse, gambling and prostitution may be also involved. The problems will be mitigated by proper measures proposed. (v) Human health and safety 54. Unfortunately, incidents can happen at anytime and anywhere on the sites because of carelessness, although safety regulations are always considered for every construction works. Consequently, such risks can cause a heavy burden on the society and family (e.g. serious injuries). Public health will also be a problem because workers hired from different areas can transmit some communicable diseases to local residents or vice versa, especially HIV/AIDS. Practice of the clean-up of worker-based camp sites shows that the outbreak of communicable diseases such as malaria and petechial fever can probably happen, if sanitary conditions at worker-based camps are not taken into account. Some measures have been proposed to eliminate or minimize the problems. 3. Impacts during operation a. Physical impacts (i) Impacts on soils 55. Soil contamination can arise from daily traffic operation on the expressway. However, the expressway project is not expected to cause significant impacts on soils along the roadside. Passengers and drivers should be enhanced their awareness of environmental protection and risks will be overcome by an emergency plan for preventing soil pollution from spills of toxic chemicals. (ii) Impacts on surface water 56. Spills of chemicals and pollutants can all have adverse effects on roadside water quality. Chronic pollution of surface runoff from exhaust emissions, pavement and tire wear, petroleum drippage, and corrosion of metals may be issues on the expressway. Where oil or lignin is applied to gravel road to keep dust down, the likelihood of contamination is quite high. Otherwise, wastes disposed of by passengers and drivers during transportation will also contribute to water pollution. Nevertheless, significant impacts on the surface water at this phase are not expected and spills will be overcome by an emergency plan for preventing from pollution. (iii) Impacts on air quality 57. By using of the simple tool of ADB for GHG related calculations for Highway projects

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(ADB), total cumulative GHG emissions of the Hanoi – Langson Expressway is estimated at 280,503.12 tons in 2016, 495,414.85 tons in 2026, and 691,482.66 tons in 2036 respectively. 58. The expressway mostly runs through rural areas with sparsely populated areas, so effects of vehicular emissions on human well-being are not expected. More importantly, a strategy for air pollution reduction associated with vehicular emissions must be considered and prepared during the expressway development by VEC and other relevant agencies (e.g. MOT, MONRE, and MOST). (iv) Noise 59. By using SOUND32 model, traffic noise is problematic because most areas located within 200 meters from the centerline of the road would be affected. In theory, there are a number of options that can be used to reduce or mitigate traffic noise. These include traffic management, highway design, and noise barriers including earthen berms. However, impacts of noise on human welfare living along the road are not significant, because most of the communities are located away from the roadsides. More importantly, a noise monitoring program will be continued at this phase at sensitive areas and further mitigation measures for noise impacts will be considered. b. Social impacts (i) Traffic accidents 60. For the expressway, when accidents happen they often cause extremely serious damage to man and property. Not complying with traffic safety regulations such as overspeed, use of alcohol during driving, etc., is deemed as the major cause of unexpected traffic accidents. Otherwise, the bad weather conditions and smoke due to custom of burning straw after harvesting will also contribute to traffic accidents. Therefore, to mitigate accidents local peoples and drivers must strictly comply with traffic safety regulations. Besides, an emergency plan should be prepared and practiced by responsible agencies such as VEC, provincial DONRE, provincial DOH, and provincial traffic police for coping with accidents. (ii) Flooding 61. The expressway can cause temporary and localized flooding, especially during rainy season and this will result in social problems such as difficult movements, disruption to agricultural activities of local farmers, and a high potential for water-borne diseases. This impact can be mitigated by proper design activities. (iii) Rapid development of service, industrial and urban areas along the road 62. The expressway can lead to a rapid development of service, commercial, industrial and urban areas along the road and this will cause a disfiguration of the landscape of the road and master plan problems. This impact will be obviated by policy makers and planners during development of the expressway project.

VI. Analysis of Alternatives 63. No-Action Alternative. The do-nothing alternative would be to rely on the existing road network using New NR1A and Old NR1A. Though classified as national highways, these are winding roads with ribbon development alongside, resulting in long journey times, frequent traffic accidents, and high economic cost. The current journey time from Ha Noi to Lang Son is approx. 3.0 hours by car and 3.5 hours for heavy trucks. The lack of high- standard transport infrastructure is the major constraint on economic development in the project provinces. 64. Other Transport Modes. The railway provides an important alternative route for passengers and freight and serves the major population centers along the route. Journey time from Ha Noi to Lang Son is approx. 4 hours. But because the railway gauges on the

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PRC and Viet Nam sides of the border are incompatible, transshipment at the border is necessary. Bulk goods are often ferried by roadway and Chinese railway. 65. Alternative Alignments. Alternative alignments were considered at the Pre- Feasibility Study stage conducted by TEDI in 2005. Three alternatives are considered over the six sections designated to comprise, in total, the Ha Noi – Lang Son access controlled expressway. For each section, there are some alternative alignments proposed in which only one alternative alignment will be recommended based on key factors as low construction cost, insignificant environmental impacts, low resettlement, suitable for master plan of the province, low traffic accident, ability to connect the existing roadway system, short travelling time, etc. 66. Environmental consideration has been studied on alternative alignment routes on Ha Noi - Lang Son Expressway project through Lang Son, Bac Giang, Bac Ninh provinces and Noi. Evaluation of the alternative routes are divided into 7 sections in order to understand in similar group of sections, namely i) route of section 1, ii) route of section 2 to section 3, iii) route of section 4 to section 5, and iv) route of section 6 to section 7.

VII. Information disclosure, consultation and participation n 1. Information disclosure 67. Information on the project was disclosed to the project provinces through the meetings between VEC, OC and relevant departments. During project preparation, environmental public consultations were also conducted in accordance with ADB and Government guidelines to inform local communities about (i) major contents of the project, (ii) adverse impacts of the project on natural and socio-economic environments, (iii) mitigation measures for adverse impacts, and (iv) other commitments of VEC to environmental protection. 68. In compliance with MONRE guideline, during EIA preparation VEC sent documents to inform about (i) major contents of the project, (ii) environmental issues, and (iii) environmental protection measures and requested CPCs and CFFs in the project area to contribute their comments. 69. The EIA report after approved by MONRE, its summary will be disclosed by VEC to every affected commune in the project area. 2. Consultation and participation 70. In accordance with ADB’s safeguard policies on environment, the expressway project is classified as Category A project, so public consultation will be held at least twice: once during the early stages of EIA field work and once when the draft report is available, and prior to loan appraisal by ADB. 71. First consultations were held in September and October 2010 in the three project provinces of Lang Son, Bac Giang and Bac Ninh. And, the second consultations had already been scheduled for January 2011. Up to now, the second consultations have been completed in Lang Son, Bac Giang and Bac Ninh provinces in Janaury and February 2011. In general, most comments arsing from local communities focused on land acquisition and resettlement.

VIII. Grievance redress mechanism 72. Every grievance and accusation relating to environmental issues of the project arising from citizens, institutions, and organizations during the project implementation will have to be resolved as per the Law of Environmental Protection and Laws of Grievance and Accusation passed by the Vietnam Parliament, including Law No. 52/2005/QH11 dated 29th November 2005 (Environmental Protection), Law No.09/1998/QH10 dated 2nd December 1998 (Grievance and Accusation) and Law No. 58/2005/QH11 dated 29/11/2005 (Adjustment and

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Addition to some Clauses of Law No.09/1998/QH10).

IX. Environmental management plan 1. Introduction 73. An environmental management plan (EMP) has been prepared and will be updated during detailed design. VEC will ensure that the contractors prepare a site-specific EMP based on this EMP and the actual situation on-site. VEC will monitor the implementation of the EMP, and will report twice a year on EMP compliance. 74. The bidding documents for construction contracts will be based on standard ADB documents for international competitive bidding, and will include contract clauses requiring the contractor to implement the relevant clauses of the EMP. The construction specifications will incorporate the EMP requirements. 2. Anticipated environmental impacts and mitigation measures 75. Potential environmental impacts are identified throughout the project implementation for all phases of pre-construction, construction and operation. Of which, there will be impacts to be significant and insignificant. However, all potential environmental impacts identified will have to be mitigated or eliminated by proper measures.

76. Pursuant to the environmental protection law, VEC and contractors will be responsible for implementing environmental protection measures as mentioned in the EMP while monitoring works will be conducted by other relevant agencies and/or organizations. 3. Environmental monitoring plan 77. An environmental monitoring plan will be set up in accordance with the Government and ADB requirements. The plan will focus on environmental compliance monitoring and environmental quality monitoring (e.g. air, water, soil, vibration and noise) during construction and operation. About the Government side, MONRE is the highest responsible agency for the environmental monitoring plan throughout the project implementation. Provincial DONRE will also be responsible for the environmental monitoring plan. 4. Institutional requirements 78. VEC has founded a project implementation unit (PIU) to implement the Ha Noi – Lang Son Expressway Project in 2009. The unit had a staff of three - a director and two technical staffs. Until now, no environmental and resettlement staffs are drawn from fulltime permanent staffs of VEC for this unit, and therefore VEC is requested to provide these staffs for this PIU as soon as possible. 5. Environmental capacity building 79. An environmental training program is necessary for building of environmental capacity for VEC, Contractors, and Communal Community Monitoring Boards. The program will be organized one time by an environmental consultant qualifying environmental requirements of MONRE and ADB, hired by VEC throughout the project construction. Cost for this program will be included in the monitoring cost. The content of this program will cover (i) introduction of environmental policies of ADB and the Government, (ii) performance of environmental management and monitoring plans, (iii) institutional arrangements, (iv) grievance redress mechanism, (v) reporting, (vi) penalty for behaviors compromising the environment, (vii) use of environmental equipment/instrument/apparatus, and (viii) field works. 6. Detailed cost estimates 80. At this time, detailed cost estimates are done for some environmental items but not all, including (i) environmental quality monitoring plan, (ii) environmental training program, (iii) afforestation program, and (iv) operation of IMBOC.

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81. Cost for other environmental items such as environmental facilities and equipment and machinery (septic tank toilets, mobile toilets and waste bins for worker-based camps, water trucks, betonite containers, hazardous waste containers, waste oil and grease containers), noise reduction, air pollution control, waste treatment, flood control, landslide control, landscaping, restoration of borrow areas, drainage systems, fire and explosion prevention practice, vibration control, clean water supply, health care, safety, compensation, environmental consultancy, etc. are not estimated at this time.

X. Conclusion and recommendation 82. In the context of sustainable development, the expressway project will have to contribute to both economic development and environmental protection. Therefore, the environmental safeguard policies of the Vietnam Government and ADB had been very much considered during the project preparation. Namely, environmental considerations are very much considered in the alternative alignments. More importantly, the EIA study was carried out to assess environmental damage due to the project in accordance with the Government and ADB requirements. 83. The EIA study indicated that the project would cause some adverse environmental impacts, yet these impacts are temporary, localized and reversible. Because the project does not touch sensitive areas such as national parks, protected areas, wetlands, nature reserves, historical relics, archaeological areas, pagodas, temples, and military secret areas, no serious environmental impacts are expected. Perhaps, significant environmental impacts result from land acquisition and resettlement. If affected forest land owner choose, the tree plantation as compensation for the cleared forest land would be conducted to other forest area where local government programmed. 84. During detailed design, engineers should carry out further surveys and consultations with local governments affected by the project to get more information about local situations as well as their expectations so that the engineers have proper decisions on how to incorporate environmental protection work into the project implementation. Further public consultations with local communities affected by the project should be done by VEC in cooperation with consultants, provincial responsible agencies, and NGO’s throughout the project implementation in accordance with the Government and ADB guidelines.

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B. POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK

85. The EIA report prepared for the HN-LS expressway project is in compliance with Vietnam legal regulations, ADB environment policy and international conventions. I. National Legal Regulations 1. Law of Environmental Protection No.52/2005/QH11 dated 29th November 2005 2. Decree No.80/2006/ND-CP dated 9th August 2006 on Detailed Regulations and Guidance on Execution of Some Clauses of the Environmental Protection Law 3. Decree No. 21/2008/ND-CP dated 28th February 2008 on Adjustment and Addition of Some Clauses of Decree No.80/2006/ND-CP 4. Circular No.05/2008/TT-BTNMT dated 8th December 2008 on Guidance on Strategic Environmental Assessment, Environmental Impact Assessment , and Environmental Protection Commitment 5. Law of Forest Protection and Development No.29/2004/QH11 dated 3rd December 2004 6. Law of Biodiversity No.20/2008/QH12 dated 13th November 2008 7. Law of Cultural Heritage No.28/2001/QH10 dated 29th June 2001 8. Law of Mineral No.46/2005/QH11 dated 14th June 2005 9. Law of Water Resources dated 20th May 1998 10. Law of Grievance, Accusation No.58/2005/QH11 dated 29th November 2005 11. Land law No. 13/2003/QH11 dated 26th November 2003 passed by the Parliament 12. Decree No.69/2009/ND-CP dated 13th August 2009 promulgated by the Government on Land Use Planning, Land Price, Land Acquisition, Compensation, Assistance and Resettlement 13. Law of Construction No.16/2003/QH11 dated 26th November 2003 14. Law of Roadway Traffic No.23/2008/QH12 dated 13th November 2008 15. National Technical Regulations and Standards II. ADB Environment Policy 1. Environment Policy of the Asian Development Bank, 2002 2. Environmental Assessment Guidelines, 2003 3. Safeguard Policy Statement, 2009 III. International Conventions 1. International Convention for the Protection of the World Cultural and Natural Heritage, 1972 2. Ramsar Convention, 1971 3. Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES), 1973 4. Vienna Convention for the Protection of the Ozone, 1985 5. Convention on Biological Diversity, 1992 6. UN Statement of Environment and Development, 1992 7. UN Convention on Climate Change, 1994

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C. DESCRIPTION OF THE PROJECT I. Project rationale 86. The objective of the project study is a strategy for integrated development of GMS transport network to aim at further promoting linkage and competition in the Sub-region, and in the end towards a multilateral transport network in the whole GMS. 87. According to the ADB Environmental Assessment Guideline this project is classified as a category A project and therefore a full EIA report is needed. Additionally, as per the Vietnamese Guideline for EIA, this project belongs to the group of projects needing an EIA report. For the pre-feasibility study, an IEE report was prepared as a rapid environmental assessment report. II. Project location 88. The expressway alignment begins at Huu Nghi Border Gate Area of Lang Son province and ends at Nhu Nguyet Bridge of Bac Ninh province. The expressway runs parallel with and immerses itself in the existing NH#1A. 89. The study length of the expressway is divided into 7 sections, as follows: Section1: From Huu Nghi Border Gate Area to Yen Trach (near Mai Pha Railway Station) Section 2: From Yen Trach to Nhan Ly Section 3: From Nhan Ly to Chi Lang Section 4: From Chi Lang to Dong U (boundary between Lang Son and Bac Giang) Section 5: From Dong U to Tan Dinh Section 6: From Tan Dinh to Nhu Nguyet Bridge Section 7: Additional section from Nhu Nguyet Bridge to NH#5 Interchange 90. Table C-1 shows the list of provinces, districts and communes crossed by the expressway project.

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Table C-1: List of provinces, districts, and communes crossed by the expressway Station Road Province/District/ Segment Width Remarks Commune From To Length (m) (m) Lang Son

I Province Cao Loc

1.1 District New route and connect to 1 Dong Dang Km0+000 Km3+700 3,700 51.5 NH 1B 2 Phu Xa Km3+700 Km5+400 1,700 51.5 New route 3 Thuy Hung Km5+400 Km8+537 3,137 51.5 New route 4 Hop Thanh Km12+500 Km15+600 3,100 51.5 New route 5 Cao Loc Km15+600 Km16+540 940 51.5 New route New route and connect to 4 Hop Thanh Km16+540 Km18+350 1,810 51.5 NH 4B New route and connect to 6 Yen Trach Km22+570 Km30+200 7,630 51.5 NH 1A 1.2 Lang Son City New route and connect to 1 Hoang Đong Km8+537 Km12+500 3,963 51.5 NH 1A 2 Mai Pha Km18+350 Km22+570 4,220 51.5 New route Chi Lang 1.3 District 1 Van Thuy Km30+200 Km33+935 3,735 51.5 New route 2 Bac Thuy Km33+935 Km42+170 8,235 51.5 New route New route and connect to 3 Nhan Ly Km42+170 Km46+040 3,870 51.5 NH1A 4 Mai Sao Km46+040 Km48+875 2,835 51.5 New route New route and connect to 5 Quang Lang Km48+875 Km57+507 8,632 51.5 provincial road no. 279 6 Chi Lang Km57+507 Km62+571 5,064 51.5 New route New route and connect to 7 Chi Lang Town Km62+571 Km66+315 3,744 51.5 Hoa Lac road 1.4 Huu Lung District 1 Hoa Lac Km66+315 Km72+635 6,320 54.5 New route 2 Cai Kinh Km72+635 Km74+350 1,715 54.5 New route 3 Tan Thanh Km74+350 Km75+320 970 54.5 New route 2 Cai Kinh Km75+320 Km77+483 2,163 54.5 New route New route and connect to 4 Ho Son Km77+483 Km83+043 5,560 54.5 Met town 5 Hoa Thang Km83+043 Km90+100 7,057 54.5 New route II Bac Giang Province Lang Giang 2.1 District New route and connect to 1 Huong Son Km90+100 Km99+040 8,940 54.5 provincial road no. 379 2 Tan Hung Km99+040 Km102+450 3,410 54.5 New route 3 Xuong Lam Km102+450 Km107+916 5,466 54.5 New route 4 Tan Dinh Km107+916 Km110+640 2,724 54.5 New route Expansion based on the existing NH 1A and cross 5 Dinh Tri Km110+640 Km112+310 1,670 103 with NH 31 2.2 Bac Giang City Expansion based on the 1 Dinh Ke Km112+310 Km115+183 2,873 103 existing NH1A Expansion based on the 2 Hoang Van Thu Km115+183 Km115+390 207 103 existing NH 1A Expansion based on the 3 Le Loi Ward Km115+390 Km116+030 640 103 existing NH 1A Yen Dung 2.3 District 1 Dong Son Km115+183 Km117+115 1,085 103 Expansion based on the

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Province/District/ Station Road Width Remarks Commune Segment (m) existing NH 1A Length Expansion based on the 2 Song Khe Km117+115 Km119+870 (m)2,755 103 existing NH 1A Expansion based on the 3 Noi Hoang Km119+870 Km120+671 801 103 existing NH 1A Viet Yen 2.4 District Expansion based on the 1 Tang Tien Km120+671 Km122+615 1,944 103 existing NH 1A Expansion based on the 2 Hoang Ninh Km122+615 Km125+085 2,470 103 existing NH 1A Expansion based on the 3 Van Trung Km125+085 Km125+500 415 103 existing NH 1A Expansion based on the 2 Hoang Ninh Km125+500 Km126+780 1,280 103 existing NH 1A Expansion based on the 4 Nenh Town Km126+780 Km127+850 1,070 103 existing NH1A Expansion based on the 5 Quang Chau Km127+850 Km130+370 2,520 103 existing NH1A Bac Ninh III Province 3.1 Bac Ninh City Expansion based on the 1 Dap Cau Ward Km130+370 Km131+000 630 103 existing NH 1A Frontage Road 2 Thi Cau Km131+000 Km132+160 1,160 118 construction Frontage Road 3 Kim Chan Km131+660 Km131+820 160 118 construction 118 Frontage Road Kim Chan Km132+080 Km132+360 280 construction Frontage Road 4 Vu Ninh Km132+360 Km133+500 1,140 118 construction Frontage Road 5 Dai Phuc Km133+500 Km136+200 2,700 118 construction 118 Frontage Road 6 Vo Cuong Km136+200 Km138+100 1,900 construction Frontage Road 7 Khac Niem Km136+600 Km136+800 200 118 construction Frontage Road Khac Niem Km138+100 Km138+700 600 118 construction 118 Frontage Road Vo Cuong Km138+700 Km139+400 700 construction 3.2 Tien Du District Frontage Road 1 Lien Bao Km139+000 Km144+100 5,100 118 construction Frontage Road 2 Lim Town Km144+100 Km144+600 500 118 construction 118 Frontage Road 3 Hoan Son *Km143+600 *Km146+700 3,100 construction 3.3 Tu Son District * Km148+300 * Km148+800 500 Frontage Road 1 Phu Chan 118 construction Km146+500 Km149+100 2,600 118 Frontage Road 2 Tan Hong construction 3 Ninh Hiep Km 149 + 100 Km 154 +000 4,900 Widening of existing NH1A IV Hanoi City

4.1 Gia Lam District

1 Phu Dong Km 154 + 000 Km 158 + 400 4,400 Widening of existing NH1A

Note: * mark shows station differenciation of commune belonged on right and left side of the expressway.

91. Location map of project alignment route and surrounding areas is shown in Figure C- 1.

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Figure C-1: Location map of the expressway project

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III. Project information 92. The project is a class "A" expressway with a total length of 158.4 km. A total of 11 interchanges will be provided to connect with trunk national roads and major provincial roads at their intersections to provide access to the expressway. Design speed is 80 km/hr to 120 km/hr depending on the section. 93. The width of typical cross section is expressed below. Table C-2: Width of typical cross section of the expressway Design speed (km/h) No. Item Unit 80 100 120 1 Expressway Category A A A 2 Width of 4-lane roadbed m 24.00 25.50 26.00 3 Width of 4-lane pavement m 15.00 15.00 15.00 4 Width of 6-lane roadbed m 31.50 33.00 33.50 5 Width of 6-lane pavement m 22.50 22.50 22.50 6 Width of emergency lane m 2.50 3.00 3.00 7 Width of shoulder m 0.75 0.75 1.00 94. The expressway has 2 major river crossing brides and several major flyovers crossing roads and railways, there will be a total of 77 bridges including many flyovers. Also 121 culverts crossing various types of local roads, and 35 culverts for drainage of streams and canals. One tunnel will be planed. 95. The typical cross section of the expressway and bridge section are show in Figure C- 2.

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Figure C-2: Typical cross section of the expressway and bridge section IV. Description of project phases 1. Pre-construction phase 96. The pre-construction phase is composed of the following stages; 1) feasibility study (F/S) which was supported by ADB finance of TA and started in November 2009 and continued to May 2011) after approval of the F/S by ADB, MOT and VEC, detail design and tender preparation period will follow, this period may run from the end of 2011 to the end of 2012. 2. Construction phase 97. After tender preparation and evaluation, contractors will be selected for implementation of the expressway construction. Duration of the construction is presumed to run approximately 30 months (2.5 years). 3. Operational phase 98. After the construction, VEC will found the unit for operation and maintenance of the expressway. VEC and this unit will cooperate with PPC and other provincial relevant agencies in implementation.

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4. Abandonment phase 99. The expressway construction project requires a huge volume of earth and aggregates, and these materials will come from borrow pits and quarry sites during construction phase. Also, some disposal sites for spoil and debris are required and these sites will be identified in the detailed design and construction phases. 100. Existing quarry sites in Lang Son province that were licensed are employed for the project. Fill earth will be provided by the cut sections and other soil borrow pits. These soil borrow pits will be identified during the detailed design. Practically, soil borrow pits are not often restored after construction completion and this causes aesthetic problems. Hence, planting trees in these areas will be a simple solution for environmental enhancement.

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D. DESCRIPTION OF THE ENVIRONMENT I. Physical resources 1. Atmosphere 101. The proposed expressway alignment mostly passes through rural areas of provinces of Lang Son, Bac Giang and Bac Ninh. Ambient air quality in the project area is generally quite good. Rural areas in the project area are not affected by exhaust emissions from industrial activities or traffic. However, residential areas along the New National Highway 1A may be affected by vehicular traffic emissions. In this phase, the ambient air quality was monitored at some places along the proposed expressway alignment for air pollutants such as TSP, PM10, SO2, and NO2 and these pollutants were compared to QCVN 05:2009/BTNMT. The analysis results showed that all air pollutant concentrations satisfy the allowable standards (i.e. not exceeding the standard). The analysis results of ambient air quality are shown in Table D-15. 102. The project area will cross regions of different climate. While climate in Langson is sub-tropical, that of Bacgiang and Bacninh is monsoon tropical with two distinctive seasons, the cold-dry season (October to March) and the hot-wet season (April to September). Climate characteristics of the project area are outlined below. Table D-1: Ambient air quality and noise monitoring locations Sample Station Coordinate Description A1 Km 1+800 N: 21057’38.9” The sampling is done in the distance of 1.8 km to the E:106042’23.2” south of Huu Nghi Border Gate at the roadside A2 Km 7+000 N: 21055’1.3” At IC#2: About 7 km from the starting point, E:106043’20.9” Dongdangtown, on the new NH1A to Langson city A3 Km 27+000 N: 21049’1.2” On the existing NH#1A at Yen Thanh village, Yen Trach E:106046’1.6” commune, Cao Loc district, Lang Son province A4 Km 45+000 N: 21041’23.5” At IC#5: On the NH#1A, at Lang Chieng village, in E:106038’7.9” Nhan Ly commune, Chi Lang district, about 1.5 km from Bac Thuy Railway Station A5 Km 57+000 N: 21036’52.2” IC#6: intersection with National Road#279 at Lang E:106032’28.7” Thanh village, Quang Lang commune, Chi Lang district, Lang Son province A6 Km 82+000 N: 21028’37.1” IC#8: Intersection with Pho Vi – Deo Ca road, at Pho Vi E:106022’38.3” village, Ho Son commune, Huu Lung district, Lang Son province A7 Km 96+000 N: 21024’23.0” IC#9: At Huong Than village, Huong Son commune, E:106017’3.0” Lang Giang district, Bac Giang province A8 Km 113+000 N: 21017’10.6” IC#10: Ke intersection, Dinh Tri commune, Lang Giang E:106014’8.5” district, Bac Giang province A9 Km 127+600 N: 21014’52.9” IC#11: Dong Vang industrial zone, Van Trung E:106007’36.9” commune, Viet Yen district, Bac Giang province; 1,000 meters away from the historical relic area of Don Mountain A10 Km 131+000 N: 21012’18.5” At Nhu Nguyet bridge, Dap Cau ward, Bac Ninh City, E:106006’1.6” Bac Ninh province A11 Km 134+000 N: 21012’18,5” Bac Ninh City Interchange E:106006’1,6” A12 Km 137+800 N: 21009’18,5” NH#18 Interchange E:106003’23,5” A13 Km 149+200 N: 21006’37,6” Tu Son Urban Zone Interchange E:105059’9,1” a. Ambient temperature 103. Air temperature directly affects the conversion and diffusion of atmospheric

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pollutants. The higher the air temperature, the higher the speed of chemical reactions and the shorter residue time of pollutants. The variation of air temperature affects the diffusion of dust and emissions, heat exchange in the human body and laborers’ health. In an attempt to establish the database for the EIA study of the project, meteorological data of stations near the project Hanoi – Langson expressway were used. The average temperature in Langson and Bacgiang is 22 to 230C. While the average temperature in Bacninh and Hanoi is 24 to 250C. 104. The monthly averages of ambient temperature at the stations over many years are shown in Table D-2 and Table D-3. Table D-2: Average temperature in Lang Son and Bac Giang from 2005 to 2009 Langson station Bacgiang station Month 2005 2006 2007 2008 2009 2005 2006 2007 2008 2009 1 12.4 14.8 12.7 10.6 12.0 15.9 17.6 16.3 14.4 14.9 2 14.6 14.9 19.5 10.6 18.5 17.7 18.1 21.5 13.3 19.8 3 16.8 17.8 18.7 18.9 18.5 18.9 20.0 20.8 20.9 20.5 4 22.3 23.4 20.9 22.9 21.8 24.0 24.8 22.9 24.4 23.1 5 27.2 24.8 24.5 25.0 24.6 28.7 26.9 26.6 26.7 26.4 6 27.2 26.8 27.6 26.2 26.3 29.4 29.3 29.5 27.9 28.3 7 26.7 27.1 27.6 27.0 27.3 29.2 29.3 29.9 28.8 29.0 8 26.4 26.0 26.6 26.5 27.7 28.3 17.5 28.5 28.3 29.4 9 25.4 24.8 24.3 25.6 25.5 28.2 27.6 26.6 27.6 27.2 10 22.5 24.5 22.6 23.7 23.4 25.7 26.9 23.8 26.2 26.0 11 19.1 20.2 16.5 17.4 17.2 21.8 23.8 20.2 20.5 20.2 12 13.3 14.2 16.6 13.9 16.7 16.8 17.6 19.7 17.3 19.1 Source: National Meteo-Hydrological Center, meteo-hydrological data at stations in Langson and Bacgiang Table D-3: Average temperature in Bac Ninh and Ha Noi from 2005 to 2009 Bacninh station Hanoi station Month 2005 2006 2007 2008 2009 2005 2006 2007 2008 2009 1 15.9 17.7 16.4 14.6 15.2 24.2 24.7 24.5 23.7 19.2 2 17.6 18.1 21.7 13.5 20.0 16.2 18.3 16.9 15.2 22.2 3 18.9 20.0 20.9 21.0 20.7 17.8 18.4 21.9 13.8 20.5 4 24.0 24.9 22.9 24.3 23.4 19.2 20.3 20.0 21.4 24.3 5 28.7 27.0 26.7 26.9 26.7 24.3 25.4 23.4 24.7 26.7 6 29.6 29.7 29.7 28.1 28.7 29.2 27.3 27.3 27.5 29.7 7 29.5 29.8 30.0 29.2 29.3 30.3 30.2 30.2 28.6 29.0 8 28.7 27.9 28.7 28.6 29.6 29.7 30.0 30.4 29.4 29.2 9 28.4 27.9 26.8 27.9 27.4 28.8 28.1 29.2 29.0 28.4 10 25.9 27.1 25.4 26.3 26.2 28.7 28.2 27.2 28.3 26.0 11 22.2 24.2 20.4 21.0 20.5 26.3 27.4 25.8 26.5 20.1 12 16.8 17.8 19.9 17.7 19.4 22.7 24.7 21.4 21.4 19.4 Source: National Meteo-Hydrological Center, meteo-hydrological data at stations in Bacninh and Hanoi. b. Sunlight hours 105. Together with solar radiation, sunlight hours is one the factors having direct effects on the regional thermal regime and on atmospheric stability and the diffusion stations in Bacninh expressway re away from the historical relic area the biochemical processes of flora and fauna. Table D-4 and Table D-5 show data of sunlight hours at 4 stations.

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Table D-4: Sunlight hours in Langson and Bacgiang from 2005 to 2009 Langson station Bacgiang station Month 2005 2006 2007 2008 2009 2005 2006 2007 2008 2009 1 33.0 81.0 64.7 67.2 117.6 29.4 68.6 66.0 60.9 95.0 2 30.5 43.4 93.8 22.7 127.5 17.0 26.3 53.3 29.5 69.2 3 41.7 21.6 33.2 86.1 64.7 27.8 21.2 13.8 72.7 54.3 4 96.1 19.4 89.1 92.4 103.1 68.9 94.7 81.8 67.7 94.6 5 203.7 60.1 174.7 143.1 135.8 212.1 161.2 168.3 156.4 153.0 6 122.9 145.6 215.0 112.6 179.5 124.2 149.5 205.5 112.4 158.6 7 201.1 145.9 222.8 145.3 195.9 214.7 158.5 227.1 153.5 170.7 8 143.9 116.3 150.0 153.2 219.8 159.2 101.3 160.9 152.4 207.6 9 164.8 197.9 126.4 163.1 190.0 182.7 200.2 138.9 150.9 166.7 10 139.7 156.3 153.9 123.9 166.3 141.4 149.4 134.8 112.1 131.2 11 107.7 141.4 200.3 147.6 177.6 120.4 154.8 190.1 150.4 135.4 12 76.7 119.7 53.1 134.2 100.6 60.9 108.0 40.0 126.5 55.9 Source: National Meteo-Hydrological Center, meteo-hydrological data at stations in Langson and Bacgiang. Table D-5: Sunlight hours in Bacninh and from 2005 to 2009 Bacninh station Hanoi station Month 2005 2006 2007 2008 2009 2005 2006 2007 2008 2009 1 32.0 73.8 69.5 61.6 103.3 40.5 73.5 67.9 59.1 103.9 2 18.3 30.6 67.7 31.2 74.2 21.2 30.1 71.8 26.3 74.7 3 29.8 22.8 9.5 72.7 53.1 35.0 25.5 23.9 67.6 50.9 4 77.5 105.3 85.6 77.6 94.3 86.3 100.9 87.2 73.0 84.5 5 203.1 165.3 163.4 156.2 164.5 190.9 153.4 145.8 137.7 143.1 6 129.5 173.2 210.1 120.5 170.4 122.9 168.9 217.7 115.2 160.8 7 214.0 165.3 226.8 153.3 169.8 187.0 144.2 203.2 150.1 142.5 8 166.5 105.5 157.3 138.5 211.1 135.9 96.3 156.0 123.5 171.6 9 177.0 204.6 138.2 154.1 170.6 162.4 169.0 128.7 123.0 132.1 10 148.3 149.1 131.2 110.0 149.6 102.6 123.2 106.1 83.3 122.1 11 125.8 156.8 197.3 145.8 138.4 130.6 154.5 178.9 145.2 135.4 12 65.4 113.9 47.1 132.0 62.8 69.5 109.8 57.5 111.0 77.1 Source: National Meteo-Hydrological Center, meteo-hydrological data at stations in Bacninh and Hanoi c. Air humidity 106. Air humidity is one of the natural factors having direct effects on the conversion and diffusion of pollutants in the atmosphere and laborersonhealth. The readings at the stations indicate that:  Absolute highest humidity: 89%;  Absolute lowest humidity: 26%;  In the project area, humidity is highest in the rainy season (May – October) and lowest in the dry season (November – April). 107. The average of humidity over the years at the three stations is shown in Table D-6 and Table D-7.

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Table D-6: Average humidity (%) in Langson, Bacgiang, and Bacninh from 2005 to 2009 Langson station Bacgiang station Month 2005 2006 2007 2008 2009 2005 2006 2007 2008 2009 1 83 80 73 81 74 79 76 69 79 75 2 88 89 81 71 80 84 84 83 72 86 3 87 89 91 81 81 83 85 89 84 84 4 84 82 82 83 83 85 83 82 84 87 5 83 82 84 80 84 83 80 82 83 84 6 89 87 84 87 84 83 82 82 85 81 7 87 89 85 84 85 82 82 80 83 83 8 90 91 89 87 83 86 87 85 86 82 9 88 82 89 87 84 81 77 84 85 83 10 85 84 82 86 83 78 81 79 80 81 11 86 82 76 82 70 82 78 71 79 70 12 87 78 80 78 74 71 74 79 76 76 Source: National Meteo-Hydrological Center, meteo-hydrological data at stations in Langson and Bacgiang. Table D-7: Average humidity (%) in Langson, Bacgiang, and Bacninh from 2005 to 2009 Bacninh station Hanoi station Month 2005 2006 2007 2008 2009 2005 2006 2007 2008 2009 1 80 79 70 78 75 79 78 77 79 72 2 86 90 84 70 87 79 74 69 80 84 3 87 87 90 84 85 85 86 81 72 82 4 86 85 84 85 86 83 84 88 82 82 5 83 82 83 82 83 83 80 79 84 81 6 80 82 84 85 80 78 78 75 79 74 7 80 82 84 81 84 77 75 77 81 79 8 89 87 86 85 82 79 78 78 79 78 9 86 78 84 86 84 83 83 81 83 76 10 83 81 80 85 81 78 72 81 80 75 11 85 81 71 78 70 76 76 77 80 66 12 73 75 80 76 76 79 76 67 76 74 Source: National Meteo-Hydrological Center, meteo-hydrological data at stations in Bacninh and Hanoi d. Rainfall 108. Almost all regions alongside the expressway have annual rainfall of approximately 1,700mm. Rainfall distribution is not even with 70 to 80% falling in the period from June to April. 109. Monthly averages of rainfall in the 5 consecutive years, 2005 secuti at the 4 stations in Langson, Bacgiang, Bacninh and Ha Noi are given in Table D-8 and Table D-9.

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Table D-8: Monthly averages of rainfall in Langson and Bacgiang from 2005 to 2009 Langson station Bacgiang station Month 2005 2006 2007 2008 2009 2005 2006 2007 2008 2009 1 23.1 18.4 0.2 49.5 0.2 15.2 3.6 1.0 28.9 1.4 2 40.1 44.4 56.1 26.0 3.1 59.5 25.0 44.8 24.0 13.1 3 42.0 36.8 79.1 52.1 26.9 39.6 30.1 96.5 59.6 42.3 4 63.2 23.3 94.3 92.0 89.4 30.3 28.5 72.2 47.0 116.8 5 205.6 125.5 133.3 103.3 168.5 95.3 183.1 189.5 154.2 225.5 6 249.4 130.0 152.2 184.2 230.1 183.9 112.1 265.2 259.4 174.6 7 201.9 358.2 247.6 256.0 157.7 229.2 207.3 79.4 282.3 254.7 8 204.2 210.0 135.4 319.3 75.7 402.2 372.0 169.5 380.9 93.6 9 256.1 45.0 243.1 419.4 132.9 257.6 111.5 285.2 334.3 112.2 10 6.5 24.5 67.3 94.0 47.1 2.4 102.4 66.9 110.9 123.7 11 100.3 34.4 29.0 110.0 4.9 116.0 148.4 9.5 237.4 0.2 12 29.1 1.5 25.3 14.4 6.6 30.3 0.4 11.7 16.8 3.1 Source: National Meteo-Hydrological Center, meteo-hydrological data at stations in Langson and Bacgiang Table D-9: Monthly averages of rainfall in Bacninh and Hanoi from 2005 to 2009 Bacninh station Month 2005 2006 2007 2008 2009 2005 2006 2007 2008 2009 1 13.9 3.0 0.5 29.4 2.6 11.4 0.4 3.0 26.6 4.9 2 37.6 28.3 63.8 22.2 13.4 35.6 25.2 25.0 13.9 8.0 3 29.5 31.6 53.6 44.5 29.5 27.4 30.9 29.4 20.2 49.1 4 10.0 15.5 134.1 32.8 99.0 32.9 17.9 97.5 121.6 74.3 5 220.8 133.7 131.7 90.6 291.7 221.4 139.6 118.1 184.0 229.0 6 357.2 164.5 315.7 286.5 266.7 278.0 96.8 210.9 234.3 242.4 7 229.6 219.3 186.2 280.4 419.7 277.9 247.0 286.3 423.5 550.5 8 429.1 211.0 266.8 295.8 109.9 377.2 353.8 330.4 304.5 215.7 9 257.1 109.1 136.7 141.5 196.6 366.0 183.1 388.3 199.4 154.6 10 5.7 31.1 84.3 204.3 48.7 17.8 28.3 145.0 469.0 78.8 11 149.4 79.6 5.0 281.5 0.6 91.9 116.2 4.8 258.7 1.2 12 31.6 3.7 8.8 16.6 6.2 26.8 1.2 20.6 11.4 3.6 Source: National Meteo-Hydrological Center, meteo-hydrological data at stations in Bacninh and Hanoi e. Wind regime 110. The project area is affected mostly by two winds, the NE and the SE, with an average speed of 2.0 m/s. The averages of wind speed at the stations are shown in Table D-10 and Table D-11.

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Table D-10: Average wind velocity in the project area (2005-2009) (m/s) Langson station Bacgiang station Month 2005 2006 2007 2008 2009 2005 2006 2007 2008 2009 1 2.0 2.0 3.0 3.0 3.0 1.0 2.0 2.0 2.0 2.0 2 3.0 2.0 1.0 3.0 2.0 2.0 2.0 2.0 1.0 2.0 3 2.0 1.0 2.0 1.0 3.0 1.0 1.0 2.0 1.0 2.0 4 2.0 2.0 2.0 2.0 2.0 1.0 2.0 2.0 2.0 2.0 5 2.0 1.0 1.0 1.0 2.0 2.0 2.0 1.0 2.0 2.0 6 1.0 1.0 1.0 1.0 2.0 1.0 2.0 2.0 1.0 2.0 7 1.0 1.0 1.0 1.0 2.0 1.0 2.0 2.0 1.0 2.0 8 1.0 1.0 1.0 1.0 2.0 1.0 1.0 1.0 1.0 2.0 9 1.0 2.0 1.0 1.0 3.0 2.0 1.0 1.0 1.0 1.0 10 1.0 1.0 1.0 1.0 3.0 1.0 1.0 1.0 1.0 2.0 11 1.0 2.0 2.0 2.0 3.0 1.0 1.0 1.0 1.0 2.0 12 2.0 2.0 2.0 2.0 3.0 2.0 1.0 1.0 1.0 2.0 Source: National Meteo-Hydrological Center, meteo-hydrological data at stations in Langson and Bacgiang Table D-11: Average wind velocity in the project area (2005-2009) (m/s) Bacninh station Month 2005 2006 2007 2008 2009 1 2.0 2.0 2.0 3.0 2.0 2 3.0 2.0 2.0 2.0 2.0 3 2.0 2.0 2.0 2.0 2.0 4 2.0 2.0 2.0 2.0 2.0 5 2.0 2.0 2.0 2.0 2.0 6 2.0 2.0 2.0 2.0 2.0 7 2.0 2.0 2.0 2.0 2.0 8 2.0 2.0 2.0 2.0 2.0 9 2.0 2.0 2.0 2.0 2.0 10 2.0 2.0 2.0 2.0 2.0 11 2.0 2.0 2.0 2.0 2.0 12 2.0 2.0 2.0 2.0 2.0 Source: National Meteo-Hydrological Center, meteo-hydrological data at stations in Bacninh. f. Abnormal weather phenomena 111. Some abnormal phenomena such as storms, tempests, and cyclones in Langson, Bacgiang, and Bacninh are summarized in Table D-12, D-13, and D-14.

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Table D-12: Abnormal weather phenomena in Langson province Year Month 1 2 3 4 5 6 7 8 9 10 11 12 Total Phenomenon 2005 Shower 1 4 5 11 14 13 19 13 2 2 84 Hail Mist 2 1 3 2 10 10 6 34 Hoarfrost Thunderstorm 1 3 5 12 18 16 25 12 1 93 2006 Shower 1 1 2 2 7 12 11 13 4 4 4 61 Hail Mist 1 2 5 5 4 1 18 Hoarfrost 3 3 Thunderstorm 3 1 5 17 12 13 4 6 4 65 2007 Shower 4 3 6 9 13 12 13 5 1 1 67 Hail Mist 1 2 4 3 10 2 22 Hoarfrost 2 2 4 Thunderstorm 3 4 5 7 15 16 18 6 1 75 2008 Shower 1 1 6 14 15 12 8 7 2 66 Hail Mist 1 2 1 1 1 2 1 1 7 3 4 7 31 Hoarfrost 2 2 Thunderstorm 1 4 6 18 19 16 13 4 1 82 2009 Shower 1 8 12 13 8 11 7 2 2 1 65 Hail Mist 4 3 2 4 4 8 2 1 28 Hoarfrost 4 4 Thunderstorm 1 4 11 20 13 15 10 74

Source: National Meteo-Hydrological Center, meteo-hydrological data at stations in Langson, Bacgiang, and Bacninh Table D-13: Abnormal weather phenomena in Bacgiang province

Year Month 1 2 3 4 5 6 7 8 9 10 11 12 Total Phenomenon Year 2005 Shower 2 2 5 11 15 16 17 9 2 79 Hail Mist 3 1 2 1 3 1 1 12 Hoarfrost Thunderstorm 2 1 3 9 14 15 15 9 1 69 2006 Shower 1 1 2 2 11 11 12 17 7 7 5 2 78 Hail Mist 1 1 1 3 4 2 1 13 Hoarfrost Thunderstorm 1 2 1 8 17 13 17 4 1 3 67 2007 Shower 4 5 9 6 12 21 12 69 Hail 1 1 Mist 2 2 4 Hoarfrost

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Thunderstorm 3 4 5 18 12 18 8 68 2008 Shower 4 4 9 20 20 16 9 5 7 94 Hail Mist 3 2 2 1 2 10 Hoarfrost Thunderstorm 3 3 7 22 19 12 8 4 3 81 2009 Shower 2 2 6 9 11 14 11 13 2 70 Hail Mist 1 1 1 3 Hoarfrost Thunderstorm 1 3 3 7 13 9 13 12 1 62 Source: National Meteo-Hydrological Center, meteo-hydrological data at stations in Langson, Bacgiang, and Bacninh Table D-14: Abnormal weather phenomena in Bacninh province Year Month 1 2 3 4 5 6 7 8 9 10 11 12 Total Phenomenon 2005 Shower 2 2 3 14 12 12 15 11 1 2 74 Hail Mist 11 12 18 7 1 4 5 8 7 73 Hoarfrost Thunderstorm 2 1 2 14 15 11 18 9 1 73 2006 Shower 2 2 2 3 13 12 9 19 4 7 4 77 Hail Mist 15 9 17 5 1 4 2 11 2 4 70 Hoarfrost Thunderstorm 2 2 11 16 12 14 5 3 3 68 2007 Shower 4 3 5 10 17 11 17 10 6 1 84 Hail Mist 6 5 11 7 3 2 8 3 2 47 Hoarfrost Thunderstorm 3 2 2 4 18 12 16 9 1 67 2008 Shower 1 5 3 11 17 15 14 12 6 4 88 Hail Mist 6 5 9 2 3 6 5 6 42 Hoarfrost Thunderstorm 5 3 6 17 14 13 7 2 4 71 2009 Shower 1 4 8 10 11 13 13 8 3 3 74 Hail Mist 5 9 9 4 2 7 2 8 46 Hoarfrost Thunderstorm 3 3 4 10 12 10 13 9 1 65 Source: National Meteo-Hydrological Center, meteo-hydrological data at stations in Langson, Bacgiang, and Bacninh 2. Ambient air quality 112. Existing ambient air quality levels in the project area is mostly from traffic, commerce and production activities. Definitely, urban residential areas are normally affected by an air

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quality such as national and local roads are being affected by air quality levels, mainly from traffic activity by heavy vehicles. An air monitoring plan was set up at the pre-construction phase to assess air quality levels associated with transport activities and thirteen monitoring locations were chosen along the proposed expressway alignment and these locations coincided with the noise level monitoring locations. Table D-15 shows result of air quality monitoring. Table D-15: Ambient air quality along the expressway alignment

Location Temperature Humidity Wind TSP PM10 SO2 NO2 (0C) (%) velocity (µg/m3) (µg/m3) (µg/m3) (µg/m3) (m/s) Aug. Oct. Aug. Oct. Aug. Oct. Aug. Oct. Aug Oct Aug Oct. Aug. Oct A1 31.0 28.8 84 80 1.9 1.3 79 68 40 47 40 40 25 28 A2 29.8 29.2 86 79 1.7 1.6 83 73 65 56 30 71 35 29 A3 30.3 29.3 82 81 2.1 1.8 86 80 50 68 50 60 30 26 A4 29.5 29.1 88 82 1.4 1.4 80 85 50 63 80 76 30 47 A5 28.5 29.2 84 84 2.2 1.7 110 94 80 86 93 98 79 85 A6 29.3 29.5 78 75 1.6 1.5 67 82 49 55 65 95 79 82 A7 30.1 30.7 79 78 1.8 1.9 90 95 84 78 92 102 68 74 A8 31.2 31.3 76 73 0.9 1.2 120 140 64 74 95 105 89 91 A9 31.3 31.5 74 71 1.5 1.1 150 180 92 167 147 117 124 129 A10 31.1 31.4 75 73 1.7 1.0 204 215 169 175 125 110 131 135 Additional sampling sites for the 30 km section1 A11 17.8 89 190 62 176 76 A12 17.6 87 200 72 147 82 A13 17.7 87 175 69 159 68 QCVN 05:2009/BTNMT2 - - 300 - 350 200 (average 1-hour measurement) 3. Noise 113. Existing noise levels in the project area is mostly from traffic, commerce and production activities. Definitely, urban residential areas are normally affected by a noise level higher than rural residential areas. Especially, residential areas along the existing roads such as national and local roads are being affected by noise levels sometimes up to 96 dBA, mainly from traffic activity by heavy vehicles. A noise monitoring plan was set up at the pre- construction phase to assess noise levels associated with transport activities. Thirteen monitoring locations were chosen along the proposed expressway alignment and these locations coincided with the air quality monitoring locations. Table D-16 shows the existing noise levels monitored at selected locations along the alignment. Location of noise monitoring location shows in Figure D-2 and D-3.

1 These sites were selected during the additional EIA work for the 30 km section. In addition, sampling works were once done in March 2011 only. 2 National Technical Regulation on Ambient Air Quality dated 7th October 2009 promulgated by the Ministry of Natural Resources and Environment.

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Table D-16: Noise Level in Selected Monitoring Stations Location Noise levels (dBA) 3 LAmax LAmin LAeq August October August October August October N1 88.7 82.7 43.2 47.5 71.2 64.9 N2 85.2 94.2 55.9 47.4 70.9 72.4 N3 95.6 94.8 53.3 46.9 73.7 74.0 N4 90.8 97.6 47.9 43.2 72.9 72.5 N5 96.9 98.4 52.7 46.9 75.7 74.0 N6 84.7 84.5 47.6 47.9 67.0 63.7 N7 90.0 83.2 48.6 46.8 67.1 65.5 N8 88.7 86.5 52.4 55.6 72.4 72.6 N9 89.9 94.9 59.1 61.2 72.9 74.4 N10 95.5 89.4 58.4 56.3 76.4 75.7 Additional noise measuring sites4 N11 101.5 56.2 78.5 N12 99.3 56.2 76.8 N13 97.5 58.9 80.1 70 (from 6 a.m. to 9 QCVN p.m.) - - 26:2010/BTNMT 55 (from 9 p.m. to 6 a.m.) 4. Topography and soils 114. The road generally follows the water courses in the project area. The main orientation of the road is North-East/South-West. The topography of the areas is different in each of the two studied sections and presents a wide variety of shapes, slopes and elevations. The project area starts at the border of China (Km 0 of the road in Dong Dang, Lang Son province) and goes down to Bac Ninh towards Ha Noi (Km 158.4). The road elevations range between 300 m (mountains) and 10 m (lower plain). The average alignment gradient of the expressway is 3% to 4% in the mountainous region (km 0 to Km 45), and there is virtually no gradient along the expressway in the midland and in the plain (158.4 Km).The plain is part of the Red River Delta and is very flat. Three main forms of relief are apparent as: (a) Mountains, in the Province of Lang Son, maximum elevation 800 m; (b) Midlands and terraces, in the same Province, elevations 20 - 50 m; (c) Plains, in the Provinces of Bac Giang, Bac Ninh and Ha Noi elevations 10 - 20 m or less. 115. Topography of Lang Son: Lang Son is a frontier mountainous province in the North- East of Vietnam. It shares a border with Cao Bang Province on the south, Bac Giang Province on the north, Guangxi (China) on the east, Quang Ninh Province on the north-east and Bac Kan, and Thai Nguyen provinces on the west. Mountains and hills cover over 80% of the province Bac Kan is good for agriculture. Main rivers that run through the province are: the Ky Cung, Ba Thin, Bac Giang, Bac Khe, Thuong, Hoa, and Trung rivers. 116. Lang Son has two international border gates including Dong Dang railway border gate and Huu Nghi road border gate, and two national border gates, Chi Ma (in Loc Binh District) and Binh Nghi (in Trang Dinh District). So, Lang Son has an important strategic position in the North-East of Vietnam. 117. Topography in Bac Giang: Bac Giang topography is divided into three types including

3 The equivalent steady-state sound level which in a stated period of time contains the same acoustic energy as a time-varying sound level during the same period. TCVN 5949:1998 does not require LAmax and LAmin parameters. 4 These sites were selected during the additional EIA work for the 30 km section. Additionally, measurement works were once done in March 2011 only.

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lowland, midland, and mountainous regions. There are many rivers: Cau, Thuong, and Luc Nam rives. It is suitable for the development of diversified agriculture and forest production. Midlands represent 10.5 % and highlands make up 89.5 %. 118. Topography of Bac Ninh and Ha Noi: Topography is quite flat and tends to slope from the North to the South and from the West to the East, which means that rainfall runoff flows into Duong and Thai Binh rivers. There are few large differences in topography across the province. In the plains, elevation is generally between 3 and 7 meters while the height in the middle and mountainous land is 300-400 meters. The mountainous area accounts for 0.53% of the provincial area, mainly distributed in Que Vo, Tien Du districts. The area of dyke edge and sunken low land is in Gia Binh, Luong Tai, Que Vo, and Yen Phong districts. 119. There are many types of soils in the project area and they are dominated by local conditions of the topography, geology and the climate. Main soil groups are classified as (a) Steeply sloping soils in the mountain areas, subject to degradation by erosion, (b) Degraded soils in the midland of the Red River Delta consisting mostly of old alluvial soils, ferasols and acrisols, (c) Alluvial and logging soils in the largest part of the Red River Delta. Along the valleys, these soils are favorable for agriculture especially for rice cultivation. The main characteristics of these soils are fertility and poor permeability. 120. There are 12 types of soils in the 9 districts of Langson, Bacgiang, Bac Ninh and Ha Noi that will be traversed by the expressway. Soil groups of the districts are presented in Table D-17. Table D-17: Main types of soils of the districts in the project area

Area No. Name Code (ha) (%) 1 Rocky mountain Da 57,964.91 18.95 2 Acidic gley soil Glc 16,137.47 5.28 3 Yellowish brown soil Fd2 5,461.97 1.79 4 Reddish brown soil Fd1 6,006.01 1.96 5 Fluvisol P 5,219.14 1.71 6 Fluvisol with a motley layer Pr 7,119.29 2.33 7 Acidic fluvisol Pc 7,592.89 2.48 8 Gleyic fluvisol Pg 649.89 0.21 9 Leptosol E 1,712.29 0.56 10 Grey soil with a motley layer Xl 24,678.93 8.08 11 Feralite acrisols Xf 166,174.9 54.32 12 Boggy soil Glu 7,239.64 2.33 Total 305,894.33 100 121. Table D-17 shows that ferralic acrisols are prevalent with 54.32% of the total area, followed by rocky mountain soil with 18.95%, and the minor one is gley fluvisol. Soils in the project area are shown in the soil map in Figure D-1. 122. Soil resources of Lang Son: There are three main kinds of soils, (a) Soil in the low mountain and hill regions (under 700 meters), (b) Humus in the high mountains (from 700 to 1500 meters) and (c) Alluvial soil. 123. Soil resources in Bac Giang can be classified into (a) red and yellow feralite soil in the hill area, ancient alluvial land, inner dyke alluvial soil without consolidating, (b) outer dyke alluvial soil without consolidation, flooded rice area soil which is eroded into gray and infertile soil. 124. Soil resources of Bac Ninh: Bac Ninh is rich in natural resources, its main genre of natural resources is building materials such as clay for manufacture of bricks, tiles, and ceramics with a reserve of 4 millions tons in Que Vo, Tu Son and Bac Ninh towns. Bac Ninh

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has sand in Vu Ninh with a reserve of one million tons, sandstone in Vu Ninh, Bac Ninh with reserve of 3 million m3. Additionally, peat is in Yen Phong with a reserve of 60,000 - 200,000 tons. a. Basic soil processes in the project area i. Feralite process 125. Feralite process means leaching of alkali and alkali-earth metals and silica oxides and at the same time, aluminum oxides are accumulated. Ions such as H+ and Al3+ are also accumulated and consequently the soil becomes acidic. Secondary minerals resulting from the feralite process include kaolinite, haloysite, goethite, gypsite and hydrate iron aluminum hydroxide. The percent of SiO2/R2O3 decreases over time, meaning that the percent is inversely proportional to the intensity of the feralite process. 126. The feralite process is typical of hill soil. Feralite formation turns soil acidic, iron and mobile aluminum rich with low alkaline saturation. That is the dominant process to form yellow red soil in mountains and hills as well as fluvisol with motley soil. ii. Leaching 127. Together with erosion, strong vertical leaching occurs because of the high annual rainfall (1600mm-2600mm per year) concentrating in the period from May to October. Alkali metals, N, dissolved organic matters and colloidal components are most leached. The order in low leaching risk is C>N, K>Ca and Mg>P. In addition to leaching of nutrients, the leaching of clay minerals leads to the drop of clay ratio in the superficial layers and at the same time, accumulation of clay in deeper layers. Leaching is common in sloping zones and high terraces in plains.

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Figure D-1 : Soil map of the project area iii. Acidification 128. Soil acidification occurs due to leaching of alkali, earth-alkali elements and accumulation of acidic ions such as H+, Al3+ and Fe3+. The content of H+ is high in acidic soil but the content of Al3+ is higher in very acidic soil. This process occurs in almost all kinds of

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mountainous soil. iv. Conversion of organic residues and formation of humus 129. Organic residues are converted into humus in the soil with the participation of microorganism, animals, and oxygen in the air and water. That is a combination of decomposition of initial organic residues, synthesis of metabolic substances in plasma of microorganisms, and formation of humus. Thus, humus is a very complicated and active combine of organic matters that are produced during decomposition and humidification of organic residues. v. Gley formation 130. This process occurs in permanently or periodically wet soil such as rice fields and swamps. 131. The formation of gley brings in special colors to soil, that may be blue, bluish grey or light green as a result of the reaction between Fe++ and silica, aluminum, etc., or rust-like streaks along roots. Gley soil usually losses its structure, becomes compact and contains many toxic substances that are harmful to trees. Gley formation usually occurs in hollow zones of fluvisols. vi. Alluvia deposition 132. Alluvia deposition is settlement of alluvia from rivers and streams, and therefore dependent on their activities. That is the dominant process to form fluvisols. b. Some basic characteristics of soils in the project area i. Fluvisols 133. A typical property of fluvisols is fluvic. Adjacency to artesian streams strongly affects properties and circulation of fluvisols. Regarding fertility, the soil profile is usually associated with rivers and the nature of the soil is therefore determined by the quality of upstream laterized products. 134. A small area of the fluvisols is neutral or lightly acidic with light to medium texture. The amount of organic contents in the superficial layer is in the medium range. The total N is medium whilst the total P is medium to low. The total K is low while the total decomposable P and K is medium. The total alkali cation is low. The adsorptive volume is medium to low. 135. Formation characteristics: Fluvisols are formed by the alluvia of rivers. ii. Raised fluvisol, neutral to lightly acidic ( Pbe) 136. Soil beyond dikes or riverside soil is annually raised by alluvia with an inundation level of 2 to 3 m. 137. Formation: thickness of at least 100cm, texture of mixed sand to heavy loam; profile not split, poor structure; soil profile of some zones shows uniform colors and texture whilst others zones, where alluvia deposition is not even, show bedding in terms of texture, color and compactness. 138. Land use characteristics: this kind of soil is distributed in elevated areas which are not watered. Besides, as it is inundated deeply in July and August, it is used for cultivation of 2 crops per year only. iii. Not raised fluvisol, acidic (Pc) 139. Soil inside dikes, no more raising by annual alluvia. Formed by alluvia deposition. 140. Formation: thickness of at least 100cm, texture of mixed sand to heavy loam; brown in the whole profile; no yellow red mottling, no gley formation but bedding, with some dark brown streaks resulting from manganese accumulation; heavier textures in deeper layers.

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iv. Gley fluvisol (Pg) 141. Soil inside dikes, low and hollow terrain. 142. Formation: thickness of at least 100cm, texture of mixed sand to heavy loam; medium gley in the whole profile; superficial layer: dark brown, light texture; sub layer: heavy texture, blue grey, compact; deep layer: medium loam, many yellow red motley areas intercalated with dark grey streaks, loose structure. 143. Chemical properties: in general, fertility of the superficial layer is medium whist that of the deep layer is poor. v. Fluvisols with motley soil (Pr) 144. Soil inside dikes, no longer fertilized annually by alluvia, medium to elevated terrain. Strong feralite process in deep layers resulting in a yellow red mottled layer. Soil was formed by strong vertical moving of iron and aluminum in the soil profile. Effects of iron and aluminum in combination with water logging and draining resulting in a motley layer with rusty streaks. Soil is acidic with medium to light texture and poor nutrients. 145. Formation: thickness of at least 100 cm, texture of mixed sand to heavy loam; medium gley in the whole profile; superficial layer: dark brown, light texture; sub layer: brown or yellow brown, many rice roots, few yellow red motley areas intercalated with dark grey streaks. vi. Grey soil 146. Light texture, sand: 78.37 streaks. cm, texture of mixed sand to heavy loam; medium gley in the whole profigreater depths. Typical grey soil has low fertility, is used for cultivation of rice or rice – secondary crops. vii. Reddish brown soil 147. Clear bedding, light to heavy texture, fair structure. Medium to strong feralite laterization with lower levels at greater depths. Includes fallow land and grazing for nomadic herds. Soil leaching, erosion and degradation are strong. viii. Yellowish brown soil

148. Medium acidity (surface pHKCl: 4.7), medium contents of humus and total nitrogen with lower contents at greater depths, poor total potassium and phosphate, low decomposable phosphate and potassium (<5mg/100g). Low exchangeable alkali cations (< 3 meq/100g), low Cation Exchange Capacity (CEC). ix. Eroded soil with exposed stone granules 149. The thin layer of soil is formed in strongly dissected terrain of high slope because where the vegetation carpet had been destroyed or land is used for cultivation without protection (for instance, nomadic grazing or extensive farming of annual trees in sloping land without measures to avoid erosion, etc.). 150. It is the thinness of the layer of soil that is the matter of concern. The superficial layer of fine particles is very thin (< 30 cm). Soil is strongly leached and eroded and consequently, the sub layer is hard and compact. Usually, the nutrient contents are very low, particularly the decomposable ones. Soil formed on sandstone schist is usually acidic. 5. Surface water 151. Hydrology: The expressway crosses the following major rivers of Ky Cung, Thuong and Cau. Some parts of the river banks are provided with dykes to prevent floods. All the lands in Bac Ninh and Bac Giang provinces are cultivated and most are irrigated. The presence of some lagoons along the road is also noted. Generally, in this zone the rivers are not provided with dykes and there is regular annual flooding, the rivers are short (between 10 to 100 km length), originating in the mountains in the North. The hydrology of these rivers is

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characterized by a short time of concentration in upstream watersheds due to the slope and deforestation. The list of rivers and streams crossing the expressway shows in Table D-18. The rivers are as follows: (a) Ky Cung River: This is the largest river in Langson province. It originates from mount Baxa (1000 m), running in the SW-NW direction over Locbinh, Langson, Diemhe and Nasam. At Thatkhe, it winds and changes to SW-NE to the border line. The main river is 243 km long and the basin is 6,660 km2. The river has an average elevation of 386 m, average slope of 18.8%, and density of 0.88 - 1 km/km2. The total length of 77 rivers and streams longer than 10 km in the basin is 1,583 km. The flow rate is 114 m3/s, equivalent to the water volume of 3.6 km3 per year and the flow module of 17 l/s.km2. The flood season is from June to September, accounting for 70 - 75% of the total water in a year. In the upper part, turbidity reaches 635 g/m3, and the erosion index is 344 tons/km3; (b) Thuong River: This is the largest branch of the Thaibinh River. Its upper part is in the Napa range at 600 m above sea level, near Banthi railway station in Langson province. The main river is 157 km long and the basin is 6,650 km2. It has the average elevation of 190m, and the average slope of 13.3%. The density of rivers and streams is 0.82km/km2; and 0.5km/km2 in the limestone mountains. The total length of the 34 branches longer than 10 km is 813 km. The total volume of water is 1.45km3 per year, equivalent to the flow rate of 46.5 m3/s and the flow module of 20 l/s.km2. The flood season usually lasts from June to September with 75-77% of the total volume of water. The upper stream ends at Chilang; the middle stream ends at Boha with Causon spillway; and the lower stream is from Boha. The riverbed is 70- 120 m wide on average while the depth is 5-6 m even in the dry season, giving favorable conditions for navigation. In the dry season, the depth is kept at between 5- 6 m by Causon spillway. In Bacgiang province, the Thuong River traverses the districts of Langgiang, Yenthe, Tanyen, Bacgiang city and Yendung district. The Thuong River has a large branch, the Hat River starting from Yenthe district (Bacgiang). The confluence of the two is also the common point of three districts, namely Yenthe, Tanyen and Langgiang. In the section near Bacgiang city, a canal pours water into the Thuong River, turning half of its flow into a turbid flow. This phenomenon can be observed in Bacgiang city. (c) Cau River: This is the main river in the Thaibinh river system. Its length to Phalai is 288km and the basin is 6,030 km2. The river originates from rivers and streams in Vanon mountain, Phuongvien commune (1,326 m above sea level), running over Chodon (Backan) and Choimoi (Thainguyen province) to Phalai (Haiduong province). The upper stream flows in the north-south direction in mountainous areas and the flow is narrow and abrupt with many cascades. Its average width is 50 to 60m in the dry season and 80 to 100m in the flood season. Its slope is at least 10%o. The middle stream is from Chomoi, where it crosses Nganson range, running NW-SE to Thainguyen city. There are two seasons in the hydrological regime of rivers in the Cau basin: - The flood season from June to September with 70-80% of the total flow per year. - The dry season from October to May with only 20-30% of the total flow. - The difference between monthly averages of flow rate is up to 10 fold and the variation of water depth is large, may be 5 to 6 m.

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Table D-18: List of rivers and streams crossing the expressway

No Location Name of Stream or River 1 KM 02+262 Dong Dang stream 2 KM 02+950 stream 3 KM 05+370 stream 4 KM 06+770 stream 5 KM 07+537 stream 6 KM 09+249 Na Tam lake 7 KM 10+004 Na Tam lake 8 KM 14+357 stream 9 KM 17+345 stream 10 KM 21+175 Ky Cung river 11 KM 22+560 stream 12 KM 23+950 stream 13 KM 30+650 stream 14 KM 31+910 stream 15 KM 32+700 stream 16 KM 35+770 stream 17 KM 36+540 stream 18 KM 37+800 stream 19 KM 38+300 stream 20 KM 39+200 stream 21 KM 40+700 stream 22 KM 41+000 stream 23 KM 41+300 stream 24 KM 41+450 stream 25 KM 41+847 stream 26 KM 42+510 stream 27 KM 43+687 Thuong river 28 KM 44+260 stream 29 KM 45+104 Thuong river 30 KM 48+655 stream 31 KM 49+700 stream 32 KM 50+425 stream 33 KM 51+288 Khuon Ang stream 34 KM 53+810 stream 35 KM 54+988 Doc Trang stream 36 KM 56+350 stream 37 KM 56+600 stream 38 KM 57+690 stream 39 KM 57+750 stream 40 KM 57+850 stream 41 KM 58+600 stream 42 KM 58+750 stream 43 KM 59+450 stream 44 KM 60+690 stream 45 KM 61+160 stream 46 KM 66+175 Luoc river, Province road 47 KM 67+720 Cay Du stream, rural road 48 KM 69+524 Tra stream 49 KM 71+348 HN-LS railway, river 50 KM 71+486 stream 51 KM 74+120 stream 52 KM 74+863 Nghe stream

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No Location Name of Stream or River 53 KM 78+048 stream 54 KM 79+284 stream 55 KM 83+002 Vi stream 56 KM 84+738 Cat stream 57 KM 86+050 stream 58 KM 86+678 HN-LS railway, stream 59 KM 88+636 stream 60 KM 89+805 Xe Dieu stream 61 KM 90+060 Xe Dieu stream 62 KM 93+660 irrigation canal 63 KM 99+040 irrigation canal 64 KM 101+240 irrigation canal 65 KM 102+450 irrigation canal 66 KM 108+070 Ngoi Cut stream 67 KM 110+530 irrigation canal 68 KM 112+750 irrigation canal 69 KM 114+340 irrigation canal 70 KM 114+450 irrigation canal 71 KM 114+650 irrigation canal 72 KM 115+850 irrigation canal 73 KM 116+000 Xuong Giang bridge - Thuong river 74 KM 116+500 irrigation canal 75 KM 116+990 irrigation canal 76 KM 117+130 irrigation canal 77 KM 117+600 irrigation canal 78 KM 117+750 irrigation canal 79 KM 118+020 irrigation canal 80 KM 118+310 irrigation canal 81 KM 119+750 irrigation canal 82 KM 119+870 irrigation canal 83 KM 120+160 irrigation canal 84 KM 120+640 irrigation canal 85 KM 120+780 irrigation canal 86 KM 121+850 irrigation canal 87 KM 122+100 irrigation canal 88 KM 123+550 irrigation canal 89 KM 123+700 irrigation canal 90 KM 124+100 irrigation canal 91 KM 125+250 irrigation canal 92 KM 125+730 irrigation canal 93 KM 126+185 irrigation canal 94 KM 127+560 irrigation canal 95 KM 127+950 irrigation canal 96 KM 128+290 irrigation canal 97 KM 130+370 Nhu Nguyet bridge - Cau river 98 KM 130+560 irrigation canal 99 KM 130+700 irrigation canal 100 KM 130+900 irrigation canal 101 KM 138+000 irrigation canal 102 KM 139+800 irrigation canal 103 KM 141+000 irrigation canal 104 KM 143+250 irrigation canal 105 KM 148+300 irrigation canal

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No Location Name of Stream or River 106 KM 150+400 irrigation canal 107 KM 152+700 irrigation canal 108 KM 148+300 irrigation canal 109 KM 155+800 to 156+600 Duong river 152. A study of surface water quality was carried out by national environmental consultants during August and October. Eight sampling locations were selected along the expressway alignment. Samples were taken and analyzed at a laboratory. The results were compared to Category B1 of QCVN 09:2008/BTNMT. The QCVN includes 4 categories of A1, A2, B1 and B25. Table D-19 shows the list of surface water monitoring locations, and Figure D-2 and D-3 show location of water monitoring locations. Table D-19: List of surface water monitoring locations Location Station Coordinate Description SW1 Km 2+500 N: 21057’42.3” Keo Kham Stream near the border gate E:106042’25.8” SW2 Km 9+000 Na Tam Lake, a tourism area. The lake is surrounded N: 21054’1.3” by hills covered with artificial forests of long-day E:106044’44.6” industrial trees such as pine, acacia, and eucalyptus SW3 Km 21+175 N: 21049’35.8” Ky Cung river in Lang Son city E:106046’29.4” SW4 Km 66+637 N: 21033’51.5” Song Hoa river at Phuong Dong village, Hoa Lac E:106028’53.3” commune, Huu Lung district, Lang Son province SW5 Km 96+000 N: 21024’37.2” The small stream near the Dinh Tram Industrial Park E:106017’15.5” SW6 Km 112+750 N: 21017’10.6” Irrigation canal near Dinh Ke Industrial Park E:106014’8.5” SW7 Km 116+470 N: 21015’55.1” Cau river at Xuong Giang Bridge E:106011’59.3” SW8 Km 130+840 N: 21012’17.5” Cau river (also Nhu Nguyet river) E:106006’1.3” SW96 Km 143+200 N: 21008’1,2” Dao river at Lien Bao commune, Tien Du disitrict E:106001’22,5” 153. All water samples are contaminated with coliforms and this shows that the surface water in the project area is being affected by human and animal wastes. In the project area, domestic wastewater from households is normally discharged into nearby surface water sources but not treated. Otherwise, local peoples often use the surface water sources for different purposes such as bathing, washing, fish breeding, aquaculture etc. Clearly, these activities are causing a degradation of surface water quality while the population is very dependent upon the surface water sources. 154. Five among 10 samples have concentrations of total phosphorus and oil and grease higher than the limits in the standards and four among 10 samples have concentrations of nitrite and nitrate higher than the limits in the standards. Only two among 10 samples have 0 BOD5 (20 C) values higher than the standard. Clearly, a high BOD value accounts for the high organic matters in the water. 155. Table D-20 shows the analysis results of the surface water samples.

5 Category A1: Applied for domestic water supply purposes and other purposes such as category A2, B1 and B2. Category A2: Applied for domestic water supply purposes but a proper treatment technology must be applied, conservation of aquatic creatures, or purposes such as Category B1 and B2. Category B1: Applied for irrigation or other purposes but requiring the same quality or purposes as Category B2. Category B2: Applied for waterway transport and other purposes with low water quality requirements. 6 This location was selected during the additional EIA work for the 30 km section. Additionally, the water sampling was once done in March only.

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Table D-20: Surface water quality along the expressway alignment QCVN 08:2008 /BTNMT7 Sample Parameter Timing Unit (Category B1) SW1 SW2 SW3 SW4 SW5 SW6 SW7 SW8 SW9 Temperature August 29.7 27.8 27.1 29.6 26.1 28.5 27.9 28.4 21.5 - 0C October 27.3 28.1 26.7 27.6 27.8 28.2 27.8 28.2 pH August 6.82 6.35 6.45 7.47 6.29 6.68 6.93 7.12 7.53 5.5-9 - October 6.85 7.50 6.30 6.36 6.47 6.70 6.90 7.10 SS August 42 38 40 35 130 80 39 76 50 - mg/L October 47 38 134 42 45 84 44 78 Turbidity August 10 7 11 9 250 64 22 48 8 - NTU October 12 13 260 9 15 67 25 50 DO August 6.8 7.35 3.68 7.43 7.28 3.85 6.79 6.64 5.1 ≥ 4 mg/L October 6.50 7.21 7.10 7.20 3.56 3.75 6.47 6.72 Conductivity August 4.28 4.33 10.3 4.2 4.7 9.5 4.76 6.31 6.31 - mS/m October 4.35 4.28 4.76 4.42 10.52 9.67 4.85 6.40 COD August 18 12 17 26 13 30 16 18 37 30 mg/L October 9 15 16 12 18 25 17 21 BOD (200C) August 6 7 12 17 8 17 10 12 18 15 5 mg/L October 4 7 6 5 7 15 10 12 NH + (N) August 0.15 0.08 0.23 0.12 0.67 0.74 0.28 0.51 0.12 0.5 4 mg/L October 0.14 0.15 0.68 0.09 0.21 0.70 0.31 0.53 NO - (N) August 0.03 0.05 0.06 0.02 0.04 0.08 0.03 0.07 0.015 0.04 2 mg/L October 0.02 0.03 0.05 0.06 0.05 0.09 0.05 0.06 NO - (N) August 9.5 12.9 13.7 7.9 10.4 17.6 9.1 15.8 5.8 10 3 mg/L October 7.4 8.7 10.6 11.6 8.2 7.8 9.4 10.4 Total iron August 0.13 0.35 0.27 0.25 0.94 0.19 0.21 0.39 0.36 1.5 mg/L October 0.12 0.27 0.97 0.33 0.28 0.20 0.22 0.38 Al August 0.002 0.004 0.002 0.002 0.003 0.004 0.001 0.003 0.003 - mg/L October 0.002 0.003 0.002 0.004 0.002 0.005 0.002 0.003 Total August 0.14 0.36 0.56 0.12 0.48 0.59 0.28 0.36 0.14 0.3 mg/L phosphorus October 0.16 0.15 0.50 0.35 0.58 0.56 0.30 0.35 Oil/grease August 0.09 0.11 0.15 0.07 0.11 0.09 0.13 0.18 0.02 0.1 mg/L October 0.07 0.08 0.22 0.10 0.16 0.28 0.12 0.18 Coliform August MPN/100 12,000 13,000 15,000 12,000 17,000 22,000 14,000 15,000 8,640 7,500 October mL 13,000 12,000 18,000 12,000 16,000 24,000 14,000 15,000

7 National Technical Regulation on Surface Water Quality dated 31st December 2008 promulgated by the Ministry of Natural Resources and Environment (MONRE).

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6. Groundwater 156. Groundwater is present in all the geological formations up to the top soil. The levels of the water table vary from the ground level to different depths, according to climatic seasons, and the presence of rivers and lakes. The water table is influenced also by human activities, such as irrigation or drainage. It is obvious that in the zones of the Red River Delta crossed by the road, the presence of groundwater is permanent at more than 50 m deep. The quality of the ground water depends on the depth and the mineral components of the bearing layers. In general, the ground water in upper layers is less suitable for domestic use due to the high content of coliforms and could become saline during the dry season. 157. Groundwater quality was monitored along the expressway alignment by national environmental consultants. Eight sampling locations were selected along the route and samples were taken and analyzed at a laboratory during August and October. Table D-21 shows the list of groundwater monitoring locations. Table D-21: List of groundwater monitoring locations Location Station Coordinate Depth Description (m) GW1 Km 4+000 N: 21041’11.1” 60 The sample is collected at Ms. Nguyen Thi E:106037’8.1” Tuyet household, Residential Area No. 8, Dong Dang Railway Station Area, Lang Son province GW2 Km 24+000 N: 21056’44.4” 80 The sample is collected at Mai Pha Fuel E:106042’4.8” Station No. 12, Po Dua village, Mai Pha commune, Lang Son province GW3 Km 46+000 N: 21050’15.4” 50 The sample is collected at Mr. Tran Duc E:106046’44.1” Hung household, Man Duong B village, Mai Sao commune, Chi Lang district, Lang Son province GW4 Km 58+000 N: 21036’50.4” 60 The sample is collected at Mr. Vi Van Giai E:106032’26.5” household, Quan Thanh village, Chi Lang commune, Lang Son province GW5 Km 66+000 N: 21028’37.1” 60 The sample is collected at Mr. Lang Van E:106022’38.3” Cach household, Pho Vi village, Ho Son commune, Huu Lung district, Lang Son province GW6 Km 96+000 N: 21024’23.0” 70 The sample is collected at Mr. Le Quang E:106017’3.0” Duy households, Huong Son commune, Lang Giang district, Bac Giang province GW7 Km N: 21015’50.1” 50 The sample is collected at Mr. Khong Minh 116+000 E:106011’49.7” So household, near Cau river, Bac Giang province GW8 Km N: 21012’16.5” 60 The sample is collected at Mr. Nguyen The 130+000 E:106006’1.3” Tinh household, near Nhu Nguet river, Bac Ninh province 158. Most quality parameters of the tested groundwater satisfy Vietnam standards (QCVN 09:2008/BTNMT), except for biological contaminant (E. coli). In reality, the cause of contaminating groundwater with biological contaminant is unknown, yet may be due to a poor sanitary practice. Otherwise, there is no significant difference of analysis data between August and October, and this may be because the interval between August and October is not really long enough to have a clear difference between wet and dry seasons. 159. Table D-22 shows the analysis results of groundwater samples in comparison with QCVN 09:2008/BTNMT. Figure D-2 shows map of groundwater monitoring locations.

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Table D-22: Groundwater quality along the expressway alignment Parameter Timing Unit Sample QCVN GW1 GW2 GW3 GW4 GW5 GW6 GW7 GW8 09:2008/BTNMT8 Conductivity August mS/m 6.1 6.7 5.9 7.4 5.4 4.8 6.5 8.2 - October 5,9 6,2 6,8 7,4 5,5 4,9 6,5 8,1 pH August - 6.92 7.13 6.84 7.03 7.18 6.95 7.21 7.10 5.5-8.5 October 6,80 6,90 7,15 7,05 7,20 6,90 7,20 7,15 SS August mg/L 52 43 38 87 31 19 35 28 - October 40 50 45 84 33 21 32 29 Turbidity August NTU 8 6 8 27 9 4 5 4 - October 10 9 7 25 11 5 7 6 Salinity August ‰ 0.15 0.14 0.11 0.15 0.13 0.10 0.14 0.12 - October 0.11 0.16 0.13 0.15 0.12 0.11 0.13 0.12 COD August mg/L 1.9 1.8 1.3 3.2 2.1 1.6 1.5 1.9 4 October 1.33 1.90 1.82 3.25 2.14 1.58 1.50 1.87 + NH4 (N) August mg/L 0.03 0.03 0.02 0.31 0.04 0.02 0.03 0.02 0.1 October 0.03 0.03 0.04 0.30 0.05 0.03 0.05 0.03 - NO2 (N) August mg/L 0.01 0.02 0.02 0.73 0.02 0.03 0.02 0.03 1.0 October 0.02 0.02 0.02 0.70 0.03 0.03 0.03 0.04 - NO3 (N) August mg/L 3.9 3.7 4.1 14.4 3.2 4.2 4.6 4.0 15 October 4.2 4.0 3.8 14.5 3.0 4.1 4.4 4.2 Zn August mg/L 1.12 0.71 0.93 0.59 0.82 0.58 1.01 0.47 3.0 October 0.91 1.10 0.73 0.60 0.80 0.55 1.03 0.51 Mn August mg/L 0.013 0.014 0.016 0.015 0.009 0.012 0.008 0.013 0.5 October 0.015 0.013 0.013 0.016 0.009 0.012 0.009 0.013 As August mg/L 0.001 0.002 0.001 0.003 0.001 0.001 0.002 0.001 0.05 October 0.001 0.001 0.002 0.002 0.001 0.001 0.002 0.001 Fe August mg/L 0.46 0.59 0.38 0.61 0.13 0.22 0.29 0.35 5 October 0.39 0.45 0.57 0.63 0.15 0.21 0.27 0.33 Al August mg/L 0.002 0.001 0.002 0.003 0.002 0.001 0.002 0.001 - October 0.002 0.002 0.001 0.002 0.002 0.001 0.002 0.002 Total phosphorus August mg/L 0.016 0.013 0.021 0.21 0.022 0.017 0.020 0.027 - October 0.020 0.016 0.014 0.205 0.023 0.018 0.021 0.028 Oil/grease August mg/L n.d n.d n.d 0,03 n.d n.d n.d n.d - October n.d n.d n.d 0,03 n.d n.d n.d n.d E.coli August MPN/100 3 3 5 6 4 7 4 3 0 October ml 4 3 3 6 4 7 4 3

8 National Technical Regulation on Groundwater Quality dated 31st December 2008 promulgated by the Ministry of Natural Resources and Environment (MONRE).

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Figure D-2: Map of air and noise monitoring locations for the 131-km section

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Figure D-3: Map of three air quality and noise sampling locations for the 30-km section

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Figure D-4: Map of surface water and groundwater monitoring locations for the 131-km section

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Figure D-5: Map of one surface water sampling location for the 30-km section

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7. Geology/Seismology 160. The length of the expressway is 158.4 km. The alignment is laid on geological areas consisting of soils and rocks with their age from Trias to Quaternary. In terms of geology, the alignment can be divided into two sections with specific characteristics of parent rock and Quaternary layer, as follows: (a) Section from Huu Nghi Border Gate to Lang Giang: Beside Terrigene sediment, parent rock older than Quaternary, there is Carbon – Pecmi limestone and Magma Ryolite rock; upper soil and quaternary rock is commonly deluvial deposit, (b) Section from Lang Giang – Nhu Nguyet Bridge: parent rock is mainly terrigene sediment with silty clay rock, sandstone or other type of metamorphic rock; upper layer is Quaternary soil and rock originated from sediment of river, sea, lake and swamp. 161. Geological map of the projecte of metamorphic rock. A major part of the expressway will be in Langson, Bacgiang and a minor part in Bacninh province. There is the presence of Paleozoic to Kainozoic bedded deposits (slope of 300 to 850) distributed in the sections as follows: - Huunghi border gate to Dongdang town and Chilang pass: massif limestone, spawn-like limestone: medium-bedded clay limestone belonging to Bacson formation (C-P bs); - Dongdang to the juncture of national roads 1A and 1B: compositions of conglomerate, grit stone, sandstone tufogen, violet siltstone, rhyolite, rhyodacite, rhyotrachyte, belonging to Tamlung formation (J3-K1 tl); - Juncture of NR 1A and 1B to Langson town: granule, gritstone, grit, massif, sand, clay, silt (Quaternary: Q) - Langson town to Yentrach: bauxite, siltstone, limestone, silica clay, belonging to Dongdang formation (P2 đđ) - Yentrach to Hoalac (except the section at Chilang pass): sandstone, siltstone, clay shale, clay limestone, lime clay belonging to Langson formation (T1 ls) - Hoalac to Met town: conglomerate, conglomerate gritstone, sandstone, siltstone, clay shale rhyolite, belonging to Khonlang formation (T2 akl) - Met town to Kep town: lime clay, siltstone, sandstone, clay shale, limestone, belonging to Nakhuat formation (T2 nk). - Kep town to Nhunguyet bridge: granule, gritstone, grit, rock, sand, clay, silt (Quaternary: Q) 162. On the 1/200,000 geological maps F-48-XXVIII (Hanoi), F-48-XXIX (Bac Giang) and F-48-XXVIII (Langson), the study site is located in Anchau, including volcano-terrigenous Mesozoic and continental shelf. 163. Seismology in this area is not very active but the structure design seismic factor should follow Vietnamese standard. 164. The following maps of Figure D-6 and D-7 show topographical and geological characteristics of the project area.

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Figure D-6: Topographical map of the project’s district/ cities across Hanoi – Langson Expressway

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Figure D-7: Geological map of the project’s districts/cities across Hanoi – Langson Expressway 165. The geological maps of 7 sections of the expressway are shown in Figures D-8, D-9,

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D-10, D-11, D-12, D-13 and D-14. The project area overlays geological zones of Triassic to Quaternary ages showing in Table D-23. Table D-23: Main geological regions traversed by the expressway Type Description T2 akl = The lower layer is 440 – 560 m thick, consisting of clay shale, marl, limestone, sandstone, and siltstone. J3 – Ktl = Tamlung formation, conglomerate, coarse sand, sandstone, violet siltstone, and rhyolite T3c msi = Formation of sandstone, quartz, conglomerate, and red siltstone, 500 – 600m thick 166. The Hanoi –Lang Son expressway is beginning at Huu Nghi border gate, and goes through Lang Son Province, Bac Giang province, Bac Ninh Province and ending just after the Nhu Nguyet Bridge at Km 131 on QL 1A. The whole alignment with total length of 131 kilometres is located on area characterized by two topographic forms. 167. Relief of high and medium mountainous ranges interlarded with valleys: These topographic and geomorphic forms have large area and were arranged from Huu Nghi through Mai Pha, Lang Giang, Chi Lang to Lang Giang (Km 0 - Km100). The elevation of relief surface change 300m-500m 168. Relief of high accumulative-aggression interlarded with remaining hill and mountain: This relief was formed due to aggression and accumulation of Red river during Pliocene Quaternary. This relief arrange along the alignment area from Lang Giang to the ending point (Km 100 to Km 131) with rice field as the background decorated with low hills. The elevation of relief surface changes from 0 m – 25 m, lower from the Northeast down to the Southwest. The formation of this relief is mostly geological formation of Quaternary (QII –QII) such as clayey sand, sandy clay, clay, sand, gravel mixed sand and part of Neogen’s (N) such as conglomerate, gravel stone, siltstone, schist-stone.

Figure D-8: Geology of section 1 of the HN-LS expressway 169. Based on the geology mapping 1/200,000 scale F-48-XXVIII (Hanoi sheet), F-48- XXIX (Hai Phong sheet) and F-48-XXVIII (Lang Son sheet), the study area is mostly in An Chau Zone, it included Mesozoic volcano-terrigenous formation and continental red beds forming synclinoria of NE-SW.

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170. The project alignment mainly go through the geology formation have age from Trias to Quaternary.

Figure D-9: Geology of section 2 of the HN-LS expressway 171. Paleozoic period: Carboniferous-Permian, Bac Son formation (C-Pbs) is characterized by massive limestone, oolitic limestone, clayish limestone with about 550m thickness. This formation largely distributed in the Lang Son area, and in the study area from Lang Ben to Lang Giai along the project alignment. 172. Mesozoic: Lower Triassic, Lang Son formation (T1 ls) characterized by sandstone, siltstone, clay shale, clayish limestone, and marl with the thickness about 220m. This formation is exposed as a band parallel with the alignment from Lang Ben through Lang Giai to Mai Pha 173. Middle Triassic, Anisian, Khon Lang formation (T2 akl) is characterized of colongmerate, gritstone, sandstone, siltstone, clay shale, marlaceous shale, and rhyolite, limestone 250m - 500m thickness. This formation is a large band, having a close spatial relation with the overlying Na Khuat formation in west Dong Mo stretching to Huu Lung.

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Figure D-10: Geology of section 3 of the HN-LS expressway 174. Middle Triassic, Na Khuat formation (T2 nk) formation characterized of marl, siltstone, sand stone, clay shale, lime stone with thickness 500 - 650m, distributed in south Huu Lung. 175. Upper Triassic, Carnian, Mau Son middle sub-formation (T3c ms2) characterized by the increase of fine-grain, locally calcareous components. This formation is mainly siltstone interbedded with sandstone with the thickness of about 500m. This type could be found in the section from Mai Pha to Huu Nghi. 176. Upper Jurassic-Lower Cretaceous, Tam Lung formation (J3-K1-tl) is characterized by volcanogeno-sedimentary beds. This formation consists of conglomerate, gritstone, sandstone, red-violet siltstone, rhyolite with the thickness of 550 - 600m 177. Quaternary: The Quaternary soil is mainly from eluvia-deluvial soil, cobble, pebble grits, or sand distributed scatter in the valley.

Figure D-11: Geology of section 4 of the HN-LS expressway 178. Mesozoic period: Middle Triassic, upper subformation T3n-r vl2: white-gray quartz conglomerate and grit-stone bearing some chert inter-bedded with gray sandstone, siltstone with 400 - 700m thick. This existing in the north of Nhu Nguyet Bridge.

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179. Upper Triassic, Canian, upper Mau Son formation (T3c-ms). This formation is exposed in an arc-shaped band stretching from Huyen Dinh to Ba Voi Mountain and in small hills around Bac Giang town. It is characterized by gray thin-bedded calcareous siltstone, clay shale, marl inter-bedded with some sandstone, and yellowish gray calcareous medium grained. The thickness of the formation reaches about 450m.

Figure D-12: Geology of section 5 of the HN-LS expressway 180. Quaternary period: Upper Pleistocene Vinh Phuc formation: Fluvial sediments (aQ13bvp) distribute in the edge of the plain in Yen Vien, Duc Giang along the alignment. In the plain they have been met within boreholes in the depth of 20 - 40m. This formation is composed of granule, sand, motley colored silt and clay, 6.2 - 38m thick 181. Marine sediments (mQIII vp) widely distributed in Bac Ninh, Bac Giang, Lang Giang. This formation is characterized of gray, yellowish-gray motley clay and silt, 6.5m thickness. 182. Lower and Middle Holocene, Hai Hung formation lbQIV1-2hh: Lacustrine-marshy sediments distribute limitedly in Que Vo (Bac Ninh) is characterized clay, silt, sand and grits, greenish, dark grey. 183. Nhu Nguyet Bridge is fluvial sediments with thickness of 1 m – 5 m, composed of two banks: 184. River-beds: Distributed along great rivers and stream with pebble, granular, sand, but the lower course the sediments are finer. Sand along Red River is dark gray color. Sand in the Cau, Thuong River is more light colored, with the composition including more quartz, that can be used as construction materials 185. Alluvial bank: composed mainly of chocolate clay and silt

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Figure D-13: Geology of section 6 of the HN-LS expressway 174. Marine sediments (mQIII vp) widely distributed in Bac Ninh, Bac Giang, Lang Giang. This formation is characterized of gray, yellowish-gray motley clay and silt, 6.5m thickness. 186. Lower and Middle Holocene, Hai Hung formation lbQIV1-2hh: Lacustrine-marshy sediments distribute limitedly in Que Vo (Bac Ninh) is characterized clay, silt, sand and grits, greenish, dark grey. 187. River-beds: Distributed along great rivers and stream with pebble, granular, sand, but the lower course the sediments are finer. Sand along Red River is dark gray color. Sand in the Cau, Thuong river is more light colored, with the composition including more quartz, that can be used as construction materials 188. Alluvial bank: composed mainly of chocolate clay and silt

Figure D-14: Geology of section 7 of the HN-LS expressway II. Ecological Resources 189. The ecosystem of the project area is classified into seven different types including (i) secondary growth forests on limestone mountains (A), (ii) secondary growth forests on earth mountains (B), (iii) planted forest ecosystems on earth mountains (C), (iv) crop fields and vegetable ecosystems (D), (v) the ecosystems of residential areas and gardens (E), (vi)

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aquatic ecosystems (G), and (vii) ecosystems of grasslands and shrub (H). 190. The ecological assessment study of the project area has been carried out by dividing the expressway alignment into 16 sections, as follows: (i) Section#1: From Huu Nghi Border Gate to IC#1; (ii) Section#2: From IC#1 (Dong Dang town) to IC#2; (iii) Section#3: From IC#2 to IC#3; (iv) Section#4: From IC#3 to IC#4; (v) Section#5: From IC#4 to IC#5; (vi) Section#6: From IC#5 to IC#6; (vii) Section#7: From IC#6 to IC#7; (viii) Section#8: From IC#7 to IC#8; (ix) Section#9: From IC#8 to IC#9; (x) Section#10: From IC#9 to IC#10; (xi) Section#11: From IC#10 to IC#11; and (xii) Section#12: From IC#11 to IC#12; (xiii) Section#13: From IC#12 to IC#13; (xiv) Section#14: From IC#13 to IC#14; (xv) Section#15: From IC#14 to IC#15; and (xvi) Section#16: From IC#15 to End point at NH5 interjunction. 191. Details are described in Table D-24 below: Table D-24: Biodiversity of the expressway project Flora Fauna Length biodiversity biodiversity Section Number of ecosystem types (km) (the number of (the number of species) species) Section#1 3.5 7 561 120 Section #2 5.3 7 559 113 Section #3 9.3 7 338 116 Section#4 9.0 7 326 114 Section#5 18.1 7 528 94 Section#6 10.9 6, exclusive of (A) 551 91 Section#7 10.1 6, exclusive of (A) 516 91 Section#8 16.3 6, exclusive of (A) 519 87 Section#9 13.8 6, exclusive of (A) 281 72 Section#10 16.0 5, exclusive of (A) and (B) 179 69 Section#11 15.3 4, exclusive of (A), (B), and (C) 149 59 Section#12 6.32 4, exclusive of (A), (B) and (C) 162 59 Section#13 3.98 4, exclusive of (A), (B) and (C) 160 50 Section#14 7.2 4, exclusive of (A), (B) and (C) 141 55 Section#15 4.1 4, exclusive of (A), (B) and (C) 91 54 Section#16 9.2 4, exclusive of (A), (B) and (C) 83 52 192. Flora biodiversity of the project area consists of six phyla, 2 classes, 134 families and 595 species. Of which, Psilotophyta consists of 1 family and 1 species; Lycopodiophyta consists of 2 families and 6 species; Equisetophyta consists of 1 family and 1 species; Polypodiophyta consists of 16 families and 81 species; Pinophyta consists of 4 families and 9 species; Magnoliophyta consists of 110 families and 497 species (making up 83%), divided into 2 classes: Magnoliopsida (91 families with 409 species and Liliopsida (19 families with 88 species). 193. Fauna biodiversity of the project area consists of 4 phyla, 10 classes, 77 families and 120 species. Of which, Chordata consists of 5 classes, 56 families, and 98 species; Arthropoda consists of 3 classes, 14 families and 14 species; Mollusca consists of 1 class, 6 families and 7 species; and Annelida consists of 1 class, 1 family and 1 species. Additionally,

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there are 13 domesticated animal species. 1. Fisheries 194. There are some small fishery ponds utilized for multi-purpose water uses, and these fishery ponds are located where the expressway passes, these may not have their areas increased very much. There seem to be commercially-oriented fishery ponds along the proposed route. 195. Fishery in Bac Giang: It is proposed to extend fish raising areas in small ponds and lakes, big ponds and lakes, and low-lying fields. The goal is to increase the total area of fishery by 10,913 ha in 2010 with the estimated outputs of 8,554 tons. Plans are being made to effectively utilize more than 11,000 ha of water surface, increasing the area to 2 - 3 times the current intensive areas in large reservoirs, and to attract enterprises to invest in raising the breeding fish with high economic efficiency, and encouraging the production of freshwater fish in Cam Son Lake. 196. Fishery in Bac Ninh: Water surface areas such as ponds, lakes and rivers etc., are raising shrimp, fish culture and other aquatic products. Production of fish caught has been increased from 2005 (fishes: 542 tons, shrimps: 61 tons, others: 611 tons) to 2008 (fishes: 551 tons, shrimps: 197 tons, others: 767 tons). Aquaculture area has been expanded from 2005 (4,558ha) to 2008 (5,198ha) and production also increased from 2005 (16,383 tons) to 2008 (23,266 tons). 2. Aquatic biology 197. Aquatic biology: Freshwater habitats have been classified into a number of distinct bio-geographical units. There is the South China Sub-region, which includes all of the rivers of northern Viet Nam. Aquatic life within the study area consists mainly of fresh water fish in rivers, irrigation channels and ponds. There are dozens of families of fish. Some valuable and rare species are bango and carp. There are several kinds of fish such as: Cyprinus carpio Cirrhina molitorella, Spinibarbichthys denticulatus, Milopharyrgodon piceus, Ctesopharyrgodon idellus，Hypophthalmichthys molitrix, Megalobrama termiralis，Clarias macrocephalus, etc. 3. Wildlife 198. Wildlife in the expressway study area is very common due to the fact that the land area has been changed into mainly agriculture and forest land, other areas are for residential or industrial development use. 199. There are seven types of ecosystems classified along the expressway alignment. Each type of ecosystem has a particular biodiversity of the fauna system. The seven types of ecosystems include (i) natural ecosystems on limestone mountains with 42 species, (ii) natural ecosystems on earth mountains with 44 species, (iii) planted forests on earth mountains with 22 species, (iv) crop fields and vegetable ecosystems with 28 species, (v) the ecosystems of the residential areas and gardens with 24 species, (vi) aquatic ecosystems with 41 species, and (vii) the ecosystems of grasslands and shrub with 18 species. 200. Especially, the fauna system in Lang Son is quite diverse and plentiful. The class of animals has 8 orders with 56 species (Tigers, silky-haired panthers, leopards, Tibetan bear, civet, foxes, chamois, spotted deer, deer, badgers, rhesus monkeys, black gibbon, and squirrels.). The class of birds has 18 orders, 46 families with 200 species (Phoenix, peafowl, pheasant, grackle, great hornbill, woodpeckers, parrots, hawks, storks, night heron...). The class of amphibian reptiles has 3 orders, 17 families with 50 species. Some common species are geckos, pythons, snakes, frogs, toads, and turtles. a. Secondary growth forests on limestone mountains 201. Total fauna species are 42 species, of which the number of mammal species is 16 , birds is 7 species, reptiles is 9 species, amphibians is 1 species, and insects is 9 species.

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However, the numbers of individuals are few. Some specific species are Rats (Rattus koratensis), Squirrels (Callosciurius inornatus), Civets (Prionodon pardicolor), Vespertilis (Myotis ricketti), Bis rịp (Centropus sinensis), Jungle fowl (Gallus gallus), Grass-snakes (Ptyas korros), Krait (Bunganus fasciarus), Goats (Capra hircus), etc. b. Secondary growth forests on earth mountains 202. Total fauna species are 44 species, of which the number of mammal species is 16, birds is 9 species, reptiles is 8 species, amphibians is 2 species, and insects is 9 species. The numbers of individuals are few. Some specific species are Jungle rats (Rattus koratensis), Squirrels (Callosciurius inornatus), Jungle pigs (Sus scrofa), Porcupines (Hystrix hodgsoni), Brix ịp (Centropus sinensis), Sparrows (Passer montanus), Grass-snakes (Ptyas korros), Krait (Bunganus fasciarus), Geckos (Gekko gekko), Jungle toads (Bufo galeolus), Frogs (Theloderma corticale), etc. c. Planted forests on earth mountains 203. Total fauna species are 22 species, of which the number of mammal species is 5, bird is 6 species, amphibian is 2 species, and insect is 9 species. Some particular species are Jungle rats (Rattus koratensis), Squirrels (Callosciurius inornatus), Jungle pigs (Sus scrofa), Bats (Rhinolophus paradoxolophus), Bim bip (Centropus sinensis), Drongo (Dicrius macrocercus), Jungle fowl (Gallus gallus), Grass-snakes (Ptyas korros), Krait (Bunganus fasciarus), Geckos (Gekko gecko), Jungle toads (Bufo galeolus), etc. d. Crop fields and vegetable ecosystem 204. Total fauna species are 28 species, of which the number of reptile species is 1, amphibian is 11 species, insect is 9 species, crustaceans is 6 species, leeches is 1 species. Some particular species are Rats (Rattus flavipectus), Sewer-rats (Rattus norvegicus), Water-snakes (Xenochrophis piscator), Field frogs (Hophobatrachus rugulosus), White Egret (Egretta garzetta), Sparrows (Passer montanus), Ber mịp (Centropus sinensis), etc. e. Ecosystem of residential areas and gardens 205. Total fauna species are 37 species, including 24 natural species. The number of mammal species is 4, birds is 6 species, reptiles is 2 species, amphibians is 3 species and insects is 9 species. Some particular species are Rats (Rattus flavipectus), Sparrows (Passer montanus), Toads (Bufo nulanostictus), and Grass-snakes (Ptyas korros). f. Aquatic ecosystem 206. Total fauna species are 45 species, including 41 natural species. The number of bird species is 5, reptiles is 4 species, amphibians is 3 species, fish is 22 species, crustaceans is 6 species and leeches is 1 species. The numbers of individuals are few. Some particular species are Water-snakes (Xenochrophis piscator), Rattlesnakes (Trimeserus stefnegeri), Small frogs (Hyla simplex), Diec fish (Carassius aurasius), Carp (Cyprinus carpio), Bream (Hypophthalmichthys molitrixharmandi), Snake-head fish (Ophicephalus maculata), Lang fish (Hemibragrus guttatus), Anh Vu fish (Semilabeo obscurus), Chien fish (Bagarius rutilus), Anabas (Siniperca), Catfish (Clarias fuscus), Crayfish (Macrobrachium nipponense), Edible snails (Pila polita), etc. g. Ecosystem of grasslands and shrub 207. Total fauna species are 18, of which the number of mammal species is 2, bird is 2 species, reptile is 3 species, amphibian is 2 species, insect is 9 species and livestock is 2 species. Some particular species are Sewer-rats (Rattus norvegicus), Water-snakes (Xenochrophis piscator), Rattlesnakes (Trimeserus stefnegeri), Small frogs (Rana limnocharis), Locust (Oxya chinensis), Dragonflys (Crocothenius servillia), Crickets (Gryllulus chinensis), Ants (Formica), Flies (Musca domestica vicina), etc.

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4. Forests 208. Along the expressway study route there are mainly acacia and pine trees. In mountainous areas there are some very diverse trees and plants providing spices and traditional medicines. In general, Lang Son and Bac Giang provinces have good and abundant geography which create a great potential to develop forests. The area of the forests is large and plentiful in botany species due to the effects of high rainfall. 209. Lang Son, Bac Giang and Bac Ninh provinces have strong management policy in forest and forest land. There are high potentials for planting fruit-trees, timber and other industrial crops. Primary forests have been destroyed and only secondary forests remain to be found within the study areas. Secondary bushes grow naturally and they are protected by people because of their economic value. In general，there is a rather common vegetation scheme and it is not a very valuable ecological area. The forest system along the route is not in a very valuable ecological condition but it will not be destroyed. 210. The expressway study route runs mainly through agricultural and forestation areas which have been transformed by human activities as cultivation and poor indigenous vegetation so that quite common flora species can be observed. Natural areas, except in protected areas, are rare along the study route. The kinds of floristic composition of this region are (a) Tropical evergreen humid rain forest, (b) Tropical humid semi-deciduous forest, (c) Tropical humid deciduous forest, and (d) Subtropical evergreen humid rain forest in low mountains. Valuable natural forest trees include iron wood, acacia, and sandalwood and introduced forest trees such as acacia, eucalyptus, and pine trees are mixed to be observed in some areas. 211. There are three types of forest ecosystems classified along the expressway alignment. Each type of ecosystem has a particular biodiversity of the flora system. Three types of ecosystems including (i) natural forest ecosystem on limestone mountains with 220 species, (ii) natural forest ecosystem on earth mountains with 270 species, and (iii) planted forests on earth mountains with 55 species. Figure D-15 shows forest classification type along the project area. a. Secondary growth forests on limestone mountains 212. This ecosystem consists of some areas in the limestone mountains are located near at some of the first sections of the expressway alignment. The mountains are from 50 to 100 meters high mixed with earth hills. Most of the areas are covered up to 90 to 100% with vegetation. Most of the species are shrub or liana with their height not exceeding 2-3 meters. However, the area of this ecosystem type is not large. 213. Total species of flora is 220 species, of which the number of pine species is 6, fern is 80 species, and magnolia is 124 species. Some particular species are Th is 80 sLycopodium clavatum), Quyển bá (Selaginella doderleinii), Cỏ tháp bút (Equisetum ramossimun), Rsetumệ nữ (Adiantum capillusveneris), Lntum capillCibotium bazometz), Hoium bazomCupressus torulosa), Tuế đá vôi (Cycas taiwaniana), Trai lwanGarcinia fagraeoides), Nghiến (Excentrodendron tonkinense), Dầu choòng (Delavaya toxocarpa), Thiết đinh (Markhamia stipulata), Thanh hao (Artemisia annua), một số loài họ Lan (Orchidaceae), Cỏ bờm ngựa (Polynatherum crinitum), Bnatherum cArenga pinnata), etc. b. Secondary growth forests on earth mountains 214. This type of ecosystem consists of ranges of low mountains and hills stretching from the beginning point of the expressway alignment to sections 9 and 10 with a length of 100 km. Mountains and hills are from 27 to 70 meters high and sometimes mixed with blocks of limestone mountains. Most of the areas are 70 – 100% covered with vegetation. Flora species are mostly liana and shrub, sometimes small timbers with a height not exceeding 5-6 meters. This vegetation may be natural grown forests restored after being damaged, cut or being turned into grasslands. The area of this type of ecosystem is not large and is mixed

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with planted forests. 215. Total flora species are 270 species, of which the number of fern species is 80, magnolia is 180 species, and pine is 7 species. Some particular species are Thfrom ất (Lycopodiella cernua), Quyển bá (Selaginella doderleinii), Guột (Dicranopteris linearis), Banopteris Lygodium flexuosum), Bời lời (Litsea balansae), Dẻ gai (Castanopsis indica), Thnopsisạnh (Cratoxylum cochinchinensis), CoxylumGrewia hirsuta), Tha hirsutAporosa dioica), Ba soi (Macaranga denticulata), Ba bga dMacaranga microcarpus), Me rừng (Phyllanthus emblica), HlanthPaulownia fortunei), Thổ phục linh (Smilax glabra), Sẹ (Alpinia globosa), Nứa (Neohouzeana dulloa), etc. c. Planted forests on earth mountains 216. This ecosystem comprises ranges of low hills and mountains stretching from the beginning point of the expressway alignment to sections 9 and 10 with a length of 100 km. The height of the mountains and hills is from 20 to 70 meters, sometimes mixed with blocks of limestone mountains. This area is mostly covered with vegetation up to nearly 100%. 217. Some main species are Thông đuôi ngựa (Pinus massoniana), Thông 2 lá (Pinus merkusii), Eucalyptus and Acacia. Generally, the height of pine trees is from 10 to 20 meters with a trunk diameter of 5-20 cm and canopy cover of up to 90-100%. The area of planted forests is the largest, and the area of eucalyptus makes up 80%, with a height of 5-10 meters. Additionally, there are some areas of acacia. 218. Total flora species are 55 species, of which the number of fern species is 8, pine is 3 species and magnolia is 44 species. Trees in this ecosystem play an important role in the local economy.

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Figure D-15: Map of forests at present time in the project districts/ cities along the Hanoi – Langson Expressway 5. Rare or endangered species 219. In the project vicinity area there are some 36 threatened flora species that were listed in the Vietnam Red Data Book 2007. Of which, magnolia accounts for 31 species (86%), including Magnoliaceae class (23 species) and Liliaceae class (8 species); Gymnospermae

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accounts for 3 species; and fern accounts for 2 species. Distribution of these species (some 32 species) is mostly in districts of Cao Loc, Chi Lang and Huu Lung located along the expressway alignment in Lang Son province. These species are mainly distributed in natural ecosystems such as limestone mountains and earth mountains with very complex topography and are not affected by human activities because of good conservation practices. There are three degrees including (i) critically endangered (CE) with 2 species, (ii) endangered (EN) with 13 species; and (iii) vulnerable (VU) with 21 species. 220. There are some 46 threatened fauna species in the project vicinity area that were listed in the Vietnam Red Data Book 2007. Of which, the number of Mammal species is 10; Birds is 5 species; Reptiles and Amphibians are 16 species; Fish is 12 species; and Crustacea is 3 species. Distribution of these species is mostly in the districts of Cao Loc, Chi Lang and Huu Lung located along the expressway alignment in Lang Son province. These species mainly live in natural ecosystems such as limestone mountains and earth mountains with very complex topography and are not affected by human activities because of good conservation practices. Especially, in Ky Cung River there are some 10 fish species listed in the Vietnam Red Data Book 2007. There are six degrees, including (i) extinct in the wild (EW) with 2 species, (ii) critically endangered (CE) with 2 species, (iii) endangered (EN) with 13 species, (iv) vulnerable (VU) with 26 species, (v) lower risk (LR) with 2 species, and (vi) data deficient (DD) with 1 species. 6. Protected areas 221. The study area of the proposed expressway alignment is outside of protected areas and does not passes through those areas because the selection of the route has been studied and carefully selected to avoid any impact to the protected areas (Huu Lien protected area is 18 km West, and Chi Lang Pass protected area is partially involved in NH#1A but the expressway alignment is nearly 1 km East. . 222. Lang Son and Bac Giang provinces have national protected areas, reserve area, Habitat/Species Conservation areas, Cultural-Historical- Environmental Sites and Landscape protected areas. Table D-25 shows a list of national protected areas. Table D-25: List of national protected areas Category Protected Province Conservation status Area area (ha) IIa. Nature Reserves Huu Lien Lang Son Evergreen forest on lowlands; 10,640 Hylobates concolor; Lophura hatinhensis, Rheinardtia ocellata IIb. Habitat/Species Mo Re-Bac Lang Son Forest on limestone mountain; 2,416 Conservation Areas Son musk deer III. Cultural-Historical- Ai Chi Lang Son Landscape protected area 1,000 Environmental Sites Lang IIa. Nature Reserve Yen Tu Bac Giang 3,040 (Quang Ninh) II. Nature Reserve Khe Ro Bac Giang Evergreen forest on medium 5,675 mountain; Fokienia hodginsii West Yen Bac Giang Forest on limestone mountains; 16.466 Tu Podocarpus nagi Tay Yen Bac Giang Historical site, related to 16,466 Tu national Hero Hoang Hoa Tham III. Landscape Cam Son Bac Giang 15,000 protected area Lake Yen The Bac Giang 1,883

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223. Huu Lien Nature Reserve is located in Huu Lien and Yen Thinh communes, Huu Lung district, Lang Son province. The nature reserve is 10,640 ha in area and belongs to the agro-ecological zone. Huu Lien Nature Reserve is included on a list of Special-use Forests that was to be established by the year 2010. But this list has not yet been approved by the government. The landscape of the nature reserve is dominated by limestone karst. Some 91% of the nature reserve is limestone karst, of which 93% of the total is forested. The limestone karst is bisected by two flat valleys in the centre of the nature reserve. As biodiversity values, the natural vegetation has a total of 794 species of vascular plants and 162 families have been recorded, including 31 species in the Red Data Book of Vietnam, such as Cupressus torulosa, Burretiodendron tonkinensis and Garcinia fagraeoides (Nguyen Xuan Dang et al. 1999). III. Economic development 224. Regarding Lang Son economic development in 2009, in general, the economy is quite stable, annual growth rate reached 9.25% while the target is 9.5 to 10%. Of which, agriculture and forestry increased by 5.04% (target is 4 – 4.5%); industry and construction increased by 13.33% (target is 15 – 16%); and service increased by 10.98% (target is 9.5 – 10%). Regarding the economic structure, agro-forestry accounts for 41.1%, industry and construction 20.54% and service 38.36%. GDP per capita is 13.3 million VND/year 225. Dong Dang-Lang Son border gate in Lang Son: Economic area at the border gate of Dong Dang - Lang Son has two main function areas: customs area and non-customs area with sub regions of commerce, service, border gate trade, reprocessing imported goods, transferring goods, international border gate, industry and tourism, etc. The border-gate economic zone will help strengthen international cooperation and attract domestic and foreign investment into the country, which is emphasized in the master-plan. 226. The Dong Dang border complex that will include a duty free mart, an industrial park and the international border gate has been designed to play a key role to develop tourism, services and industry along with the expansion of urban areas. The Dong Dang-Lang Son border gate economic zone will be combined with the development of the northern key economic triangle. 227. Bac Giang: The socio-economic situation in the province was initially thriving and achieved encouraging results. The economy continuously improved with an average growth rate between 1997 and 2008 of 8.85%; GDP per capita in 2008 was 2.7 times that of 1997. 228. During the period of 1997-2008, the proportion of agro-forestry and aquaculture decreased 18.8%, industry-construction increased 15.3%, and services were up 3.5%. The provincial industry initially thrived. At present the province has planned five industrial parks with an area of over 1,300 ha. The districts and cities have formed 46 industrial complexes and industrial locations with total area of 351.8 ha, of which 13 complexes have been fulfilled. The businesses step by step contribute to economic growth, contributing to the state budget and creating jobs for workers. Table D-26 shows development of industry in Bac Giang province. Table D-26: Development of industry in Bac Giang province Billion VND Growth rate (%) 2005 2010 2001-2005 2006-2010 Total value of production 739 142 11 14 Forest-agriculture processing 205.4 490 17 19 Construction materials 158 316 15 15 Garment, processing goods for export 26.9 31.14 8 3 Engineering, civil electricity 45 58 10 7 Other industrial sectors 22 155 15 - 229. Bac Ninh province is aiming at developing its economy at a sustainable, effective, and high growth rate, focusing on developing advantageous economic sectors that include

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industry, and services. Striving to have GDP growth rate reach 15-16%/year on average, of which industry and construction, services, and agriculture increased by 19-20%, 17-18%, and 4-5% respectively, and industry increased by over 20%. GDP structure will be as follows: industry - construction: 55%, services: 31%, and agriculture: 14%. GDP per capita is expected to reach VND 20.6 million equivalent to US$ 1,000. 230. According to statistical data from the Statistics Office of Ha Noi, the GDP in the former area (the extended area) in 2008 (at constant prices of 1994) rose by 6.8 times against 1990; on average, each year fro 18 years (1991 – 2008) rose by 11.2%. Of which, the sector of agriculture, forestry, and fishery increased 1.7 times, an average of 3.1% growth per year; the sector of industry and construction: 10 times growth, 13.7% increase per year; the service sector: 6.4 times growth, 10.9% increase per year. The Capital’s growth of GDP in past years of renovation has not only exceeded growth rates in all previous periods, but also been much higher than the country’s general growth rate, bringing Ha Noi to become one of localities having the highest growth rate in the years of renovation. 1. Industries 231. Lang Son: The priority is to develop the industries that have many comparative advantages making full use of the advantages position in geography, the economics of the frontier gate, and natural resources including: agro-forestry product processing, construction material production, and small scale mining. The province promotes a policy to develop industries to connect with the agricultural and rural economies and to develop industries that encourage small and medium size businesses. 232. The priority is to invest in products in key industries that specialize in producing cement, stones, bricks, paper pulp, anise oil, the mining industry, and mineral processing. Political orientation is aimed to develop industrial sectors such as producing construction materials, agricultural and forest processing products, mining and energy, consumer goods, export and import. 233. Bac Giang Industrial sector is developing well. Industrial value in October increased as compared to the same time in 2008. The industrial value of the state enterprises increased by 13%, private enterprises 30.6% and foreign enterprises 10.3%. The industrial production value for a 10-month period of 2009 increased greatly. 234. Bac Ninh province continues to maintain a high growth rate for industry and construction at the same time, creating a strong movement in quality, effectiveness, and production competition for development and integration. The province gives priority to developing high technological industry, supplementary industry, engineering, and manufacturing industry, foodstuffs processing industry, rural industries, and to extending concentrated the industrial parks of Tien Son, and Que Vo, and plan to establish four new industrial parks. 235. Bac Ninh local industrial production for the first quarter of year 2009 was 3,277 billion VND, decreasing by 10.8% as compared to the same time of the last year. Of which, the state economic sector was 286.6 billion VND, decreasing by 21.5%; the private economic sector was 2,061.7 billion VND, increasing by 10.5%; and the foreign economic sector was 928.7 billion VND, decreasing by 28.2%. 236. Notably, the Ha Noi’s industry growth rate in the former area since 1991 has been relatively stable, increasing by 2.4 times and 18.1 % per year on average in 1991 – 1995; 2.1 times and 16% per year in 1996 – 2000; over 2.3 times and 18.6% per year in 2001 – 2005 and increasing by 64.5% and 18% per year in three years of 2006 – 2008. The non-state industrial sector not only has gained high growth rate but also it has been ceaselessly raised throughout each 5-year plan period. The average production growth rate of this sector each year (at constant prices of 1994) has jumped from 15% per year in 1991 – 1995 to 20.6% per year in 1996 – 2000 and 31% per year in 2001 – 2005, and 24.6% per year in 2006 – 2008. 237. High and stable growth of the former Ha Noi’s industry in past years of renovation has

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been shown by the increase in production volume of important products for domestic production and consumption and for export: eclectric motors produced in 2007 gained 55,100 units, 7.7 times higher than those in 1990; diesel motor: 18,100 units, 10.1 times higher; chemical paint: 14,500 tons, 9.7 times higher; chemical fertilizer: 273,000 tons, 7.2 times higher; sawn wood: 122,000 cubic meters, 13.3 times higher; porcelain ware: 80 million pieces, 4 time higher; leather shoes and sandals: 1,750 thousand pairs, 58.3 times higher; electric light bulb: 36.5 million pieces, 5.1 times higher; electric fan: 774,000 units, 5.6 times higher; and beer: 222 million liters, 6.7 times higher. 2. Infrastructure facilities (e.g. water supply, sewerage, flood control) 238. Lang son: In recent years, Lang Son province has been using groundwater for its clean water supply. Today Lang Son town has seven drilled wells for a total supply capacity of 8,000 cubic meters per day and can meet water demand of proximately 80 liters per person per day. In rural areas, local people use groundwater drawn from drilled wells but not treated or disinfected. The province has a plan for extending and constructing groundwater systems as well as providing new disinfection technology to meet water demand of 100 liters per person per day and Vietnam's clean water standards. In general, infrastructure facilities for water supply and sewerage are currently very poor as compared to other infrastructure facilities. 239. Bac Giang has a great reserve of river water with 347km river courses comprised of Thuong Rriver, Cau Rriver, and Luc Nam river, along with 16,300 hectares of ponds, lakes and lagoons and nearly 10,000 hectares of low lying fields which satisfy all the demands of industrial production and fresh water for the people. 240. Bac Giang: Urban infrastructure has only been constructed in some of the residential areas of Bac Ninh town, other towns and townships have paid more attention to developing infrastructure and this has produced an urban infrastructure that is more spacious, brighter, greener and cleaner. 241. The sewerage systems of Bac Giang province are poor, so a rainfall of as little as 100 mm could cause flood. The province has been constructing 42,000 meters of new drains, improving 8,000 meters of existing drains, 9 wells, and facilities to separate wastewater and one wastewater treatment plant with capacity of 10,000 cubic meters per day. 242. Water resources: Bac Ninh province has a dense river and canal network. The river network density is quite high ranging from 1 to 1.2 km per square kilometer. Thus, some 22,000 households of Bac Ninh city and vicinity have been supplied with clean water. Presently Bac Ninh province has a clean water supply system with capacity of 16,000 cubic meters per day and it will be increased to 20,000 cubic meters per day. The clean water supply system operates quite well and ensures water supply for the whole day. However, most rural areas of the province have not been yet been supplied with clean water. 243. Groundwater reserve in Bac Ninh is quite abundant with average production of 400,000 cubic meters per day. The aquifer averages 3 – 5 meters under the ground and its thickness is proximately 40 meters with quite good quality. 244. The sewerage systems of Bac Ninh province are, in general, poor and are now being upgraded. During the period of 2007 to 2008, the drainage system was improved to facilitate flood reduction in the rainy season. Additionally, Bac Ninh city has carried out a drainage project financed by the German Government. 245. Flooding: The following major rivers are crossed by the proposed expressway: Ky Cung, Thuong and Cau. Some parts of the river banks are provided with dykes to prevent floods. All the lands in Bac Ninh and Bac Giang provinces are cultivated and most are irrigated. Generally in this zone the rivers are not provided with dykes and there is regular annual flooding. The rivers are short (between 10 to 100 km length), originating in the mountains in the North. The hydrology of these rivers is characterized by a short time of concentration in upstream watersheds, due to the slope and deforestation. Table 29 shows

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the main rivers that run across Bac Ninh province and the flooding characteristics of the three major rivers are as follows; (a) Ky Cung river: Flood season lasts 4 months, from June to September. The total run off in this period is 75 - 77% of the whole year flow. The 3 months having the greatest flow (June, July and August) account for 61 to 63% of the whole year flow, in which the most severe floods are in August. The dry season lasts 8 months, from October to May of the next year, in which the lowest water level is in March. (b) Cau River is clearly distinguished by two seasons comprising the flood and dry seasons. Flood season usually begins in June but ends at various times in various parts of the basin, in some areas ending in September and in other areas, in October. The total run off in this period does not exceed 75% of the whole year’s flow. In a year, there are three months that have the maximum flow rate accounting for 50 to 60% of the flow for the whole year. August has the maximum flow accounting for 18 to 20% of the whole year's flow. Dry season usually lasts from 7 to 8 months, beginning in October or November and lasting through May of the next year with total flow accounting for 20 to 37% of the whole year's flow. (c) The current in Cau River is quite strong due to many small tributaries and shows obvious influences from the mountain floods. The water level in the river can raise or fall as fast as 1 to 2.5 m/h. On the main river, water level can reach 7 to 10 m and on tributaries 4 to 7 m. Flood period on small rivers is around 1 to 3 days. Table D-27 shows main rivers run across Bac Ninh province. Table D-27: Main Rivers run across Bac Ninh province Total Part that runs across the province Length The starting point The finishing point Length (km) (km) Duong River 65 Dinh To (Thuan Thanh) Duc Long (QueVo) 42 Cau River 290 Tam Giang (Yen Prong) Chau Phong (Que Vo) 69 Thai Binh River 93 Duc Long (Que Vo) Minh Tan (Luong Tai) 16 Ngu Huyen Khe 28 Chau Khe (Tu Son) Van An (Tp. Bac Ninh) 24 River Ca Lo River 89 Yen Phu (Yen Phong) Tam Giang (Yen Phong) 6,5 246. In Ha Noi area, the expressway alignment crosses over Duong River. The river has a length of 68 km connecting Red River to Thai Binh River. The starting point of the river is at Dau T-junction belonging to Xuan Canh commune, Dong Anh district, Ha Noi city, and the ending point of the river is at My Loc T-junction belonging to Trung Kenh commune, Luong Tai district, Bac Ninh province. The river runs in the east-west direction and is a branch of Red River. In the past, it was a small river, but because the point connecting to Red River was risen up by sand, so water can only go into the river through this point in flood season. However, since 1958 the river mouth was widened and dredged to become an important branch for reducing Red River flood threats to Ha Noi city. In Thuong Cat, average water volume that has been monitored over years ranges from 880 – 1,000 cubic meters per second. The peak flood can reach 9,000 cubic meters per second (recorded on 22nd August 1971). The river section running through Bac Ninh province has a length of 42 km. The highest water level recorded at Ben Ho in August 1945 is 9.64 meters, and 3 – 4 meters higher than rice field surface level. Duong River has a high concentration of suspended solids, and in rainy season this concentration can be up to 2.8 kg SS per cubic meter. 3. Transportation (roads, harbors, airports, and navigation) 247. Lang Son province has a quite well developed railway and roadway transport network. National highway No. 1 connecting Ha Noi to Lang Son has a length of 154 km. Additionally, national highway 1B connecting Lang Son to Thai Nguyen has a length of 60 km, national road 4B through Tien Yen to Quang Ninh province has a length of 48 km,

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national road 4A to Cao Bang province has a length of 55 km and national road 279 through Binh Gia district to Bac Can province has a length of 73 km. International railway Ha Noi – China through the province has a length of more than 100 km. 248. National highway routes within Lang Son province are as follows; (i) 1A Highway: This is a Trans-Vietnam route departing from Huu Nghi Quan (Friendship Gate) and passing through Lang Son province to Hanoi; (ii)1B Highway: between Lang Son and Thai Nguyen; (iii) 4B Highway: between Lang Son and Cao Bang; (iv) 4A Highway: from Lang Son to Mong Cai town of Quang Ninh province via Tien Yen; (v) 31 Highway: between Dinh Lap and Bac Giang; (vi) 279 Highway: From Bac Kan to Binh Gia of Lang Son province and then to Luc Ngan of Bac Giang province. 249. Lang Son province has 2 railway lines, the Hanoi-China international railway line that is over 100 kilometers long runs through Lang Son province and Lang Son-Na Duong railway line. 250. Lang Son city has prepared the master plan frame work toward 2020 year as shown following Figure D-16. Road network of the city links with the expressway.

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Figure D-16: Road master plan for Lang Son City towards 2020 251. Bac Giang province is the mountainous area, but its transport networks are quite well developed, including the roadways, railways and waterways. The roadway network has a length of more than 4,000 km with 4 national roads(1A, 1B, 31, and 279) passing through the province (258 km long), 15 provincial roads (339 km total), 82 district roads (535 km total) and more than 2,000 km of communal roads. However, the road quality is generally low, with many routes not being upgraded and un-asphalted, especially routes in mountainous areas,

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midlands and district and communal routes. 252. The railway in Bac Giang has a length of 94 km with 3 routes, (i) Ha Noi – Lang Son, (ii) Ha Noi – Kep (Bac Giang) – Ha Long (Quang Ninh) and (iii) Ha Noi – Kep – Luu Xa. Additionally, Bac Giang province has 2 railways used for A Lu port and Ha Bac Fertilizer and Chemical Factory. 253. Of Bac Giang’s total length of 374 km of waterways, 187 km long belong to Thuong, Cau and Luc Nam Rivers. On the rivers, there are three port systems, consisting of the central port, specialized port and local port with total loading and unloading capacity of 200,000 to 300,000 tons. 254. Bac Ninh province has various transportation networks, including roadways, railways and waterways, in which the roadway network is quite well developed as compared to the other provinces. The province has 3 trunk highways passing through it including national highway No.1 (1A and 1B) running from Ha Noi to Lang Son in parallel, national road No.18 from Noi Bai to Ha Long, Cai Lan and Mong Cai and national road No.38. Table 24 shows national and provincial highways in the area. 255. Bac Ninh province has a railway that runs the Ha Noi – Lang Son route with a length of 20 km and 4 railway sub-stations, Tu Son, Lim, Bac Ninh and Thi Cau. 256. Bac Ninh province has waterways in the form of 3 rivers passing through, including Cau, Duong and Thai Binh Rivers. On the rivers, there are 3 big ports including Dap Cau port on Cau River, the port for Dap Cau Glass Company on Cau River and the port for the Float Glass Company in Que Vo district on Cau river. Table D-28 shows national and provincial highways in the area. Table D-28: National and provincial highways in the area Beginning point End point Length Quality, level (km) National highway NH18 Tien An (Bac Ninh Duc Long (Que 26.2 Asphalted road-5th grade city) Vo district) NH38 Ninh Xa (Yen Nghia Dao 23.0 Asphalted road-5th grade Phong district) (Thuan Thanh district) NH1 Dap Cau (Bac Dinh Bang (Tu 19.0 Asphalted road-5th grade Ninh city) Son town) Bac Ninh-Noi Bal Vo Cuong (Bac Hoa Tien (Yen 17.0 Asphalted road-5th grade highway Ninh city) Phong district) Provincial highway No.276 Phu Lam (Tien Du Tan Chi (Tien 21.7 Asphalted road-5th grade district) Du district) No. 277 Tam Giang (Yen Phu Chan (Tu 20.0 Asphalted road-5th grade Phong district) Son town) No. 278 Nam Son (Bac Khac Niem (Bac 6.5 Asphalted road-5th grade Ninh city) Ninh city) No. 279 Dap Cau (Bac Tan Chi (Tien 27.0 Asphalted road-5th grade Ninh city) Du district) No. 280 Ho town (Thuan Lam Thao 24.0 Asphalted, mixed Thanh district) (Luong Tai stone & soil road district) No.281 Nghia Dao (Thuan Trung Kenh 22.3 Asphalted, mixed Thanh district) (Luong Tai) stone & soil road No.282 Xuan Lam (Thuan Cao Duc (Gia 30.0 Asphalted road -5 level Thanh district) Binh district) No.283 Dong Coi (Thuan Song Lieu 21.3 Asphalted road -5 level

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Thanh district) (Thuan Thanh district) No.284 Lang Ngam (Gia Minh Tan 18.0 Mixed stone & soil Binh district) (Luong Tai road district) No.285 86 Nguyen Du Lai Ha (Luong 23.7 Mixed stone & soil (Que Vo district) Tai district) road No.286 Ve An (Bac Ninh Yen Phu (Yen 18.0 Asphalted road-5th grade city) Phong district) No.287 Dong Ngan (Tu Vi et Hung (Que 24.8 Asphalted road-5th grade Son town) Vo district) No.295 Dong Xuyen (Yen Dong Ngan (Tu 12.0 Asphalted road-5th grade Phong district) Son town) No.295B Dap Cau (Bac Dinh Bang (Tu 21.0 Asphalted road-5th grade Ninh city) Son town) Note: No. 295B is 1A old highway 257. Ha Noi has various transportation networks, including roadways, railways and waterways, in which the roadway network is quite well developed. Gia Lam and Long Bien districts where the expressway passes are including national highway No.1 (1A and 1B), No.5 (connection with the expressway end point), No.3, Provincial road No. 295, 406, and 407. 258. Duong River is recognized as the waterway transport route connecting Hai Phong Port to Ha Noi city and other northern provinces. Boats, ships and barges with their loading capacity up to 100 – 450 tons can move on the river in both seasons. At present, there are three bridges crossing over the river, including (i) Duong Bridge on Old National Road #1A connecting Duc Giang town of Long Bien district to Yen Vien town of Gia Lam district, (ii) Phu Dong Bridge on New Highway #1A connecting Phu Dong commune to Phuc Loi commune of Gia Lam district, and (iii) Ho Bridge on National Road #38 connecting Ho town of Thuan Thanh district to Tan Chi of Tien Du district of Bac Ninh province. And, in the future there will be four more bridges which would be built over the river. 259. Transport activities have met better and better requirements for people’s travel and for carrying goods serving the need for domestic production and consumption and for export. The transport’s total workers in 2007 reached to 45,400 rising by 5.2 times against 1987, of which the state sector had 24,800 persons, rising by 5.7 times; the non-state sector (included FDI sector): 20.6 perons, rising by 2.1 times. In 2007, the Ha Noi’s local transport managed 2,900 buses, rising by 5.4 times; 12,100 lorries, rising by 6.1 times. Thanks to the rapid increase in transport capabilities, the volume of passenger carriage in 2008 went up by 10.8 times against 1986, on average, each year of the 22 years (1987 – 2008) rose by 11.4%; the volume of passengers-kilometers grew by 7.1 times, each year rose by 9.3% on average; the volume of cargo carriage rose by 9.7 times, growing 10.9% per year; the volume of tons- kilometers went up by 16.6 times, rising 13.6% per year on average. 4. Land use (e.g. dedicated area uses) 260. Land along the proposed Ha Noi to Lang Son Expressway is used for different purposes. Surveyed data and 1:10,000 scale maps indicated the uses along the study route. In the areas within 50 m from center line of both side of the road which include the out-skirt areas of the expressway and also the right-of -way (ROW) as dedicated area. Survey results show the land-use in the study area ROW is as follows: Agricultural land 653.1 ha, occupied 50.7 % of the total land area (1,288.2 ha): Forest land 493.7 ha, occupied 38.3 %; and the remaining of 8.7 %, was residential land covering an area of 111.7ha; industrial land is minimal. Table D-29 shows land use of the project ROW.

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Table D-29: Land use of the project ROW (ha) Residential Agricultural Forest Wetland Commercial/ land land land area industrial area Alternative 1 route 111.7 653.1 493.7 26.8 2.8 (St.0.000 - St.158.400) 261. Lang Son: Lang Son province has a total natural land area of 832,378.32 hectares, of which agricultural land area is 521,015.16 hectares, non-agricultural land area is 39,466.95 hectares and unused land area is 271,896.21 hectares. Table D-30 shows land use in the year 2008. Table D-30: Lang Son land use in the year 2008 Landuse category Area (ha) Structure (%) Total land area 832,378.32 100.00 natural Agricultural land 521,015.16 62.59 Agricultural production land 105,956.12 20.34 Annual crop land 72,615.87 68.53 Paddy land 41,256.31 56.81 Weed land for animal raising 6,663.60 9.18 Other annual crop land 24,695.96 34.01 Perennial crop land 33,340.24 31.47 Forestry land covered 413,956.72 79.45 by trees Productive forest 317,128.19 76.61 Protective forest 88,797.13 21.45 Specially used forest 8,031.40 1.94 Water surface land for 957.30 0.18 fishing Others 145.02 0.028 Non-agricultural 39,466.95 4.74 land Homestead land 5,819.31 14.74 Urban 961.87 16.53 Rural 4,857.44 83.47 Specially used land 23,328.93 59.11 Land used by offices and non-profit 338.08 1.45 agencies Security and defense land 11,060.01 47.41 Land for non-agricultural production 1,181.19 5.06 and business Public land 10,749.65 46.08 Religious land 33.64 0.09 Cemetery 508,60 1,29 Rivers and specialized 9,670.11 24.50 water surfaces Others 106.36 0.27 Unused land 271,896.21 32.66 Unused flat land 2,983.21 1.10 Unused mountainous land 203,172.52 74.72 Non tree rocky mountain 65,740.48 24.18 262. Bac Giang: Total natural land area of Bac Giang province is 382,785 hectares, of which agricultural land area is 263,265 hectares, non-agricultural land area is 91,853 hectares and unused land area is 27,667 hectares. Table D-31 shows land use in the year 2008.

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Table D-31: Bac Giang: Land use in the year 2008 (as of 31 December) Landuse category Area (ha) Structure (%) Total land area 382,185 100.00 natural Agricultural land 263,265 68,18 Agricultural production land 122,278 31.94 Annual crop land 76,278 19.93 Paddy land 69,922 18.27 Weed land for animal raising 479 0.13 Other annual crop land 5,878 1.54 Perennial crop land 45,999 12.02 Forestry land covered 136,106 35.56 by trees Productive forest 84,601 22.10 Protective forest 37,691 9.85 Specially used forest 13,814 3.61 Water surface land for 4,721 1.23 fishing Others 160 0.04 Non-agricultural 91,853 24.00 land Homestead land 21,439 5.60 Urban 995 0.26 Rural 20,444 5.34 Specially used land 51,231 13.39 Land used by offices and non-profit 351 0.09 agencies Security and defense land 24,506 6.40 Land for non-agricultural production 2,121 0.55 and business Public land 24,110 6.30 Religious land 330 0.09 Cemetery 1,976 0.52 Rivers and specialized 16,759 4.38 water surfaces Others 85 0,02 Unused land 21,661 7.23 Unused flat land 2,013 0.53 Unused mountainous land 24,970 6.52 Non tree rocky mountain 684 0.18 263. Bac Ninh: Total natural land area of Bac Ninh province is 803.87 km2, of which agricultural land accounts for 64.7%; forest land 0.7%; special land and residential land 23.5%; and unused land 11.1%. As of 2008, total natural land area of Bac Ninh province was 82,271.1 hectares, of which agricultural land area was 43,680.1 hectares, aquatic land area was 5,071.5 hectares, forest land area was 619.8 hectares, specially used land area was 16,698.5 hectares, residential land area was 9,914.0 hectares and unused land area was 636.1 hectares. 264. Table D-32 shows land use in the year 2008 by district/city/town

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Table D-32: Land use in Year 2008 in district/city/town of Bac Ninh (ha) Total area Landuse of natural Agricul- Water Forestry Specially Home- Unused land tural land surface land land used stead land for fishing land land Whole 82,271.1 43,680.1 5,071.5 619.8 16,698.5 9,914.0 636.1 province Tp. Bac 8,260.9 3,336.8 362.1 213.9 2,450.0 1,436.3 56.5 Ninh Yen Phong 9,686.2 5,791.8 378.6 - 1,911.3 916.4 34.4 Que Vo 15,484.8 8,583.2 855.5 153.0 2,749.8 1,743.8 161.6 Tien Du 9,568.7 4,990.6 519.7 209.1 2,328.4 1,101.9 60.3 TX. Tu Son 6,133.2 2,952.4 206.1 1.3 1,923.9 755.8 20.8 ThuanThanh 11,791.0 7,008.2 523.4 - 2,051.5 1,309.4 91.7 Gia Binh 10,779.8 5,499.9 896.3 42.4 1,778.6 1,311.7 152.7 Luong Tai 10,566.6 5,517.2 1,329.7 - 1,505.1 1,338.6 58.2 265. In addition to the ROW area, also the area within 250 m of the center line on both sides of the road was surveyed as an environmental corridor. The land-use in this environmental corridor area is as follows: Total land 11,461.3 ha, agricultural land 3,883.9 ha, occupied 33.8 %.of the total land: Forest land 2,771.7 ha, occupied 24.2 %; Commercial /Industrial area 3,920.5 ha, occupied 34.2 % and residential land covering an area of 630.5 ha, occupied 5.5 %, industrial land, historic and, cultural land areas are not large. Table D-33 shows land use of the environmental corridor of the project. Table D-33: Land use of the project ROW (ha) Residential Agricultural Forest Wetland Commercial / land land land area Industrial area Alternative 1 route 630.5 3,883.9 2,771.7 254.7 3,920.5 (St.0.000 - St.158.400) 266. Land use of the project communes was also investigated and is shown in Table D-34, and Figure D-17 shows land use along the project related districts and cities. Table D-34: Land use of the project communes Project communes/towns/wards Total Land use (ha) natural Residential land Agricultural land Other lands land area (ha) Lạng Sơn province Cao Lộc district Đồng Đăng town 702.30 41.7 331.66 328.94 Phú Xá commune - - - - Thụy Hùng commune 2261.80 77.86 1891.14 292.80 Hợp Thành commune 920.00 8.09 168.28 743.63 Cao Lộc town 275.00 62.02 122.19 90.79 Yên Trạch commune 4231 33.81 317.36 3879.83 Lạng Sơn city Hoàng Đồng commune 2,501.30 102.25 1,917.30 481.75 Mai Pha commune - - - - Chi Lăng district Vân Thủy commune 2,814.79 22.69 2,577.60 214.50 Bắc Thủy commune 3,315.19 18.85 492.84 2,803.50

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Project communes/towns/wards Total Land use (ha) natural Residential land Agricultural land Other lands land area (ha) Nhân Lý commune 2,236.44 26.48 2,051.09 158.87 Mai Sao commune 3,281.13 35.12 2,001.00 1,245.01 Quang Lang commune 3,165.28 60.54 2,399.01 705.73 Chi Lăng commune - - - - Chi Lăng town 2,150.85 53.8 1093.24 1,003.81 Hữu Lũng district Hòa Lạc commune 2,783.00 29.27 1,683.74 1,069.99 Cái Kinh commune 2,423.00 30.00 1,552.02 840.98 Tân Thành commune 4,307.60 363.43 3918.76 25.41 Hồ Sơn commune 1,556.00 34.40 762.20 759.40 Hòa Thắng commune 6,156.00 - - - Bắc Giang province Lạng Giang district Hương Sơn commune 3,700.0 600.0 2,100.0 1,000.0 Tân Hưng commune 130,035.97 189.54 954.30 128,892.13 Xương Lâm commune 1,102.67 191.92 753.92 156.83 Tân Dĩnh commune 1018.9 181.7 667.4 169.8 Dĩnh Trì commune 631.01 402.2 Bắc Giang city Dĩnh Kế commune 466.72 80.0 125.0 261.72 Hoàng Văn Thụ ward - - - - Lê Lợi ward 91.22 31.45 6.57 53.2 Yên Dũng district Đồng Sơn commune 849.74 77.94 421.22 350.58 Song Khê commune 448.82 39.00 276.54 133.28 Nội Hoàng commune 766.88 106.81 290.31 369.76 Việt Yên district Tăng Tiến commune 479 Hoàng Ninh commune 683.35 111.6 264 308.29 Vân Trung commune 967.76 282.6 430.16 255 Nếnh town 572 75 310 187 Quang Châu commune Bắc Ninh province Bắc Ninh city Đáp Cầu ward 90.26 24.22 8.56 57.48 Thi Cau ward 170.94 57.25 45.28 68.41 Vu Ninh ward 620.33 198.50 191.00 230.83 Dai Phuc ward 560.60 102.33 168.19 290.08 Vo Cuong ward 795.36 70.00 559.81 165.55 Kim Chan ward 453.43 72.60 259.20 121.63 Khac Niem commune 744.73 84.00 400.00 260.73 Tien Du district Lim town 512.19 55.65 306.88 149.66

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Project communes/towns/wards Total Land use (ha) natural Residential land Agricultural land Other lands land area (ha) Lien Bao commune 689.75 75.73 390.40 223.62 Hoan Son commune 696.15 137.70 17,494 519.04 Tu Son district Tan Hong ward 480.00 165.00 140.00 175.00 Phu Chan commune 605.80 118.95 107.40 397.45 Ha Noi 11,473.0 4,879.4 6412.6 181.0 Gia Lam district (Non agricultural)

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Figure D-17: Land use along the Project related Districts and Cities 5. Power sources and transmission 267. Power supply: Lang Son is the mountainous province with many rivers, waterfalls and

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streams, yet its hydroelectricity potential has not been developed. Lang Son province is now completely dependent upon national power systems from Hoa Binh hydroelectricity plant, Thac Ba hydroelectricity plant and Pha Lai thermoelectricity plant. Transmission lines consist of 110 kV, 3.5 kV, 6 kV and 0.4 kV. Transformers consist of many types of different voltages. The national electric network extends to cover 85.4% of towns, villages and communes and 82.5 million kilowatts per hour of electricity was produced in the year 2000. 268. Power supply for Bac Giang province is now from 110 kV and 220 kV transmission lines of Pha Lai (Hai Duong province) Ba hydroelectricity plant and Pha Lai thermoelectricity plant. Transmission lines consist of 110 kV, 3.5 kVthe power demand of Bac Giang city, districts and industrial zones. 269. Power supply of Bac Ninh: The construction of the Son Dong thermal power plant and the 600 MW Yen Lu thermal power plant has been completed, and along with the thermal power produced by the nitrogenous fertilizer and chemical company; and the upgraded power transmission grid, the system is fully capable of providing power for industrial production and household consumption. The province has six 110 kV substations to supply the whole province with power, including Vo Cuong (E74), Khac Niem (E72), Tien Son (E27.1), Gia Luong (E27.2), Chau Khe (E27.3) and Binh Dinh (E27.4) substations. Additionally, there are 110 kV two substations, E73 and E75 that are being used for the glass companies. The transmission lines consist of 110 kV and 0.4 kV lines. 270. In general, most of the project communes/towns/wards are supplied with national transmission line power. The rest are planned to be supplied in the coming years. 6. Agricultural development, mineral development, and tourism facilities 271. As of February 2010, total land area irrigated in the whole of Lang Son province was 38,429 hectares. Forestry production has developed productivity and the quality of products. They encourage developing production, cultivation, and husbandry. Forestry is in all-round yields, Agriculture-forestry tends to be ecological agriculture. Developing agriculture-forestry and the rural economy in concert with constructing new countryside facilities is promoted in order to enhance production. 272. The agricultural sector proportion of Lang Son GDP has decreased from 55.46% (1991) down to 45.19% (2003). The economic structure of agriculture has gradually shifted to increasing the proportion breeding and lowering the proportion of cultivation and has started to form regions. The economic Gross food output is 283.7 thousand tons, increasing by 3% as compared to year 2008. Cultivated area and output of short-day industrial trees and vegetables increased, including tobacco plants (increasing by 52.1%), vegetables (41.7%), and black-stone plants (37.5%). As of the 22nd of February 2010, total land area irrigated in the whole of Lang Son province was 38,429 hectares equal to 94% of the target. 273. Forestry production has developed increasing goods production, productivity and quality of products. Lang Son promotes the application of new and advanced technologies, linking the production with the goods consumption market. They encourage developing production and cultivation, husbandry and forestry is in all-round yields. Agriculture-forestry tends to be ecological agriculture. Developing agriculture-forestry and the rural economy in concert with constructing new countryside facilities is being pursued in order to promote production. 274. Mineral resources of Lang Son: Lang Son province has rich mineral resources including ferrous minerals, (a) iron: one ferric mine and 7 ore deposits, (b) Gia Chanh ferric mine located in Gia Sao commune of Chi Lang district, and (c). ore deposits located in Na Mo, Khau Khieng, Dieu village, Lan Nai, Lan Ri, Kem Cang. Nonferrous metals include aluminum, copper, lead, zinc and poly metallic ore. The reserve of aluminum is the biggest, and then is copper, followed by lead, zinc and poly metallic ore. (d) Aluminum: there are 37 aluminum mines and aluminum ore deposits distributed mainly in Bac Son mountain chain and along National Highway 1A from Lang Son to Dong Dang.

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275. As for other metals, Tin is found in 2 dispersed rims: Gia Hoa dispersed rim South- East of Nhai Mine town persed rims: Gia Hoa dispersed riin the center of an endogenic gold deposit zone in Binh Gia: Gia Hoa dispersed rim ositand then is copper, est, andelemental form in dispersed rims. Vanadium was found in huge reserve in That Khe. Mercury was found in mineral form. 276. As for non-metallic mineral products, brown coal is mined in Na Duong of Loc Binh district and in That Khe. Na Duong coal mine has about 96.6 million tons in reserve. Peat was found in Na Mo of Loc Binh district and in Binh Gia town. The latter has some hundred thousands of tons in reserve. 277. As for mineral products to produce construction materials, carbonate stone is found frequently in Lang Son, accounting for one fourth of the total surface area of the province. Carbonate stone is found mainly in the west and south west. Clay rock has about 32,296,500 tons in reserve. Sand and gravel are mainly along Ky Cung and Hoa rivers. Clay and clay lime is found in the strata of Mau Son Mountain. Erupted rock and magic stone of the Trias period can be used as marbling of high quality. This is found in great reserve and is situated near national Highway 1B between Lang Son and Thai Nguyen. 278. Tourism in Lang Son province is well-known with many beautiful places blessed by nature such as the Tam Thanh – Nhi Thanh cave, Mau Son tourism area (1,500 meters above sea level) with temperate vegetation and climate. Additionally, Lang Son province is maintaining cultural and historical traditions with very special cultural characters of some ethnic minority groups such as Tay, Nung, Dao, Hoa etc. In recent years, Lang Son government has invested, improved and constructed service systems such as restaurants, hotels, Ky Lua night market, Dong Kinh market and Tan Thanh market to serve. 279. Lang Son is home to some picturesque grottoes, especially Tam Thanh Grottoes (Nhat Thanh, Nhi Thanh, Tam Thanh). The most famous is Tam Thanh on the western end of Ky Lua street. The entrance to the grotto is almost obscured from sunlight, because it is covered with dense foliage of trees. High on the wall to the right side of the entrance, there remains a poem carved deep into the stone. Many stalactites and stalagmites make the grotto looks picturesque and mystical. 280. Many attractive tourist places are located in Lang Son. Some of the famous places are: (a) Mau Son Mountain: located in Loc Binh District, it is about 30km from Lang Son City to Mau Son Resort. The panorama from the highest peak in Lang Son region is like a Chinese ink drawing. To the north is Ninh Minh, China, to the east is Na Duong and to the west is Dong Dang, all merging beautifully into one spectacular landscape. (b) Nhi Thanh grotto: is located at Nhi Thanh Street, approximately 1km from Lang Son City. It is one of the most beautiful grottoes in Lang Son Province. The Grotto is 600 meters deep. On the cliffs at the entrance are 20 inscriptions that are precious historical and literary documents. (c) Tam Thanh grotto: it is situated in Tam Thanh Ward, Lang Son City. There is a poem carved on the grotto wall praising the magnificent natural beauty of the area. (d) Chi Lang defile: The Chi Lang Border is located in Chi Lang District 60km from the Sino-Vietnamese border. The defile consists of a valley surrounded by high mountains and through which runs the Thuong River. Vietnamese ancestors who swore to sacrifice their lives to protect their motherland and to prevent invaders from entering Vietnam via this defile built the gates. (e) Ky Cung Stone Wharf: is one of eight beautiful landscapes of Lang Son, discovered and given the name "Ky Cung Thach Do" by Ngo Thi Sy. (f) Fairy Pagoda Cavern and Fairy Well: 500 m from Ky Cung Bridge on the way to

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Mai Pha, there is a small elephant-shaped rocky mountain emerging in the field. Its name is "Big Elephant". Fairy Pagoda cavern that is one of the 8 beauty spots inside the Elephant Mountain. The cavern lies halfway up the mountain. (g) Wind Grotto: Northwest of Sao Thuong village, Chi Lang district, there is Wind Grotto. This is a big cave with a length of hundreds of meters and its width is about 50 - 70 meters. 281. Agriculture of Bac Giang: Because Bac Giang topography is divided into two ecological areas quite specifically, it is suitable for the development of diversified agriculture and forest production. In addition to the food grain growing area with an annual output of 550,000 tons, the farm economy is also developing drastically. Bac Giang has the biggest concentrated fruit-tree growing area in the North, including lichi of excellent quality, pineapple, longan, persimmon, custard apple, etc. Bac Giang has the advantage of growing short-term industrial trees and crops such as peanuts, cigarette tobacco, soybeans, sesame, etc. 282. The annual output of food grains has increased and the farm economy is developing drastically. Bac Giang has the biggest concentration of fruit-tree growing areas in North Vietnam, including the Industrial crops: tobacco, anise, fruit trees of persimmon without seed, custard apple, yellow tangerines, plums, and pears, also litchi of excellent quality, pineapple, longan, custard apple, etc. Bac Giang has the advantage of growing short-term industrial trees and products such as peanuts, cigarette tobacco, soybeans, sesame, etc. Table D-35 shows value of agricultural production in 2010 in Bac Giang province. Table D-35: Value of agricultural production in 2010 in Bac Giang (Billion dong) Growing rate (%) 2000 2005 2010 2001-2005 2006-2010 Total 2,283.34 2,956 3,863 5.3 5.5 Agriculture 2,078 2,677 3 5.2 5.6 Plant growing 1,382 1,681 1 4.0 3.3 Breeding 625 961 1 9.0 6.0 Seafood 62 83 106 6.0 5.0 Forest 144 184 223.6 5.6 4.0 283. Husbandry of Bac Giang has brought positive changes, the number of pigs, cow herds, poultry and aquaculture production increases every year. The number of poultry reached approximately 13 million and increased by 15.9%. In particular, the number of pigs is 1.03 million, ranking sixth nationwide; cows 158.3 thousand, ranking 12; poultry 11.8 million, ranking second in the country. 284. Bac Giang has favorable conditions for developing the forestry economy with 64 thousand ha of natural forest, and 46 thousand ha of planted forest making a reserve of 2.2 to 2.5 million cubic meters. The breeding sector accounts for 33% of the agriculture production. Forestry activities mainly focus on planting, allocating and renting forests. The land area covered by forests reaches above 4,045 hectares, increasing by 26.5%. 285. Tourism of Bac Giang: Bac Giang has many beautiful sites and vestiges such as Khe Ro primary forest, Mo Stream, Xuong Giang Ancient Citadel, and other interesting sights such as Cam Son Lake and Khuon Than Resort. The province has a traditional cultural festival of the Kinh Bac people, as well as spring festivals of ethnic groups. This slightly touristy province is also home to several ethnic groups. 286. Bac Giang's capital city of the same name presents some cultural history, including the ancient Xuong Giang citadel that witnessed bloody fights with Minh invaders in the 15th century. 287. Several historic temples, pagodas and tourist areas are situated including; (a) Vinh Nghiem Buddhist Center in the Hiep Hoa and Lang Giang districts, which

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was established on Fairy Mountain in the 13th century. (b) Suoi Mo is 40 km from Bac Giang town which is a beautiful, natural eco-tourist site dotted with numerous waterfalls and pools. (c) The impressive Suoi Mo temple was created in the 15th and 16th centuries to worship Princess Que Mi Nuong, a goddess. (d) Khuon Than lake is located 40km from Bac Giang, and is enclosed by mountains and pine trees in a vast woodland area where visitors can learn about the individual customs of the diverse ethnic minorities who live here. Bac Giang hosts over 300 annual festivals that draw tourists from all over the country. 288. Agriculture of Bac Ninh has been set up to develop an urban and ecological agriculture in combination with a processing industry and market. The province is applying biological technology, and technical progress to agricultural production, for improving productivity, quality, and competition capability for products. In the year of 2010, production value of agriculture, forestry, and fishery is expected to reach VND 2,939.4 billion and VND 3,108.5 billion respectively, an average increase of 6.0 to 7.2%/year. 289. Forest products of Bac Ninh: Forest products are not diverse and mostly planted forest products. Total land area of forests is 661.26 hectares and is mainly distributed in Que Vo district (317.9 hectares) and Tien Du district (254.95 hectares). Total timber reserve is proximately 3,279 cubic meters, of which protection forests account for 363 cubic meters and special forests account for 2,916 cubic meters. 290. Mineral resources of Bac Ninh: Mineral resources are very poor and are mostly construction materials (e.g. clay soil for bricks, tiles, and ceramics) with a reserve of 4 million tons in Que Vo and Tien Du districts; clay soil for fire-bricks in Bac Ninh city; sandstone with a reserve of 1 million tons in Thi Cau. Additionally, there is peat in Yen Phong district with a reserve of 60,000 ricts; clay soi 291. Tourism of Bac Ninh: Bac Ninh is home of the temple towers, festivals and other traditional cultural activities. Each festival shows all the beauty, culture and essence of the area and the ethnic groups are given the opportunity to review any, voters favor. 292. Agricultural production in Ha Noi has been restricted and developed in the way of polyculture, taking the form of regions specializing in growing beans and vegetables, fruit plants, flowers and bonsai to provide for the inner city and other localities. Now, the former area of Ha Noi has had some large and famous specilised regions like Canh orange, Dien pomelo, Xuan Dinh sapodilla, flowers of Nhat Tan and Tay Tuu, safe and clean vegetables of Van Noi and Linh Nam. The formation of these specialized regions in association of the urbanization have gradually reduced the area of food crops, however, thanks to intensive farming and productivity increase, the yield of food in recent years has been continuously increasing. 293. Although the cultivated area of winter-rice in 2007 was only 43,300 ha, reduced by 22.8% against 1990, rice productivity rose from 3,020 kg per ha in 1990 to 4,240 kg per ha in 2007 so 2007’s rice yield gained 183,500 tons, increasing by 17,000 tons against 1990. The area fro maize cultivation in 2007 reduced by 10% against 1990, but maize productivity rose from 2,460 kg per ha to 3,230 kg per ha so the yield also rose by 4,400 tons. Together with developing crops, Ha Noi city has also extended the animal husbandary in recent years. In 2007, there were 56,100 head of ox, going up by 41.7% against 1990; 349,700 head of pig, going up by 59.6% and 3,436,000 head of poultry, rising by 2 times. 294. Due to appropriate choices of crops plants and domestic animals, the Capital’s agricultural production efficiency has increased. The average production value per one hectare of cultivated land at current prices rose from 8.5 million dongs in 1990 to 30 million dongs in 1995, 43 million dongs in 2000 and 60 million dongs in 2008. The gross agricultural production value in 2007 (at constant prices of 1994) went up by 90.4% against 1990, each

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year of 17 years (1991 – 2007) rose by 3.9%, of which crops increased by 83.6%, every year rose by 3.6% on average; animal husbandary by 85.8%, an average of 3.7% growth per year. If classified by a 5-year period, each year in the period 1991 – 1995 agricultural production in the former area of Ha Noi (at constant prices of 1994) rose by 4.9% per year on average; 1996 – 2000: 5.3% per year; 2001 – 2005: 2.2% per year and in three years 2006 – 2008: 4.6% per year. Table D-36: Planted area and production of paddy in the period 2004 – 20008 of Gia Lam district in Ha Noi city 2004 2005 2006 2007 2008 Planted area (ha) 7,046 6,735 6,554 6,392 6,338 Production (tons) 32,909 32,640 30,053 30,365 30,404 IV. Social and Cultural Resources 1. Population and communities (e.g. numbers, locations, composition, employment) 295. Population: The project study area is still essentially a rural region the same as most of Viet Nam due to the predominance of wet rice production. The study area is representative of this rural character. However, the distribution of rural population is quite different from one province to another. The important urban centers of the Provinces Lang Son, Bac Giang and Bac Ninh increase the urban population. Agriculture plays a critical role in the local economy. Also, most of the population lives in rural areas, and the majority of workers are engaged in agriculture, which provides the majority of employment opportunities and generates income for them. 296. Population of Lang Son: The project area within Lang Son is mainly located in mountain areas and has a low density (91.2 people per sq. km). Table D-37 shows Lang Son’s administrative unit, area of natural land, average population and population density for the year 2008 by districts/City/town (31/12/2008). Table D-37: Lang Son: Administrative unit, area of natural land, average population and population density for the year 2008 by district/City/Town (31/12/2008) District Communes Town Precincts Area of Average Population under natural land population density district (km2) (person) (Pers./km2) Whole 207 14 5 8,323.78 758,991 91.18 province Lang Son City 3 - 5 78.11 81,667 1,045.52 Trang Dinh 22 1 - 999.62 63,679 63.70 Van Lang 19 1 - 563.30 51,020 90.57 Binh Gia 19 1 - 1,093.53 54,919 50.22 Bac Son 19 1 - 700.11 66,483 94.96 Van Quan 23 1 - 550.67 59,196 107.50 Cao Loc 21 2 - 636.27 75,079 118.00 Loc Blnh 27 2 - 1,000.95 81,355 81.28 Chi Lang 19 2 - 705.98 80,555 114.10 Dinh Lap 10 2 - 1,188.50 28,434 23.92 Huu Lung 25 1 - 806.75 116,604 144.54 297. In Lang Son, agriculture is still one of the industries that occupies an important position. With more than 81% of the population living in rural areas, over 76% of the population and more than 80% of workers are engaged in agriculture, which provides the majority of employment opportunities and generates income for them. 298. Population of Bac Giang: The project area within Bac Giang is mainly located in midland areas and has a density (425.4 people per sq.km). Table D-38 shows Bac Giang’s

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administrative unit, area of natural land, average population and population density for the year 2008 by districts/City/town (31/12/2008). Table D-38: Bac Giang: Administrative unit, area of natural land, average population and population density for the year 2008 by districts/City/town (11/12/2008) District Communes Town Precincts Area of Average Population under natural land population density district (km2) (person) (Pers./km2) Whole 207 16 7 3,827,85 1,628,364 425.4 province Bac Giang City 4 7 32.09 107,604 3,353.2 Luc Ngan 29 1 1,013.72 210,182 207.3 Luc Nam 25 2 597.15 213,363 357.3 San Dong 21 2 845.77 72,959 86.3 Yen The 19 2 301.41 96,786 321.1 Hiep Hoa 25 1 201.12 221,843 1,103.0 Lang Giang 22 2 246.16 200,883 816.1 Tan Yen 22 2 204.42 172,042 841.6 Viet Yen 17 2 171.57 164,604 959.4 Yen Dung 23 2 214.44 168,098 783.9 299. Population of Bac Ninh: In terms of land area, Bac Ninh is the smallest of all Vietnamese provinces. It is home to a relatively large number of people for its size, having the highest population density of any province. Bac Ninh province has a population of 1,035,1951 persons of which, the rural population is 76.5% and urban population is 23.5%. Population density is 1,245 persons per square kilometer and the natural population growth rate is 0.84% per year. Table D-39 shows Bac Ninh’s administrative unit, area of natural land, average population and population density for the year 2008 by districts/City/town. Table D-39: Administrative unit, area of natural land, average population and population density for the year 2008 by district/City/Town Communes Precincts, Area of Average Population town under natural land population density district (km2) (person) (Pers/km2) Whole 103 23 822.71 1,035,951 1.259 province Bac Ninh City 9 10 82.6 153,385 1.857 Yen Phong 13 1 96.9 126,519 1.306 Que Vo 20 1 154.8 142,072 0.917 Tien Du 13 1 95.7 122,603 1.281 Tu Son Town 5 7 61.3 131,151 2.138 ThuanThanh 17 1 117.9 148,133 1.256 Gia Binh 13 1 107.8 106,057 0.984 Luong Tai 13 1 105.7 106,031 1.003 300. Ethnic minorities: The Viet accounts for 84.27 % of the population across Vietnam. The only province in the project study area where Viet are minorities is Lang Son Province. Lang Son province is dominated by the Tat-Thai ethnic family representing about 80% of the population. The major ethnic groups are Tay, Nung, Hmong, Dao and Viet/Kinh, the rest of the provinc population is the Hoa, San Chay, and H’mong. Bac Giang province is home to 27 ethnicities, major groups are Viet/Kinh, Hoa, Tay, and Nung while in Bac Ninh province the major groups are Viet/Kinh, Tay, Nung and Muong. 301. The population data of the project communes has been investigated and is shown in Table D-40.

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Table D-40: Population of the project communes (year 2010)

Project Population Number of communes/towns/wards (persons) households Lạng Sơn province Cao Lộc district Đồng Đăng town 7,284 1,899 Phú Xá commune 2,278 602 Thụy Hùng commune 4,673 1,017 Hợp Thành commune 2,387 604 Cao Lộc town 6,358 1,564 Yên Trạch commune 5,267 1,106 Lạng Sơn city Hoàng Đồng commune 10,984 2,771 Mai Pha commune 6,543 1,620 Chi Lăng district Vân Thủy commune 2,343 478 Bắc Thủy commune 2,043 385 Nhân Lý commune 2,715 570 Mai Sao commune 3,866 736 Quang Lang commune 7,176 1,640 Chi Lăng commune 4,237 1,076 Chi Lăng town 5,614 1315 Hữu Lũng district Hòa Lạc commune 4,406 970 Cái Kinh commune 4,552 984 Tân Thành commune 6,823 1,485 Hồ Sơn commune 4,465 942 Hòa Thắng commune 7,204 1,745 Bắc Giang province Lạng Giang district Hương Sơn commune 14,000 3,400 Tân Hưng commune 10,252 2,438 Xương Lâm commune 7,797 2,213 Tân Dĩnh commune 12,045 3,076 Dĩnh Trì commune 10,243 2,483 Bắc Giang city Xã Dĩnh Kế commune 10,875 3,038 Hoàng Văn Thụ ward Lê Lợi ward 11,500 2,500 Yên Dũng district Đồng Sơn commune 8,677 2,103 Song Khê commune 4,568 1,370 Nội Hoàng commune 6,199 1,527 Việt Yên district Tăng Tiến commune 7,652 1,812 Hoàng Ninh commune Vân Trung commune 7,245 2,007 Nếnh town 8,220 2,028 Quang Châu commune - - Bắc Ninh province Bắc Ninh city Đáp Cầu ward 7,800 1,645 Thi Cau ward 11,694 2,435 Vu Ninh ward 11,443 2,515 Dai Phuc ward 15,171 4,115 Vo Cuong ward 16,000 5,400 Kim Chan ward 4,927 1,327 Khac Niem commune 9,600 2,400 Tien Du district Lien Bao commune 9,927 2,794 Lim commune 11,462 2,462 Hoan Son commune 9,800 2,700 Tu Son district Tan Hong commune 10,960 2,683

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Project Population Number of communes/towns/wards (persons) households Phu Chan commune 8,261 2,140 Ha Noi Gia Lam district 231,2000 - Phu Dong commune - - Long Bien district Phuc Loi ward - - Table D-41: Average population in the period 2004 – 2008 of affected districts/communes in Ha Noi city (thousand peoples) 2004 2005 2006 2007 2008 Long Bien district 178.4 186.4 195.1 204.3 215.8 Gia Lam district 206.5 212.0 217.3 222.1 227.2 Table D-42: Birth rate in the period 2004 – 2008 of affected districts in Ha Noi city (o) 2004 2005 2006 2007 2008 Long Bien district 17.33 17.01 16.91 17.17 18.03 Gia Lam district 16.88 17.38 17.25 17.87 18.26 Table D-43: Death rate in the period 2004 – 2008 of affected districts in Ha Noi city (o) 2004 2005 2006 2007 2008 Long Bien district 4.17 4.26 3.76 3.76 3.87 Gia Lam district 4.25 4.25 3.95 3.64 4.23 Table D-44: Natural population growth rate in the period 2004 – 2008 of affected districts in Ha Noi city (o) 2004 2005 2006 2007 2008 Long Bien district 13.16 12.75 13.15 13.40 14.16 Gia Lam district 12.63 13.13 13.30 14.23 14.03 2. Health facilities 302. Health facilities of Lang Son: As of 2008, Lang Son province had 4 hospitals, 11 district medical centers and 24 polyclinics. Most health facilities had been improved or constructed based on budget sources from the Ministry of Health (MOH), province and governmental organizations. Some 226 communes and wards had independent clinics in good condition. An orientation is until 2010 some 80 – 85% of communes have doctors, some 95 – 97% of villages have a clinic and the number of doctors and pharmacists is 7.5 per 10,000 persons. Table D-45 shows Lang Son’s medical hospitals and clinics in the province. Table D-46 shows the number of public medical facilities in the province in year 2008. 303. Public Health Care system: The hospital system has: (1) the provincial general hospital that has 250 sick-beds, (2) the provincial tuberculosis hospital that has 60 sick-beds, (3) the provincial hospital of traditional medicine that has 50 sick-beds, (4) the provincial sanatorium that has 40 sick-beds, and (5) ten hospitals in the districts; each of them has over 50 sick-beds. As for an insurance system, social insurance and other kinds such as Bao Viet, Bao Minh CMG serve the local peoples.

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Table D-45: Lang Son: Medical hospitals and clinics in the province 2005 2006 2007 2008 Whole Province 294 294 327 331 Medical Hospital 14 14 14 14 Public 14 14 14 14 Private - - - - Regional polyclinic hospital 54 54 84 84 Public 24 24 24 24 Private 30 30 60 60 Maternity center - - - - Medical stations in commune, 226 226 226 226 health care center Medical stations - - - - Other medical facilities - - 3 7 Table D-46: Lang Son: Number of public medical facilities in the province in year 2008 District Total Hospital Regional Maternity Commune health clinic center care center Whole province 264 14 24 0 226 Lang Son City 13 4 1 0 8 Trang Dinh 26 1 2 0 23 Van Lang 24 1 3 0 20 Binh Gia 23 1 2 0 20 Bac Son 24 1 3 0 20 Van Quan 28 1 3 0 24 Cao Loc 27 1 3 0 23 Loc Binh 31 1 1 0 29 Chi Lang 25 1 3 0 21 Dinh Lap 13 1 0 0 12 Huu Lung 30 1 3 0 26 304. Health facilities of Bac Giang: In 2008, Bac Giang province had 276 health facilities, including 2 general hospitals, 228 commune clinics and wards, 9 district hospitals with 3,755 total sickbeds and a total medical staff of 4,430 consisting of 951 doctors, 1,175 nurses, and 253 technical staffs. Table D-47 shows Bac Giang’s medical hospitals and clinics in the province, and Table D-48 shows commercial health stations by district. Table D-47: Medical hospitals and clinics in the province 2005 2006 2007 2008 Whole Province 274 276 275 276 Polyclinic hospital 2 2 2 2 Specialized and traditional medicine hospital 4 4 4 4 Sanatorium 1 1 1 1 District hospital 9 9 9 9 Regional polyclinic hospital 22 24 24 24 Preventive medical based at provincial level 6 7 7 7 Medical stations in villages, wards 229 229 228 228 Regional maternity house 1 - - -

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Table D-48: Bac Giang: Commercial health stations by district District Total Total Having health Having No. of patient hospital Communes station doctor beds (bed) (person) Whole province 16 230 229 226 1,320 Bac GiangCity 7 11 11 11 100 Luc Ngan 1 30 30 22 200 Luc Nam 1 27 27 23 120 San Dong 1 23 22 18 120 Yen The 1 21 21 21 120 Hiep Hoa 1 26 26 28 150 Lang Giang 1 24 24 27 130 Tan Yen 1 24 24 28 120 Viet Yen 1 19 19 19 120 Yen Dung 1 25 25 29 140 305. Health facilities of Bac Ninh: In 2008, the province had 147 health facilities, including 1 provincial general hospital, 126 commune clinics and wards, 3 provincial specialty hospitals, and 7 district hospitals with 2,180 sickbeds. Table D-49 shows Bac Ninh’s medical hospitals and clinics in the Province. Table D-49: Medical hospitals and clinics in the Province

2005 2006 2007 2008 Polyclinic provincial hospital 1 1 1 Provincial specialty hospital 3 3 3 3 Convalescence hospital 1 1 1 1 Leprous hospital 1 1 1 1 District hospital 7 7 7 7 Regional polyclinic hospital 7 7 7 7 Medical unit of local town 126 126 126 126 Others 1 1 1 1 306. In the field of medical and community health care, in Ha Noi there are 33 hospitals; 232 communal medical stations; 4 district maternity hospitals and 1 leprosarium. Medical staff working in these in 2007 were 10,398, a rise of 56.9% against 1991, of which there were 4,758 doctors, a rise of 23 times; 691 physicians, up by 9%; 4,205 nurses, up by 27.5% and 744 middle and high ranking pharmacists, up by 15.2%. In 2007, there were 10,121 hospitals beds, rising by 2,983 against 1990. Additional to the work of disease prevention and treatment, health establishments have played an important part in the implementation of family planning and care of mothers’ and children’s health. Public medical establishments in 2007 performed prenatal check-ups for 161,800 participants; inserting IUDs for 32,800 participants and giving support to 46,100 peoples in the used contractceptive pills. 3. Education facilities 307. Education facilities of Lang Son: In 2008, Lang Son province had approximately 486 schools, of which the number of primary schools was 237, 197 secondary schools and 23 high schools. Total rooms and classes were 6,055 and 6,293 respectively. Table D-50 shows Lang Son’s number of schools of general education in the school year. Table D-51 shows Lang Son’s number of pupils per district in school year 2008 - 2009. 308. One of the main target groups of the educational program are the ethnic minorities of Vietnam’ietnam are the ethnic minorities of Vietnamict in school year 200Lang Son College are of ethnic minority origin and the college regularly sends teachers to the provinces to carry out workshops in different subjects for students whose families either cannot afford schooling, or are committed to assist in everyday traditional life.

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Table D-50: Lang Son: Number of schools of general education in the school year (Schools) School year 2005- 2006 2006- 2007 2007- 2008 2008- 2009 Whole province 417 464 480 486 Primary school 178 221 231 237 Public 177 220 230 236 Private 1 1 1 1 Lower secondary school 132 176 191 197 Public 132 176 191 197 Private - - - - Upper secondary school 19 22 23 23 Public 17 20 21 21 Private 2 2 2 2 Primary to lower secondary 86 44 34 29 school Public 86 44 34 29 Private - - - - Lower to upper secondary 2 1 1 - school Public 2 1 1 - Private - - - - Table D-51: Lang Son: Number of pupils per district in school year 2008 - 2009 Schools District Total Primary Lower secondary Upper secondary Whole province 6,295 3,615 2,050 628 Lang Son City 460 206 161 93 Trang Dinh 484 270 169 45 Van Lang 437 255 150 32 Binh Gia 578 388 156 43 Bac Son 527 317 154 56 Van Quan 490 268 172 50 Cao Loc 652 373 221 58 Loc Binh 803 488 252 63 Chi Lang 675 373 224 78 Dinh Lap 334 229 83 22 Huu Lung 844 448 308 88 309. Education facilities of Bac Giang: Period of 2007 – 2008, Bac Giang province had 554 schools, of which the number of primary schools was 260, secondary 224 and high schools with a total of 8,200 classes including primary 4,947, secondary 3,252 and high school 1,320. Table D-52 shows the number of schools of general education in school year 2008-2009.

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Table D-52: Bac Giang: Number of schools of general education in school year 2008-2009 Schools District Total Primary Lower Upper Primary and Lower and secondary secondary lower upper secondary secondary Whole province 544 260 224 47 12 1 Bac Giang City 28 11 11 6 - - Luc Ngan 73 37 31 4 - 1 Luc Nam 70 34 27 6 3 - San Dong 44 18 19 3 4 - Yen The 46 20 21 3 2 - Hiep Hoa 67 34 26 7 - - Lang Giang 55 25 23 5 2 - Tan Yen 53 26 23 4 - - Viet Yen 51 28 19 4 - - Yen Dung 57 27 24 5 1 - 310. Education facilities of Bac Ninh: Period of 2008 – 2009, the province had 150 primary schools (79,662 pupils), 134 secondary schools (69,208 pupils) and 37 high schools (47,999 pupils). Table D-53 shows the number of schools by district/city/under town, and Table D-54 shows the number of higher education schools. Table D-53: Bac Ninh: Number of schools by district/city/under town (school) Grade schools Primary schools district/city/under 2005- 2006- 2007- 2008- 2005- 2006- 2007- 2008- town 2006 2007 2008 2009 2006 2007 2008 2009 Whole province 316 319 320 321 150 150 150 150 Bac Ninh City 27 28 49 49 12 12 22 22 Yen Phong 43 43 34 34 20 20 16 16 Que Vo 56 57 49 49 25 26 22 22 Tien Du 40 40 35 35 18 18 16 16 Tx. Tu Son 32 33 34 35 16 16 16 16 Thuan Thunh 47 47 48 48 24 24 24 24 Gia Binh 34 33 33 33 16 15 15 15 Luong Tai 37 38 38 38 19 19 19 19 Table D-54: Bac Ninh: Number of higher education schools Secondary schools Upper secondary schools District/city/under 2005- 2006- 2007- 2008- 2005- 2006- 2007- 2008- town 2006 2007 2008 2009 2006 2007 2008 2009 Whole province 132 133 134 134 34 36 36 37 TP. Bac Ninh 10 10 19 19 5 6 8 8 Yen Phong 19 19 15 15 4 4 3 3 Que Vo 25 25 22 22 6 6 5 5 Tien Du 17 17 15 15 5 5 4 4 Tx. Tu Son 12 13 14 14 4 4 4 5 Thuan Thunh 19 19 19 19 4 4 5 5 Gia Binh 15 15 15 15 3 3 3 3 Luong Tai 15 15 15 14 3 4 4 4 311. In parallel with economic development, Ha Noi has also focused on resolving social problems, improving the people’s living conditions. The number of pre-schools in the former area of Ha Noi rose from 223 in 1990 – 1991 school year to 368 in the 2007 – 2008 school year; classrooms from 1,706 to 3,268; teachers from 1,991 to 5,948; and pupils from 52,200 to 125,200. The number of primary pupils has reduced due to many years’ at decrease in the birth rate, but junior and senior secondary pupils have regularly increased year by year as

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the number of school year per pupil increased. In the 2007 – 2008 school year, Ha Noi had 174,200 junior secondary pupils, rising by 14.8% against 1993 – 1994 school year; 119,900 senior secondary pupils, rising by 2.9 times. At present, there are 20 technical workers training schools, 37 technical secondary schools and 56 colleges and universities in the former area of Ha Noi. In 2007, these schools received 15,000 vocational students, 74,000 technical secondary students and 506,000 university/college students. 4. Socio-economic conditions (e.g. community structure, family structure, social well being) 312. Most of the study area of the expressway is composed of forest and agricultural land in low laying hillsides and valleys where local inhabitants mainly farm producing rice, fruits and industrial crops. In Lang Son province 79.8% of the people live in rural areas and 20.2 % of the people live in urban areas. Natural growth of population is 1.13%. Table D-55 shows average population by sex and by area of residence, table D-56 shows birth rate, death rate and natural growth rate of population, table D-57 shows average urban population by district/city under district, and table D-58 shows employees by kind of economic activity. Table D-55: Lang Son: Average population by sex and by area of residence (persons) Technical secondary Colleges and universities 2005- 2006- 2007- 2008- 2005- 2006- 2007- 2008- 2006 2007 2008 2009 2006 2007 2008 2009 No. of school 3 2 2 2 3 6 6 6 No. of graduate 1,539 1,879 1,582 1,796 1,097 1,273 1,497 1,266 Table D-56: Lang Son: Birth rate, death rate and natural growth rate of population (%) By sex By area of resident Year Total Male Female Urban Rural 2004 739.134 366.759 372.375 148.854 590.280 2005 746.017 370.867 375.150 150.240 595.777 2006 752.082 373.768 378.314 152.046 600.036 Est. 2007 758.991 377.202 381.789 153.442 605.549 Table D-57: Lang Son: Average urban population by district/city under province (persons) Birth rate Dead rate Natural growth rate 2005 1.86 0.61 1.25 2006 1.78 0.58 1.20 2007 1.68 0.51 1.17 Est. 2008 1.63 0.50 1.13 Table D-58: Lang Son: Employees by kind of economic activity (persons) District/City 2005 2006 2007 2008 Whole province 148,854 150,240 152,046 153,442 Lang Son city 60,044 60,603 61,332 61,895 Trang Dinh district 5,843 5,897 5,967 6,023 Van Lang 4,298 4,338 4,390 4,430 Binh Gia 3,774 3,809 3,855 3,890 Bac Son 5,239 5,288 5,352 5,401 Van Quan 5,326 5,375 5,440 5,490 Cao Loc 14,248 14,381 14,554 14,687 Loc Binh 16,674 16,829 17,031 17,188 Chi Lang 14,225 14,357 14,529 14,663 Dinh Lap 7,878 7,951 8,047 8,120 Huu Lung 11,305 11,412 11,549 11,655 313. In Bac Giang province 90.5% of the people live in rural areas and 9.5 % of the people

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live in urban areas. Natural growth of the population is 1.16%. Table D-59 shows average urban population by district, table D-60 shows average rural population by district, and table D-61 shows employees by kind of economic activity, and table D-62 shows Bac Giang: birth rate, death rate and natural growth of population. Table D-59: Average urban population by district (persons) District 2005 2006 2007 2008 Whole province 145,538 146,787 152,403 154,139 Bac Giang City 71,737 71,911 72,604 73,546 Luc Ngan 6,700 6,886 6,890 7,653 Luc Nam 10,343 10,489 10,494 11,524 San Dong 5,082 5,134 5,104 5,184 Yen The 9,257 9,351 9,464 7,334 Hiep Hoa 4,926 5,034 5,138 5,330 Lang Giang 9,688 9,742 8,549 8,720 Tan Yen 8,370 8,477 8,554 8,868 Viet Yen 14,211 14,435 14,735 14,987 Yen Dung 5,224 5,328 10,871 10,996 Table D-60: Bac Giang: Average rural population by district (persons) District 2005 2006 2007 2008 Whole province 1,435,180 1,449,909 1,461,173 1,474,225 Bac Giang City 33,093 33,557 33,850 34,058 Luc Ngan 193,900 197,155 199,949 202,529 Luc Nam 197,007 198,344 200,564 201,839 San Dong 67,074 67,319 67,826 67,775 Yen The 84,491 85,234 86,542 89,452 Hiep Hoa 208,921 211,253 214,091 216,513 Lang Giang 189,006 190,219 192,102 192,163 Tan Yen 157,325 159,566 161,718 163,174 Viet Yen 145,134 146,959 148,217 149,620 Yen Dung 159,229 160,303 156,314 157,102 Table D-61: Bac Giang: Employees by kind of economic activity (persons) Year 2007 .2008 Total 942,173 954,014 Agriculture, forestry and fishery 696,223 677,005 Mining and Quarrying 1,202 1,733 Manufacturing 87,728 90,738 Electricity ,gas and water supply 6,484 7,484 Supply water, collecting and incineration rubbish, waste water 554 607 works Construction 29,556 34,570 Wholesale and retail trade, repair of motor vehicles, 47,667 54,817 motorcycles, and personal goods Transportation, storage 18,639 19,234 Reside temporarily and alimentary 7,060 9,277 Information and communication 1,050 1,796 Finance banking and insurance 1,139 1,496 Real estate business activities 23 56 Specialty, science and technology activities 644 740 Administrative and support service activities 1,098 1,275 Public administration, defense, compulsory social security 9,688 9,863 Education and training 21,778 27,964 Health and social work 4,069 6,569

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Art and entertainment 304 835 Others 2,086 2,675 Private households with employed persons 5,180 5,282 Activities of international organizations - - Table D-62: Bac Giang: Birth rate, death rate and natural growth rate of population (‰) Year Rate Birth rate Dead rate Natural growth rate 2005 18.20 6.30 11.90 2006 17.94 6.10 11.84 2007 17.86 6.06 11.80 Est/2008 17.62 6.02 11.60 314. In Bac Ninh province 82.3% of the people live in rural areas and 17.7 % of the people live in urban areas. Natural growth of population is 1.19%. Table D-63 shows average population for the year 2008 by sex and by residence, table D-64 shows employees by economic activity, table D-65 shows birth rate by district, and table D-66 shows natural growth rate by district. Table D-63: Bac Ninh: Average population for the year 2008 by sex and by residence (persons) District Total Male Female Urban Rural Whole province 1,035,951 502,080 533,871 183,512 852,437 TP. Bik Ninh 153,385 74,500 78,885 91,541 61,844 Yen Phong 126,519 61,320 65,199 13,691 112,828 Que Vo 142,072 68,850 73,222 6,259 135,813 Tien Du 122,603 59,420 63,183 11,003 111,600 TX. Tu Son 131,151 63,560 67,591 34,652 96,499 ThuanThanh 148,133 71,790 76,343 11,275 136,858 Gia Binh 106,057 51,300 54,757 6,425 99,632 Luong Tai 106,031 51,340 54,691 8,666 97,365 Table D-64: Bac Ninh: Employees by economic activity (persons) Year 2005 2006 2007 2008 Total 563,219 570,259 582,170 590,513 Manufacture sector 481,812 482,336 479,315 473,088 Agriculture, forestry 352,150 334,256 312,127 288,726 Fishery 4,150 5,986 7,869 8,050 Mining and Quarrying 305 323 353 405 Manufacturing 105,769 122,630 133,348 144,509 Electricity, water supply 749 850 851 838 Construction 18,689 18,291 24,767 30,560 Service sector 81,407 87,923 102,855 117,425 Wholesale and retail trade, repair of motor 32,264 35,027 45,086 55,074 vehicles, motorcycles and personal, household goods Hotel, restaurant 6,960 7,628 9,251 9,850 Transportation, storage and communication 9,183 10,283 11,523 13634 Financial and credit 2,072 2,162 2,285 2,545 Scientific activities and technology - - - - Real estate, renting business activity 1,950 2,081 2,422 2,645 Public administration, defense 4,547 4,772 4,886 5,352 Education and training 16,984 17,436 18,030 18,250 Health and social work 3,644 3,826 3,940 4,240 Recreation, cultural, sport activities 561 617 648 695 Activities of party and membership organization 1,696 1,705 1,710 1,780 Other activities 1,546 2,386 3,074 3,360

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Table D-65: Bac Ninh: Birth rate by district (‰) District Year 2005 2006 2007 2008 Whole province 15.4 15.1 16.0 16.6 TP. Bik Ninh 14.3 13.8 15.4 15.7 Yen Phong 16.3 15.9 16.6 19.2 Que Vo 14.4 14.2 15.2 16.4 Tien Du 15.5 15.5 15.6 16.3 TX. Tu Son 19.7 18.1 19.8 20.6 ThuanThanh 15.6 15.4 17.1 16.4 Gia Binh 13.4 13.8 14.4 14.0 Luong Tai 13.4 12.9 12.7 13.7 Table D-66: Natural growth rate by district (‰) District Year 2005 2006 2007 2008 Whole province 10.7 10.7 11.5 11.9 TP. Bik Ninh 8.9 9.6 11.2 11.2 Yen Phong 12.1 11.7 11.7 15.0 Que Vo 9.6 9.7 10.8 11.7 Tien Du 10.6 10.6 10.7 10.6 TX. Tu Son 14.8 14.7 16.0 16.4 ThuanThanh 11.2 10.8 12.5 11.5 Gia Binh 8.3 9.3 8.3 8.6 Luong Tai 5. Physical or cultural heritage 315. Lang Son: Lang Son is a cradle for the unique cultural traditions of many ethnic minorities, including their customs and habits, codes of conduct, stilt houses, traditional costumes and folk songs and dances. In order to make full use of the province's potential for tourist development, a large sum of money has been invested in restoring many historical structures and in building various tourist destinations of both historical and cultural interest. Following are the major physical and cultural heritage sites in Lang son Province; (a) Rampart of Mac Dynasty: This lies in Tam Thanh ward and is the vestige of a military architectural works that reflects the Vietnamese feudal period. The rampart of Mac dynasty has been ranked as a national historical vestige. (b) Doan Citadel Vestige: This is a military architectural works belonging to Chi Lang ward, Lang Son city. It has high value in term of history as well as unique architecture. It has been ranked as a national vestige. (c) Historical vestige of Chi Lang Pass: This vestige is south of Lang Son province and includes 52 places over 20 kilometers long. It has been listed as a national vestige since 1962 (d) Commemorative Vestiges of President Ho Chi Minh: Lang Son city: Dong Kinh stadium where Uncle Ho visited Lang Son in 1960. (e) Commemorative Vestiges of Hoang Van Thu: Van Lang district: There is a commemorative house in this district, Hoang Van Thu’s homeland. (f) East Gate Temple: This is located in the East Gate temple where once people worshiped the deity of Ky Cung River. (g) West Gate Temple: Its location is in Chi Lang ward, Lang Son city. (h) Ta Phu Temple (Ta Phu Linh Tu): This was built in1683. Ta Phu temple is an architectural structure built to commemorate a famous man. The temple was ranked as a national vestige in 1993.

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(i) Ky Cung Temple: This is located in Vinh Trai ward, Lang Son city. Ky Cung Stone Wharf is one of the eight beautiful landscapes of the country of Lang and was discovered in the 18th century. (j) Thuy Mon Dinh: This is an ancient stele built in1670. This stele has high value for history, art and literature. (k) Bac Le Temple: A group of vestiges located on a hill in Tan Thanh commune, Huu Lung district. (l) Nong Luc Temple: This was built in the Nguyen dynasty in Bac Son district. It is esteemed as a special example of the architecture of Lang Son. (m) Communal House and Stone-roofed Bridge in Long Dong: Located in Bac Son district has a communal house and a stone-roofed bridge. They are beautiful and valuable vestiges. 316. Bac Giang's capital city of the same name presents cultural history, including the ancient Xuong Giang citadel that witnessed bloody fights with Minh invaders in the 15th century. Several historic temples and pagodas can be found in the Hiep Hoa and Lang Giang districts, while the Vinh Nghiem Buddhist Center was established on Fairy Mountain in the 13th century. 317. Mo Stream, 40 km from Bac Giang town, is a beautiful, natural eco-tourist site dotted with numerous waterfalls and pools. Suoi Mo temple was created in the 15th and 16th centuries to worship Princess Que Mi Nuong, a goddess. Also, Khuon Than lake is located 40 km from Bac Giang town, enclosed by mountains and pine trees in a vast woodland area where visitors can learn about the individual customs of the diverse ethnic minorities who live here. 318. Bac Ninh: The village of Dong Ho is known as a center of production of traditional Vietnamese woodblock prints, which are sold all throughout Vietnam in time for the Lunar New Year (Tet) celebrations. 6. Current use of lands and resources for traditional purposes by Indigenous Peoples 319. The study area of the expressway is mostly forestation land and agricultural land that occupies 88.7% of the ROW area and 92.1% of the environmental corridor area. The majority of local inhabitants are Viet. Some ethnic minority peoples live in Lang son province however, the majority of them live rather apart in the mountainous areas. 320. Ethnologically, Lang Son has the most concentrated ethnic minority groups representing 80% of the total population in the province. They live in their own communities, and have their own dialects and particular ethnic features. Major ethnic groups are; (a) Lao (or Pa Di), the second largest ethnic group in Vietnam after the majority Viet, live along the valleys and the lower slopes of the mountains. They inhabit the fertile plains and are generally agriculturalists, mainly cultivating rice. (b) Tay, their villages are usually based at the foot of the mountains and are often named after a mountain, field or river. Each village has about 15-20 households. (c) Dao (or Yao), they reside in the mountainous terrain. The typical houses of the Yao are rectangular and they have structures made of wood and bamboo. Normally they have three rooms: a common room and two bedrooms on the long side of the house. Yao people celebrate many exciting and meaningful festivals. (d) San Diu (or San Deo, Trai, Trai Dat and Man Quan Coc), they mostly inhabit Quang Ninh province and their major religion is Mahayana Buddhism and Taoism, with elements of animism and ancestor-worship. (e) Hoa (or Sino-Vietnamese), they are the 6th largest ethnic group in Vietnam. They have built a closed world based on blood relations, strict internal discipline, and a

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network of sects, each with its own chief, to avoid the indigenous administration's direct interference. 7. Structures or sites that are of historical, archaeological, paleontological, or architectural significance 321. Lang Son province has numerous historical and archaeological sites. The major sites are as follows. (a) Rampart of Mac Dynasty: This lies in Tam Thanh ward – Lang Son city, but the present remains are only two stonewalls in the defile. This is the vestige of military architectural works that reflect the Vietnamese feudal period. Currently, the rampart of Mac dynasty is ranked as a national historical vestige. (b) Doan Citadel Vestige: This was built in the Ly dynasty (Great Vietnam). This is a military architectural works belonging to Chi Lang ward – Lang Son city. It has high value in terms of history as well as unique architecture. Doan Citadel in Lang Son was first built to be a defending rampart (military), and then it became a city, and an administrative center. It has been ranked as a national vestige. (c) Historical vestige of Chi Lang Pass: This vestige is south of Lang Son province and includes 52 places over 20 kilometers long. It is enclosed by the Kai Kinh range of rocky mountains in the east and Bao Dai-Thai Hoa range of mountains in the west. High rocky mountains block two gates of Chi Lang Pass to create a dangerous position which the Thuong River runs. It has been listed as a national vestige since 1962. (d) Commemorative Vestiges of President Ho Chi Minh: Lang Son city: Dong Kinh stadium where Uncle Ho visited Lang Son in 1960. That Khe town: Uncle Ho visited this place in 1961. (e) Commemorative Vestiges of Hoang Van Thu: Van Lang district: There is a commemorative house in this district, Hoang Van Thu’s homeland where he was born and grew up. Tam Lung station was the place where he carried on his revolutionary activities in the 1930s. (f) East Gate Temple: This is located in the East Gate temple where once people worshiped the deity of Ky Cung River. (g) West Gate Temple: Its location is in Chi Lang ward – Lang Son city. (h) Ta Phu Temple (Ta Phu Linh Tu): This was built in1683 in the center of Ky Lua Market Street. Ta Phu temple is an architecture structure built to commemorate a famous man. It is for worshiping a general of the later Le dynasty. The temple was ranked as a national vestige in 1993. (i) Ky Cung Temple: This is located in Dau Cau street, Vinh Trai ward, Lang Son city. Ky Cung Stone Wharf is one of the eight beautiful landscapes of the country of Lang and was discovered in the 18th century. The temple was restored in 1928, 1931 and 1967. (j) Thuy Mon Dinh: This is an ancient stele in1670. This stele has high value for history, art and literature. (k) Bac Le Temple: A group of vestiges located on a hill in Tan Thanh commune, Huu Lung district. It was ranked in 1992 by the People’s Committee of Lang Son province. (l)Nong Luc Temple: This was built in the Nguyen dynasty in Nong Luc village – Hung Vu commune, Bac Son district. It is regarded as a special example of architecture of Lang Son. (m) Communal House and Stone-roofed Bridge in Long Dong: Long Dong

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commune in Bac Son district has a communal house and a stone-roofed bridge. The communal house was built in the 12th year of the Gia Long King’s dynasty. Next to the communal house is the bridge built in the 23rd year of the Chinh Hoa dynasty. They are beautiful and valuable vestiges. (n) Archaeological Sites of Bac Son Culture: Bac Son culture is a special archaeological culture among other world cultures. The vestige belongs to the period of 7,000 to 10,000 years ago. It includes: (1) Phai Ve mountain in Lang Son city, (2) Bac Son district: Bat Cave (Vu Le commune), Tin Van cave (Huu Vinh commune), (3) Lan Hamlet (Vu Le commune), (3) Binh Gia district: Tham Khach cave, stone roof, Giuoc Giao, and (4) - Vestiges in Van Quan district, Huu Lung district, Chi Lang district. 322. Bac Giang: The citadel remains have a rectangular shape, the length from the east to the west is about 600m, the width from the north to the south about 450m. The whole area is about 27ha. This was the place where Lam Son insurgents attacked on September 28th, 1427, the battle against supporting troops took place on November 3, 1427. There had never been such a great triumph over the North invaders in Vit Nam. In order to celebrate the victory of Lam Son insurgents, every year Bac Giang holds a festival for two days on the 6th and 7th days of the first lunar month. 323. Bac Ninh: An ancient residence was built in Bac Ninh thousands of years ago. The remnants of the ancient city Luy Lau have proven that Bac Ninh is one of the ancient cities, a rather prosperous commercial center of the Vietnamese from the 2nd century to the 10th century. Many Pagodas and a tower were built in the North and the relics, architecture, and cultures have become important parts of the local economy. Bac Ninh is a land of many convergent vestiges both cultural and religious; and many legendary spirits that were important to the Vietnamese have been established in these lands. Bac Ninh today has become a cultural heritage quarter of Vietnam. Bac Ninh has become a cultural heritage quarter of Vietnam.

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E. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

I. Impacts during pre-construction 1. Impacts due to detailed design features 324. Detailed design features might produce adverse impacts on natural and socio- economic environments if no environmental factors are considered. Typically, adverse impacts relating to detailed design features are waterlogging, groundwater pollution, impediments to movement of people and animals, and other risks. 325. However, such impacts will be mitigated by careful surveys, calculations and consultations with local governments. 2. Impacts due to unexploded ordnance 326. The project area used to be affected by wars, so there may be unexploded ordnance remaining from during the wars. Consequently, these can cause serious risks such as injury or even death for local peoples and workers during land clearance and construction. Hence, to mitigate this impact, unexploded ordnance must be removed prior to land clearance and construction. VEC will contract with local military forces to check and counteract the unexploded ordnance. 3. Impacts on communities and their economic activities 327. The expressway construction will split local communities living along the road. The introduction of faster traffic, access controls, and median barriers generally cuts traditional lines of travel or communication (Figure E-1). The alternative routes for local movements are sometimes substantially longer, directly affecting businesses, pedestrians, and users of none-motorized transport. The burden of accommodating the changes is generally greater for the poor. In rural areas, the normal links between villagers and their farmlands will be cut by the expressway. On the scale of the individual farm, the same phenomenon may disrupt existing farming patterns and connections between fields. Additionally, there will be business households facing loss of income due to difficult access to their shops and loss of clientele. 328. Disruption to social and economic interactions that make for community vitality can be avoided if the expressway alignment follows a route far from human settlement or if changes made to existing roads are minimal. 329. The splitting of communities can be minimized by taking into account local movements at the road design stage and by making provision for improved crossings or alternative access routes. The latter can be achieved through the use of signals, intersections, pedestrian underpasses, overpasses, service roads, and alternate arrangements for local traffic circulation. Minimizing the loss of roadside business activity is best dealt with through on-going collaboration between the road agency and those local agencies responsible for the enforcement of encroachment regulations. Where it requires removal of some local activities from the right-of-way, a common mitigative measure is to provide alternate space for these activities nearby. Residential and business areas should be identified early in the project planning and considered as constraints in the choice of alternative routes, the planning of temporary traffic diversions, and the location of work-site camps. 330. Resettlement and compensation may need to be considered for those whose housing, land, welfare or livelihood is directly affected by the project. This is discussed in the Land Acquisition and Resettlement section.

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Figure E-1: Changes in community interactions due to the expressway construction 4. Land acquisition and resettlement 331. The expressway project will require the procurement of privately owned land. This land will have to be acquired by the Government from its current owners. Governments often have to use their rights to compulsory acquisition (expropriation) of properties for the project. By its nature, expropriation causes economic loss and social and psychological disruption for affected individuals and their families. Naturally, the greater the number of people involved, the greater the disruption and loss. 332. The economic impacts of expropriation will include the loss of houses or business, or loss of business income, either temporary or permanent. These can be estimated or costed. However, the actual evaluation of these losses often proves to be difficult and protracted. 333. The social and psychological impacts and associated costs are more complex, and they are often much more devastating. Neighborhoods can be disrupted and, in the worst instances, broken up completely by the project. People who meet on a daily basis and who constantly do each other small but important favors may be left deprived when separated by physical barriers or long travel distances. There are also social and psychological costs associated with disruptions to businesses. Business people may find their established clientele cut off from their shops or they may experience change in business practices they neither anticipate nor like. These kinds of social and economic changes often find personal expression in a variety of physical or psychological disorders. 334. The Ha Noi – Lang Son expressway project will cause land acquisition and involuntary resettlement as well as loss of property and livelihood change. Table E-1, E-2, E- 3 and E-4 show land acquisition as well as other affected properties and assets.

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Table E-1: Distribution of Land losses of affected communities and affected households per IOL

Non - Agriculture Land Agriculture land Group Non- Land for Traffic agri Province/District Area/H cemetery Annual Total of No Residenti Special and land Garden Aquaculture Forestry /Commune H and Crop HH/CPC al land use land Irrigation and land land land graveyard Land al land other s land A. Analyzing IOL for households with knowing the names of the owners 441,91 Lang Son m2 225,876 586,191 320,577 2,401 2 1,378,388 656,982 25,085 1,214,933 4,852,345 I Province 2,627AH/20CP HH 430 17 20 5 16 1,717 644 67 628 C

1.1 Cao Loc District m2 40,374 207,652 76,450 - 68,202 261,078 125,905 5,018 413,738 1,198,417 HH 64 5 6 - 5 270 56 5 137 466AH/6CPC

1.2 Lang Son City m2 23,630 12,675 34,688 503 - 117,537 63,740 10,359 195,544 458,676 HH 47 2 2 1 - 160 42 13 60 233AH/2CPC 113,66 1.3 Chi Lang District m2 90,778 72,346 171,861 1,898 0 791,913 385,924 8,477 364,758 2,001,615 HH 271 6 7 4 7 1,026 478 45 308 1,500AH/7CPC 260,05 1.4 Huu Lung District m2 71,094 293,518 37,578 - 0 207,860 81,413 1,231 240,893 1,193,637 HH 48 4 5 - 4 261 68 4 123 428AH/5CPC

Bac Giang m2 215,147 73,727 598,690 407 49,456 1,232,603 117,961 8,823 113,061 2,409,874 II Province 3,358AH/12CP HH 547 8 12 3 9 2,890 110 24 68 C Lang Giang 2.1 m2 208,725 36,998 159,842 150 7,239 790,417 107,513 8,449 113,061 1,432,393 District HH 494 4 5 2 4 1,543 98 22 68 1,956AH/5CPC

2.2 Bac Giang City m2 5,956 20,853 176,220 - 37,672 97,960 401 279 - 339,341 HH 49 2 3 - 2 355 1 1 - 403AH/3CPC 2.3 Yen Dung District m2 466 15,876 200,874 257 4,461 206,342 10,047 95 - 438,418

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HH 4 2 3 1 2 798 11 1 - 805AH/3CPC

2.4 Viet Yen District m2 - 61,754 84 137,884 - - - 199,722 HH - 1 1 194 - - - 194AH/1CPC Bac Ninh III m2 13,233 54,173 100,674 2,739 15,491 198,824 - 4,125 - 389,258 Province HH 121 6 8 2 6 1,183 - 5 - 1,293AH/1CPC

3.1 Bac Ninh City m2 4,296 39,622 54,817 50 11,952 75,243 - 855 - 186,835 HH 47 3 5 1 2 626 - 2 - 675AH/1CPC m2 8,462.4 13,616.0 41,096.0 2,689.0 3,539.0 103,530 - 3,270 - 176,202.4 3.2 Tien Du District HH 70 2 2 1 4 425 - 3 - 483AH/1CPC m2 475 935 4,761 - - 20,050.5 - - - 26,221.5 3.3 Tu Son District HH 4 1 1 - - 132 - - - 135AH/1CPC 506,85 m2 454,256 714,091 1,019,941 5,547 9 2,809,814 774,943 38,033 1,327,994 7,651,477 SubTotal 1 7,278AH/44CP HH 1,098 31 40 10 31 5,790 754 96 696 C B. Analyzing IOL for Properties without knowing the names of the owners Non - Agriculture Land Agriculture land Group Land for Province/District Traffic and cemetery Non- Area/H Residentia Special Crop Garden Aquaculture Forestry Total No /Commune Irrigational and agri H l land use land Land land land land land graveyard land s Lang Son m2 - - 112,006 72,530 1,062 259,418 445,016 I Province HH - - 77 30 2 54 106AH m2 - - 45,298 1,133 1,062 87,515 135,008 1.1 Cao Loc District HH - - 22 2 2 19 27AH m2 - - 9,503 2,244 - 14,255 26,002 1.2 Lang Son City HH - - 6 1 - 3 7AH m2 - - 14,086 31,284 - 24,081 69,451 1.3 Chi Lang District HH - - 22 17 - 5 27AH m2 - - 43,119 37,869 - 133,567 214,555 1.4 Huu Lung District HH - - 27 10 - 27 45AH

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Bac Giang II m2 - - 207,440 12,271 18,655 4,590 242,956 Province HH - - 116 4 9 1 116AH Lang Giang 2.1 m2 - - 81,209 12,271 5,136 4,590 103,206 District HH - - 49 4 3 1 49AH m2 - - 39,366 - 13,331 - 52,697 2.2 Bac Giang City HH - - 29 - 5 - 29AH m2 - - 59,297 - - - 59,297 2.3 Yen Dung District HH - - 14 - - - 14AH m2 - - 27,568 - 188 - 27,756 2.4 Viet Yen District HH - - 24 - 1 - 24AH Bac Ninh m2 ------III Province HH ------m2 ------3.1 Bac Ninh City HH ------m2 - - 319,446 84,801 19,717 264,008 687,972 SubTotal 2 HH - - 193 34 11 55 222AH 714,091. 506,85 3,129,260. m2 454,255.9 0 1,019,941 5,547.0 9 3 859,744 57,749.7 1,592,002 8,339,449 Total 7,500AH/44CP HH 1,098 31 5,983 788 107 751 C

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Table E-2: Area (m2) of productive land used for annual crops

No Province/District/Commune Paddy (m2) Hilly Rice (m2) Vegertable (m2) Indian Corn (m2) Soy-bean (m2) Banana (Tree) A. Plots with Known Owners I Lang Son Province 1,067,592 3,528 21,629 151,129 42,574 1,828 1.1 Cao Loc District 219,456 1,084 4,144 16,418 6,526 1,684 1.2 Lang Son City 94,195 - 5,155 16,632 1,644 - 1.3 Chi Lang District 585,669 2,134 12,330 94,019 25,062 144 1.4 Huu Lung District 168,272 310 - 24,060 9,342 - II Bac Giang Province 1,069,152 - 30,401 39,115 30,724 1,590 2.1 Lang Giang District 680,614 - 14,282 29,134 18,602 1,570 2.2 Bac Giang City 85,391 - 5,575 942 1,119 - 2.3 Yen Dung District 175,100 - 8,798 9,039 11,003 20 2.4 Viet Yen District 128,047 - 1,746 - - - III Bac Ninh Province 150,845 - 5,853 3,900 213 - 3.1 Bac Ninh City 48,447 - 1,600 1,500 - - 3.2 Tien Du District 88,280 - 3,477 2,100 183 - 3.3 Tu Son District 14,118 - 776 300 30 - SubTotal 1 2,287,588 3,528 57,883 194,144 73,511 3,418 B. Plots with Unknown Owners No Province/District/Commune Paddy (m2) Hilly Rice (m2) Vegetable (m2) Indian Corn (m2) Soy-bean (m2) Banana (Tree) A. Analising data of Household with the name I Lang Son Province 99,744 - 244 7,128 4,169 721 1.1 Cao Loc District 43,000 - 47 1,400 851 - 1.2 Lang Son City 9,503 - - - - - 1.3 Chi Lang District 11,754 - 197 1,995 140 - 1.4 Huu Lung District 35,487 - - 3,733 3,178 721 II Bac Giang Province 200,598 - 578 5,683 581 - 2.1 Lang Giang District 74,885 - 60 5,683 581 - 2.2 Bac Giang City 39,366 - - - - -

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2.3 Yen Dung District 59,297 - - - - - 2.4 Viet Yen District 27,050 - 518 - - - III Bac Ninh Province ------3.1 Bac Ninh City ------SubTotal 2 300,342 - 822 12,811 4,750 721 Total 2,587,930 3,528 58,705 206,955 78,261 4,139 Table E-3: Inventory of affected timber trees by IOL

No Province/District/Commune Eucalyptus/Acacia (Tree) Tea (Tree) "Hoi" (Tree) "Xua" (Tree) Pine (Tree) A. Plots with Known Owners I Lang Son Province 239,865 2,550 12,845 1,606 87,754 1.1 Cao Loc District 74,833 100 7,420 500 23,009 1.2 Lang Son City 28,439 - 5,235 50 20,223 1.3 Chi Lang District 64,381 825 190 856 44,185 1.4 Huu Lung District 72,213 1,625 - 200 337 II Bac Giang Province 82,226 110 121 - - 2.1 Lang Giang District 82,181 110 121 - - 2.2 Bac Giang City - - - - - 2.3 Yen Dung District 45 - - - - 2.4 Viet Yen District - - - - - III Bac Ninh Province - - - - - 3.1 Bac Ninh City - - - - - 3.2 Tien Du District - - - - - 3.3 Tu Son District - - - - - SubTotal 1 322,092 2,660 12,966 1,606 87,754 B. Plots with Unknown Owners

No Province/District/Commune Eucalyptus/ Tea (Tree) "Hoi" (Tree) "Xua" (Tree) Pine (Tree) Acacia (Tree) I Lang Son Province 40,523 1,346 4,591 3,715 1,708 1.1 Cao Loc District 12,709 1,346 1,740 - 1,708

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1.2 Lang Son City - - 2,851 - - 1.3 Chi Lang District 4,816 - - - - 1.4 Huu Lung District 22,998 - - 3,715 - II Bac Giang Province 918 - - - - 2.1 Lang Giang District 918 - - - - 2.2 Bac Giang City - - - - - 2.3 Yen Dung District - - - - - 2.4 Viet Yen District - - - - - III Bac Ninh Province - - - - - 3.1 Bac Ninh City - - - - - SubTotal 2 41,441 1,346 4,591 3,715 1,708 Total 363,533 4,006 17,557 5,321 89,462 Table E-4: Inventory of affected perennial trees by IOL

No Province/District/Commune Custard-apple (Tree) Kaki (Tree) Litchi (Tree) Longan (Tree) Mango (Tree) Jack-Fruit (Tree) Guava (Tree) Pomelo (Tree) A. Plots with Known Owners I Lang Son Province 51,320 45,553 42,857 9,430 5,886 1,573 - - 1.1 Cao Loc District 18,942 8,305 10,523 2,462 1,108 79 - - 1.2 Lang Son City 3,018 9,421 2,161 594 274 80 - - 1.3 Chi Lang District 27,091 25,546 18,953 5,747 4,012 1,414 - - 1.4 Huu Lung District 2,270 2,281 11,220 627 492 - - - II Bac Giang Province 2,105 9,870 14,467 1,419 1,343 78 - - 2.1 Lang Giang District 2,097 5,560 13,166 1,416 743 73 - - 2.2 Bac Giang City 8 4,000 - - 594 - - - 2.3 Yen Dung District - 310 1,300 3 6 5 - - 2.4 Viet Yen District ------III Bac Ninh Province 31 - - 30 49 12 33 24 3.1 Bac Ninh City ------31 30 49 12 33 24 3.2 Tien Du District 3.3 Tu Son District ------

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SubTotal 1 53,456 55,423 57,324 10,879 7,278 1,663 33 24 B. Plots with Unknown Owners No Province/District/Commune Custard-apple (Tree) Kaki (Tree) Litchi (Tree) Longan (Tree) Mango (Tree) Jack-Fruit (Tree) Guava (Tree) Pomelo (Tree) I Lang Son Province 6,202 3,744 1,839 438 281 - - - 1.1 Cao Loc District 109 74 ------1.2 Lang Son City 174 115 95 - - - - - 1.3 Chi Lang District 2,867 1,665 789 180 97 - - - 1.4 Huu Lung District 3,052 1,890 955 258 184 - - - II Bac Giang Province 11 1,814 143 64 34 - - - 2.1 Lang Giang District 11 1,814 143 64 34 - - - 2.2 Bac Giang City ------2.3 Yen Dung District ------2.4 Viet Yen District ------III Bac Ninh Province ------3.1 Bac Ninh City ------SubTotal 2 6,212 5,558 1,982 502 315 - - - Total 59,669 60,981 59,306 11,381 7,593 1,663 33 24

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335. As with prevention, mitigation of land acquisition impacts is achieved primarily by modifying the route or design of the expressway to minimize its effects on nearby properties and land uses. Consultation with affected people and other interested parties can assist the project owner in mitigating the impacts of land acquisition and resettlement actions by providing clear and timely information as well as opportunities for a complete discussion of options, preferences, and likely outcomes. 336. In the event that displacement is necessary, or that disruption to livelihoods will occur, a comprehensive assistance strategy is required reflecting the high priority given by ADB and the Government of Viet Nam to fair and equitable land acquisition. This should go beyond financial compensation to include social and commercial rehabilitation or replacement. Vietnam Government promulgated land laws and regulations governing property rights, compensation, and appeal procedures for land expropriation must be followed. Moreover, project provinces have policies on land acquisition and resettlement. 337. Land laws, decrees, circulars and decisions applied for the project are detailed below: - Land law No. 13/2003/QH11 dated 26th November 2003 passed by the Parliament - Decree No.92/2006/ND-CP dated 6th September 2006 promulgated by the Government - Decree No.181/2004/ND-CP dated 29th October 2004 promulgated by the Government - Decree No.197/2004/ND-CP dated 3rd December 2004 promulgated by the Government - Decree No.84/2004/ND-CP dated 25th May 2007 promulgated by the Government - Decree No.69/2009/ND-CP dated 13th August 2009 promulgated by the Government - Circular No.14/2009/TT-BTNMT dated 1st October 2009 promulgated by the Ministry of Natural Resources and Environment - Decision No.21/2009/QD-UBND dated 8th December 2009 promulgated by Lang Son Provincial People’s Committee and E - Decision No. 112/2009/QD-UBND dated 28th October 2009 promulgated by Bac Giang Provincial People’s Committee - Decision No. 171/2009/QD-UBND dated 18th December 2009 promulgated by Bac Ninh Provincial People’s Committee 5. Impacts on indigenous people 338. For many traditional peoples, the land is a sacred, inextricable part of themselves, their life style, and their livelihood. The expressway project can too easily disrupt this sense of identity. By opening up areas settled by indigenous or traditional peoples to development and settlement by other peoples, the expressway initiates a process that involves not just a loss of ecological balance between people and the land but the loss of that people’s traditional sense of self-identity. 339. The expressway will bring increased contact with outside peoples, who either occupy the land for farming or harvest other resources such as minerals, forests, or wildlife. The increased competition for existing resources can put the indigenous peoples at a disadvantage, especially when settlers introduce ecologically inappropriate, and unsustainable, production systems. 340. The new arrivals, as well as the road construction crew, often bring with them serious health and social problems, including disease, alcohol abuse, and unemployment. These problems destabilize traditional lifestyles and can take a heavy toll among relatively isolated indigenous peoples. Malaria is one example of a disease that is known to have been spread to remote areas though the construction of forest routes. However, ill health can also result

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from the disruption patterns, and hence, traditional sources of nutrition. 341. The physical and cultural stresses placed upon indigenous peoples by the expressway can lead to major disruption to their culture, lifestyle, and welfare. 342. Social safeguards to protect indigenous communities from adverse effects of the Project are required under ADB’s Safeguard Requirements 3 Indigenous Peoples (Safeguard Policy Statement 2009). These safeguards are presented in detail under the specific actions in the assessment of the social impacts of the Project. II. Impacts during construction 1. Physical impacts a. Disfiguration of aesthetics and landscape 343. Negative aesthetic impacts can be expressed as a product of the poor consideration of design principles and resulting lack of harmony between the expressway and various features of the landscape such as natural relief and morphology of the landscape, hydrology, vegetation, structure and pattern of the landscape, urban or village areas, recreational areas, etc. 344. The expressway runs almost parallel with the existing national highway 1A and on agricultural land. In Lang Son province, the expressway passes through hilly areas mixed with small valleys with vegetation of food crops, long-day industrial trees (e.g. acacia, eucalyptus, bamboo, and pine) and some wild plant species, and hence cutting slopes and removal of vegetation will more or less result in changes in aesthetics and the landscape. However, these changes are not expected to be significant. 345. It is not possible to prevent the presence of the expressway from affecting the surrounding landscape. Even maintenance and rehabilitation works can change the appearance of the expressway, for example through the use of vegetation and shaping of the roadside. To mitigate impacts on aesthetics and the landscape, the regional landscape design principles should provide guidance in resolving major issues relating to alignment, landscaping maintenance, and the provision of user services. b. Impacts on soils 346. The most immediate and obvious effects of the expressway project on soil is the elimination of the productive capacity of the soil covered by the road. Unfortunately, the best sites for the expressway (flat and stable) also tend to be ideal for agriculture. The narrow, linear character of the road makes impact of lost land seem minimal, but when the width of the right-of-way is multiplied by its length, the total area of land removed from production becomes much more significant. The removal of productive soil from the local economy can have socioeconomic implications, as well as habitat implications for flora and fauna. 347. Soil productivity can also be reduced significantly as a result of compaction with heavy machinery during construction. Besides, soil can be polluted by pollutants from civil activities such as solid and liquid wastes from worker-based camps, oil and grease from construction equipment, machinery, vehicles and fueling stations and other chemicals used for road construction. 348. When natural conditions are modified by the construction of the road, it marks the start of a race between the appearance of erosion and the growth of vegetation. Disturbance during construction can upset the often delicate balance between stabilizing factors, such as vegetation and others which seek to destabilize, such as running water. In some cases, erosion might result in cumulative impacts far beyond the road itself, affecting slopes, streams, rivers, and dams at some distances from the initial impacts. 349. Slope stability can be upset by the creation of road cuts or embankments. Excessive steepness of cut slopes, deficiency of drainage, modification of water flows, and excessive

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slope loading can result in landslides. Some sensitive soils, such as shale and n of road cuts or embankments. Excessive steepness of cut slopes, deficiency of 350. Spoil material from road cuts can kill vegetation and add to erosion and slope stability problems. Large amounts of spoil can be generated during construction in mountainous terrain. Sometimes it is difficult to design for balances between cut and fill volumes of earth at each location, and haulage to disposal sites may be expensive. This creates a need for environmental management of tipped material. 351. The likelihood of serious environmental impacts on soil as a result of the expressway project can be reduced by:  Minimizing the area of ground clearance;  Avoiding sensitive alignments such as those which include steep hillsides;  Balancing fill and cut requirements through route choice, so as to avoid the production of excess spoil material and reduce the need for borrow pits;  Avoiding previously contaminated sites;  Avoiding the creation of cut slopes and embankments which are of an angle greater than the natural angle of repose for the local soil type;  Avoiding use of heavy machinery on productive soil outside the corridor;  Prohibiting disposal of any wastes onto soil near the construction sites;  Collecting waste oil and grease into safety tanks and transporting them to treatment facilities;  Siting and building fuelling stations, maintenance areas and chemical storehouses in such a way that they cannot affect soil; and  Replanting disturbed areas immediately after disturbance has stopped, not after construction has been completed. c. Impacts on surface water 352. The expressway project that intersects drainage basins generally modifies the natural flow of surface water by concentrating flows at certain points and, in many cases, increasing the speed of flow. Depending on local conditions, these changes can contribute to flooding, soil erosion, channel modification, and siltation of streams. These effects are often felt well beyond the immediate vicinity of the road. 353. Sedimentation, changes in biological activity in streams and on their banks, uncontrolled construction activities, and spills of chemical and pollutants can all have adverse effects on the roadside water quality. Therefore, the contractors will be requested to prepare erosion control plans prior to the commencement of the civil works to minimize sedimentation in riverbeds. Sand extraction in rivers for road embankment works will be done at licensed areas, with care taken to minimize environmental impacts. 354. Surface water sources close to construction sites might be polluted by pollutants produced from construction activities such as solid and liquid wastes produced from worker’s camps and leakage of oil, grease, and spill of toxic chemicals (e.g. herbicides). By taking mitigating measures, water pollution from construction is expected to be moderate, temporary, short-term, and reversible. 355. The mitigating measures recommended include: (i) limiting the period of construction by carrying out several contract packages at the same time; (ii) the contractors will be requesting construction to reduce gully erosion; (iii) benching cuts; (iv) installing sedimentation control measures (sediment traps, and straw bale barriers) at points of discharge into watercourses; (v) installing facilities to remove mud from the tires of construction vehicles; (vi) avoiding the storage and handling of lubricants, fuels, and other hydrocarbons within 50 m from water bodies; and (vii) ensuring the proper disposal of solid waste from construction activities and worker-based camps.

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d. Impacts on groundwater 356. The road drainage and excavation can lower the water table in surrounding areas, while embankments and structures can raise the water table by restricting flow. The potential effects include deterioration of vegetation, increased susceptibility to erosion, loss of water for drinking as well as agricultural uses, and habitat changes for fish and wildlife. 357. Use of bentonite for making of boreholes for bridge pile construction can cause groundwater pollution. Besides, groundwater can be polluted by intrusion of pollutants carried by runoff through these boreholes. 358. However, the expressway project is not expected to cause these negative impacts. Groundwater pollution can be thoroughly controlled by applying some measures such as (i) withdraw bentonite from boreholes, (ii) cover boreholes, (iii) prohibit storing of any wastes and chemicals near boreholes, and (iv) test groundwater quality e. Impacts on air quality 359. The expressway construction is expected to generate a short-term and temporary increase in ambient dust. The increased dust level may disturb some people, especially people who live near transporting routes and construction sites. The increased sulfur dioxide and carbon monoxide concentrations in the area are not, however, expected to exceed environmental standards because the construction equipment working on each section of the expressway will be few. 360. Calculation of emission factors for various construction activities is based on US EPA AP-42). In general, construction activities will send total suspended particulates (TSP) of 269 grams per square meter per month into the air. For example, material handling will generate 7.56x10-4 grams TSP per second; bulldozing will generate 0.499 gram TSP per second; vehicle movement on unpaved site roads will generate 0.096 gram TSP per second; and wind erosion will generate 2.695x10-6 grams TSP per square per second. 361. Construction dust is one of nuisances expected from project construction. But this phase is short-term, temporary, and limited in spatial extent. The rainy season is longer than the dry season in the project area; thus, any dust impact will be short-term. Tender documents will include requirements for limiting ambient dust to government standards at identified sensitive areas (residential areas close to the alignment, schools, hospitals, churches, and pagodas). Mitigating measures include: (i) avoid locating borrow sites near sensitive areas, (ii) regularly sprinkling excavated areas and open road sections on dry days, (iii) covering hauling trucks with tarpaulins, (iv) locating sand and earth stockpiles away from sensitive areas or at least providing adequate wind breakers between the stockpile and the sensitive areas, and (v) limiting vehicle speeds to 20 kilometers per hour on unpaved roads in dry weather. 362. Otherwise, construction activities might cause air pollution by exhaust emissions from operation of construction equipment. However, air pollution is not expected to happen because of the use of only a few pieces of equipment and the very open space of the construction sites. The air pollution control measures for the Project are: (i) regular monitoring to ensure the use of fuel-efficient and well-maintained equipment to minimize exhaust emission; (ii) control of concrete batching, asphalt, and crusher activities according to Vietnamese standards (e.g. QCVN 05:2009/BTNMT and QCVN 06:2009/BTNMT); (iii) location of asphalt hot-mix facilities downwind of sensitive receptors such as schools and hospitals, or at least an adequate distance upwind. f. Noise and vibration impacts 363. Construction activities will create annoying noise and vibration, especially pile-driving and blasting operations. Noise levels from a point source such as a piece of construction equipment will attenuate 6 dBA per doubling of distance over hard surfaces. Over a “soft” or

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vegetated surface noise levels will attenuate 9 dBA per doubling of distance. Thus if a piece of construction equipment generates 87 dBA at 15 meters (50 feet), the noise level at 30 meters (100 feet) would be 78 dBA. If there are several pieces of construction equipment operating at the same time, a total equivalent noise level is computed based on the following formula:

k (L ) LAeq, total = 10 x log10 i=1 [10 Aeq, i /10 ] Where: LAeq,total is the total equivalent noise level for a typical work day during a particular construction period; k is the number of different types of equipment; and LAeq,i is the equivalent sound level for equipment type i. 364. Vibration propagates from a piece of construction equipment through the ground to a distant vibration-sensitive receiver predominantly by means of surface waves (Rayleigh) and secondarily by body waves. The amplitude of these waves diminishes with distance from the source. The general equation modeling propagation of ground vibration from point “a” (a location at distance from the source) to point “b” (a location at distance rb from the source) may be stated in the form of the following equation:

  r   a   (ra  rb )  b  a   e  rb  Where  is a coefficient dependent upon the type of propagation mechanism and  is a material damping coefficient. 365. Theoretical radiation models based upon half-space formulation have been used to determine  corresponding to various propagation models in idealized cases. This form of attenuation can also be expressed in terms of decibels per doubling of distance. Several commonly accepted values of  are shown in Table E-5 for a number of types of sources and waves., and Table E-6 shows summary of published material attenuation coefficient, α. Table E-5: Summary of theoretical geometric attenuation coefficient, based on wave types Source Wave type Measurement point  Point on surface Rayleigh Surface 0.25 Point on surface Body Surface 2 Point at depth Body Surface 2 Point at depth Body Depth 1 Table E-6: Summary of published material attenuation coefficient, α Soil type α, m-1 Silty gravelly sand 0.13 Silty fine sand 0.26 Saturated fine grain sand 0.10 Clayey sand, clay with some sand, and silt above water 0.04 level Saturated clay with sand and silt 0.0-0.12 Sand and silts 0.026-0.36 Dune sand 0.026-0.065 366. Most of the construction sites are located away from sensitive receptors (i.e. residential areas, schools, hospitals, religious structures and sensitive ecosystems), so vibration and noise do not generally affect them. However, there are still some residential

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areas located very near construction sites (see Table 76), so monitoring of noise and vibration should be carried out periodically at this phase and mitigation measures must be applied at places where noise and vibration exceed allowable standards. In all instances, those receptors within 50itigation measures must be applied at places where noise and vibration exceed allowable standards. ms Typical noise levels of principal construction equipment (dBA) at 15 meters (50 feet)heavy equipment should be operated only in the daytime; (ii) hammer-type pile-driving operations should be avoided at night; (iii) construction equipment that generates excessive noise should be enclosed; (iv) blasting activities should be allowed only in the daytime, blasting intensities controlled, and nearby residents notified beforehand; and (v) the effectiveness of mitigation measures should be monitored regularly through noise level measurements at sensitive sites. Projected noise and vibration levels should not exceed Viet Nam standards (i.e. TCVN 5949:1998 and TCVN 6962:2001 respectively). Table E-7 shows typical noise levels of principal construction equipment at 15 meters (50 feet) (US EPA, 1971). Table E-7: Typical noise levels of principal construction equipment (dBA) at 15 meters (50 feet)

Equipment Noise level Bulldozer 80 Dump truck 83 – 94 Front end loader 72 – 84 Jackhammer 81 – 98 Scraper 80 – 93 Crane 75 – 87 Grader 80 – 93 Roller 73 - 75 Pile driver 91 – 105 Paver 86 – 88 Tamper 74 – 77 Concrete mixer 74 – 88 Concrete pump 81 – 84 Concrete vibrator 76 Air compressor 74 – 87 Welding generator 71 – 82 Backhoe 72 - 93 Truck 83 - 94 367. Assume that there will be five pieces of equipment working at the same time and noise levels of the individual pieces are 94, 75, 91, 88 and 84 dBA (using the typical noise levels given in Table 65). Applying the above formula, total equivalent noise level at the distance of 15 meters (50 feet) will be 97 dBA exceeding the standard of 75 dBA. Thus, receptors such as residential areas, schools, hospitals, etc. within 15 meters (50 feet) from the source will be affected by noise if no noise mitigation measures are implemented (e.g. noise barriers). To reduce noise impacts, some of the following measures should be considered: (i) use of less noisy equipment, (ii) use of new equipment, (iii) regularly maintain equipment, (iv) use of noise barriers, and (v) restriction on civil works at night in sensitive areas. 368. Table E-8 shows some locations along the expressway alignment that can be affected by air pollution, noise and vibration at this phase.

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Table E-8: List of locations prone to air pollution, noise and vibration Location Description #1 IC#2: Residential area of Thuy Hung commune, Cao Loc district, Lang Son province #2 IC#3: Residential area of Po Tang village, Hop Thanh commune, Cao Loc district, Lang Son province #3 IC#7: Residential area of Phuong Dong hamlet, Hoa Lac commune, Huu Lung district, Lang Son province #4 IC#9: Residential area of Huong Than hamlet, Huong Son commune, Lang Giang district, Bac Giang province #5 Residential area at Nhu Nguyet Bridge, Dap Cau Ward, Bac Ninh City, Bac Ninh province 2. Ecological impacts a. Terrestrial ecosystems 369. The project area is an agro-ecosystem. Humans have settled and managed the area for centuries for agricultural production. The construction of the expressway will not cause any major change in the present ecological situation. b. Wetlands ecosystem 370. There are no important wetlands located in the affected areas of the expressway project. Surveys showed that there are some ponds and artificial lakes located along the expressway alignment. These ponds are now being used for breeding duck and fish, and aquaculture and would disappear due to roadbed preparation, and the remaining wetlands such as some artificial lakes being used for domestic water supply, irrigation, and recreation purposes (e.g. Na Tam, Tham Sinh and Phai Luong) may be affected by various wastes and siltation. c. Impacts on flora and fauna 371. Impacts arising from the expressway construction on flora and fauna such as removal of vegetation, habitat fragmentation, and habitat loss are not significant because the importance of ecosystems affected by the project along the expressway alignment is not high. Absolutely, the expressway alignment proposed does not cut through any sensitive ecosystems, such as national parks, nature reserves, protected areas, primary forests or important wetlands. The expressway alignment mainly passes through agricultural land areas and artificial forests where the flora system includes food crops (e.g. rice, peanuts, vegetables, maize, cassava, beans, potatoes, sweet potatoes, etc.), fruit trees (e.g. orange, pomelo, longan, coconut, persimmon, banana, guava, sugar apple, jackfruit, lemon, mango, etc.), and long-day industrial trees (e.g. eucalyptus, acacia, pine, bamboo). Clearly, removal of vegetation will cause reduction in food sources for wild animals, water-retaining capacity of the soil, oxygen production, and soil fertility due to high soil erosion. 372. The fauna system in the project area does not include rare, endangered or threatened species. Species identified in the project area are domesticated species as cows, buffalo, horses, goats, poultry, etc and wild animals including some species of birds (sparrows, bunting, kingfisher, tailorbirds, moorhens, wagtails), reptiles (snakes, lizards), insects, rodents and amphibians (frogs, toads, and newts). 373. The expressway construction will frighten wildlife by noise, vibration and occurrence of a lot of people and result in habitat loss and disruption of regular movements of fauna species and they have to, in turn, move to nearby areas. This can cause a decrease in the number of wild animal species due to competition for food and water sources at the new habitats. 374. The road construction will have effects on the aquatic ecosystems by erosion from

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poorly constructed sites and this can lead to downstream siltation ruining spawning beds for fish. Constriction of flows at water crossings can make the current too fast for some species. The expressway can serve as barriers to movement of some aquatic species, especially where culverts are used. 375. For a more detailed assessment, ecological impacts were analyzed based on dividing the expressway alignment into 12 sections with an ecological corridor of 500 meters from the centerline of the road. Table E-9 shows details on each section. Table E-9: Sections of the Hanoi – Langson expressway No. Section Length (Km) Code Description 1 O1 - IC1 3.5 O1 Start point in Dongdang, Phu Xa, Thuy Hung in CaoLac District (Lang Son Province) – 2 IC1 IC2 5.3 S1 Thuy Hung, in Cao Lac District, Hoang Dong in LanSon City (Lang Son Province) 3 IC2 – IC3 9.3 S2 Hop Thanh in Cao Lac District (Lang Son Province) 4 IC3 – IC4 9.0 S3 Mai Pha in Lang Son City (Lang Son Province) 5 IC4 – IC5 18.1 S4 Van Thuy, Bac Thuy, Nhan Ly in Chi Lang District (Lang Son Province) 6 IC5 – IC6 10.9 S5 Nhan Ly, Mai Sao, Quang Lang in Chi Lang District (Lang Son Province) 7 IC6 – IC7 10.1 S6 Quang Lang, Chi Lang, Chi Lang Town in Chi Lang District (lang son Province) 8 IC7 – IC8 16.3 S7 Hoalac, Cai Kinh, Tan Thanh, Ho Son in Huu Lung District (Lang Son Province) 9 IC8 - IC9 13.8 S8 Ho Son, Hoa Thang in Huu Lung district (Lang Son Province) 10 IC9 – IC10 16.0 S9 Huon Song Tan Hung, Zuong Lam, Tan Dinh, Dinh Tri in Langiang district (Bac Giang Province) 11 IC10 – IC11 15.3 S10 Le Loi Ward in Bac Giang City, Don Son, Song Khe, Noi Hoang in Yen Dung District, Tang Tien, Hoang Ninh, Van Trung, Ninh Town in Viet Yen district (Bac Giang Province) 12 IC11 – IC12 3.8 S11 Quang Chau in Vier Yen District (Bac Giang Province), Dai Cau Ward, Thi Cau, Kim Chan, Vu Ninh, Dai Phuc (Bac Ninh City) 13 IC12-IC13 S12 Dai Phuc in Bac Ninh City 14 IC13-IC14 S13 Khac Niem and Vo Cuong in Bac Ninh City to Lien Bao, Lim Town and Hoan Son in Tien Du district (Bac Ninh Province) 15 !C14-IC15 S14 Phu Chan and Tan Hong in Tu Son district (Bac Ninh Province ) 16 IC15-End point S15 Hoan Son in Tien Du District, Phu Chan, Tan Hong, Ninh Hiep in Tu Son District (Bac NInh province), Phu Dong in Gia Lam district Hanoi city, End point at NH5 interjunction

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i. Section O1 376. This section runs 3.5 km through Baolam commune, Dongdang town (Caoloc district Langson province), from Huunghi border gate to intersection IC1. Based on NR 1, Section O1 is expanded to the right, encroaching on secondary forests of medium grade, i.e. protective forests in border zones near Nakeo Mount (412m). 377. The directly affected subjects of activities for building up the expressway include 12 ha of natural secondary forests and 21 ha of poor forests. In this study, a directly affected area is the zone as long as the segment length and as wide as 100m multiplied by the forest coverage. This area may be different from the area of forest to be acquired as shown in Table 66. 378. The indirectly affected subjects include some natural secondary forests and planted forests (eucalyptus, and Massonlyptus, west of the future expressway. Particularly, the upgrading or construction of a bridge over Dongdang creek (Ca – Moi stream) will affect the aquatic ecosystems and natural secondary forests along the creeks and streams. 379. The natural secondary forests to be affected in Section O1 are of medium grade with limited value. However, they are protected for national defense and are a reserve for the biodiversity and landscape. ii. Section S1 380. Located near Tamlung slope in Baolam commune, Thachdan and Thuyhung (Caoloc district) communes north of Dongdang town, the section is 5.3 km from intersection IC1 to intersection IC2. The section is built up by expanding NR 1 towards the low mount of Hinkhao (410m), a thinly populated zone with Khuoimuoi and Thamlong streams running alongside. 381. The area subject to impacts on the ecosystems, bioresources and biodiversity is 53ha, of which, 22 ha are poor natural secondary forests, and 17 ha are planted forests of white eucalyptus (E. orangealdulensis Dehnhardt) and acacia. In addition, natural secondary forests, planted forests and forest gardens of bamboo (Bambusa nutans Wall. ex Munro) and Buddha-belly bamboo (Bambusa tuldoides) belonging to the households will be indirectly affected by construction activities with minor impacts. iii. Section S2 382. This section is 9.3 km long in the suburb of Langson city (in the east) and communes of Hoacu and Hopthanh (Caoloc district), from intersection IC2 to intersection IC3. Section S2 will be built up mostly on the mountain-plain area of Phailuong, Luckhoang and Khonquyen having bowl-like hills of 200m to 300m. At present, there are natural secondary forests under protection amid planted forests (under Programs 327 and 661). 383. The area of impacts on ecosystems, bioresources, and biodiversity in S2 is 93ha. It is estimated that 50 ha of natural secondary forests and 25 ha of planted forests (Eucalyptus, Acacia mangium, Acacia, Vernicia montana, and Bambusa spinosa) will be destroyed. The sub-section near intersection IC3 will traverse mostly housing land and home gardens in Hopthanh commune (Caoloc district), Hoangvanthu ward and Vinhtrai ward (Langson city). iv. Section S3 384. This section is 9 km long over the southeast suburb of Langson city, Yentrach commune (Langson city) and adjacent to Vanthuy commune (Chilang district). Section S3 will traverse mostly mountain-plain areas (85% of the total land within the alignment. Approximately 90% of the affected subjects are planted forests (under Programs 327) with species such as two-leaf pine, Massony) and adjacent to Vanthuy commune (Chilang district). tus robusta, Vernicia montana, bamboo, and Melia azedarach and 10% are exhausted natural secondary forests under care.

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385. The area of impacts on ecosystems, bioresources and biodiversity is approximately 90ha. At most, 52ha of plantation forests and 17ha of exhausted natural secondary forests in communes of Maipha and Yentrach, the suburb of Langson city, Tanlien commune of Caoloc district and Vanthuy commune of Chilang district will be felled. Section S3 will traverse small areas of housing land, intensive farm land and home gardens. v. Section S4 386. This section is 18.1 km long over Vanthuy, Bacthuy, and Nhanly communes (Chilang district). Section S4 is close to the railway (from Langgiai station over Bacthuy to Banthi station) and far from NR 1. It will go along the valley of Nalam stream and Bacthuy stream in the upper reaches of the Hoa Thuong River, over mount Saiho toward the slope in the upper reaches of the Kycung River. 387. Section S4 is between two ranges of low mountains that lie in the NE-SW direction. Their elevations are 300 to 500m (mountains of Saiho). Natural secondary forests are found in the mountain tops of at least 400 m and on the foot of the hills of at most 100m. In the belt of 100m to 400m are plantations of pine (Masson’s pine, two-leaf pine), which have been planted since 2004 (under a Vietnam and Germany pine plantation project based on Program 661). 388. The area of impacts on ecosystems, biological resources and biodiversity of Section S4 is estimated at 181 ha, 85% of which are exhausted natural secondary forests (along the existing railway) along hill bases and valleys, and 15% are planted forests of eucalyptus, Vernicia montana, bodhi tree, thorny bamboo, and ivory bamboo. There are also home gardens with perennial trees such as longan, persimmon, jackfruit, Dabai, plum, custard apple and short-term trees such as banana, papaw, pineapple, and several kinds of vegetables. 389. The expressway alignment will not affect pine forests planted on mountain crests but the belts of natural secondary forests on hill sides (lower than 100 m) and some planted forests of mountain villages will be affected. It is estimated that 115 ha of natural secondary forests and 19 ha of planted forests will be cut down. Some culverts under Saiho mountain crest in Section S4 do not need deforestation. vi. Section S5 390. This Section is 10.9 km long and runs from intersection IC5 to intersection IC6, traversing Nhanly and Quanglang communes (Chilang district), and the towns of Dongmo and Dongbanh districts. It will run aside hills of a mountain-plain area in the upper reaches of the Hoa - Thuong River. 391. Section S5 will be built up by expanding alongside the upstream creek of the Hoa – Thuong River, crossing over many housing and farming land lots, and plantations (now belonging to households, the army, enterprises, or railway stations). 392. The area of impacts on ecosystems, biological resources and biodiversity is approximately 109ha, and the subjects include plantation forests, home gardens and some streams pouring water to the upper reaches of the Thuong River. 393. Natural secondary forests will suffer only minor impacts because they are far from the area of impacts. It is estimated that the construction of the expressway will need to cut down 55 ha of planted forests, mostly Eucalyptus, Acacia mangium, acacia, cross-bred acacia (after many cycles of harvesting and planting). At present, more than 70% of the planted forests are trees of 4 to 5 years old. Home gardens along the expressway include perennial fruit trees such as longan, litchi, jackfruit, coco, custard apple, and mango, and short-term crops such as banana, papaw, vegetables, manioc, sweet potatoes, maize, sugar cane, and very small paddy fields. Wild animals in the section are similar in species with Section S4 and S3 but the quantity is very limited. Reportedly, wild animals come in from natural forests

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in the Lamson and Quanson communes in the upper reaches of Camson Lake. vii. Section S6 394. This Section is 10.1 km long from intersection IC6 to intersection IC7 in the territories of Quanglang and Chilang communes (Chilang district). The terrain of Section S6 is the same as that of Section S5, i.e. along large valleys of the upper reaches of the Thuong River, but it is far from the rock mountain Caikinh and Camson lake. Section S6 will also be built up along ranges of hills in mountain-plain areas, over plantations of Eucalyptus orangealdulensis Dehnhardt, Eucalyptus robusta, Acacia mangium, Acacia, and Bambusa bambos, and home gardens of perennial trees such as longan, litchi, persimmon, pomelo, orange, jackfruit, Dabai, Burma almond wood, mahogany, and some short-term crops such as manioc, and sugar cane. 395. The area of impacts on ecosystems, bioresources and biodiversity is estimated at 101ha, including 68 ha of planted forests that may be cut down. viii. Section S7 396. This Section is 16.3 km long from intersection IC7 to intersection IC8, traversing Hoalac, Hoson, Tanthanh and Hoson communes (Huulung district), from Songhoa town to Met town. It is a half mountain half plain area with large valleys in the upper reaches of the Thuong – Hoa river. Communes of Hoalac, Tanthanh, Hoson of Huulung district, Langson province are located in bowls formed by the hills, where mountain-plain cultivation has been developed for many generations, meaning that plantations, farmsteads and forest gardens were established years ago. The section of the Thuong River in Section S7 is expansive with abundant and diverse habitats. The rock mountain chain of Caikinh is adjacent to Huulien natural reserve with natural forests on karst terrain. 397. As such, section S7 will traverse housing and farming land of high density and intensive agriculture in the valleys of the Thuong River. Section S7 (as well as Sections S4, S5, S6) will be newly built, mostly along low hills and mountains in the upper reaches of the Thuong uoHoa River. 398. Section S7 will affect planted forests of Eucalyptus orangealdulensis Dehnhardt, Eucalyptus robusta, Acacia, Acacia mangium, Cross-bred acacia, Bodhi tree, bamboo, Dendrocalamus membranaceus, and Melia azedarach, and home gardens of perennial trees such as jackfruit, longan, litchi, pomelo, orange, mango, dabai, coconut…., and some short- term crops such as banana, papaw, vegetable, manioc, tea etc The area of impacts is estimated at 163ha, 85% of which are plantations (138ha), 20% home gardens, and 5% rice fields along narrow streams. ix. Section S8 399. This Section is 13.8 km long from intersection IC8 to intersection IC9, mostly in the territory of Hoathang and Hoson communes (Huulung district, Langson province), It will also traverse Hungson commune and Kep town (Langgiang district, Bacgiang province). Section S8 will go along low hills adjacent to the Thuong River. More than two thirds of Section S8 are adjacent to the bank of the Thuong River (from Hoson to Hoathang, the border of Langson and Bacgiang). 400. The area of impacts on ecosystems, bioresources and biodiversity is approximately 138 ha, of which 70% are plantations of Eucalyptus orangealdulensis Dehnhardt, Eucalyptus robusta, Acacia, cross-bred Acacia, Acacia mangium, and Dendrocalamus membranaceus (over many cycles of harvesting and planting), and 15% are poor natural secondary forests amid barren land (in use as pasture). The remaining areas are home gardens with perennial trees such as longan, litchi, pomelo, orange, dabai, jackfruit, coffee, and some short-term fruit trees such as banana, and papaw, along with vegetables, tea, manioc, etc. 401. It is estimated that 85ha of planted forests and 42 ha of gardens will be cut down for

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the expressway. x. Section S9 402. This section is 16 km long from intersection IC9 to intersection IC10 in Hungson, Tanhung, Yenmy, Xuonglam, Thanhlam, Tanlinh, Dinhtri and Thaidao communes (Langgiang district, Bacgiang province) and the suburb of Bacgiang city. Section S9 lies on a mountain-plain area expanding to plains, with lesser bowls formed by the hills and many fields, gardens and ponds. The typical terrain and habitat of Section S9 is mountain-plain area adjacent to plain, and populated agricultural villages. Section S9 will be newly built without relying on NR 1, and the area of impacts on ecosystems, bioresources and biodiversity is approximately 160ha. The impacts are minor (affecting housing and farming land only. Plantations make up approximately 28% of the area whilst natural forests are small. The remainders include home gardens, and forestry – agricultural farmsteads. The common plants include Eucalyptus orangealdulensis Dehnhardt, Acacia mangium, Cross- bred acacia, and thorny bamboo over many cycles of harvesting, and perennial trees in home gardens such as longan, pomelo, litchi, jackfruit, coconut, Dabai, and short-term plants such as banana, sugar cane, vegetable, manioc, tea, and other farm produce amid grass and shrub plots in use as pasture for water buffalo, cows, goats and horses. Section S9 will traverse many paddy fields. Approximately 45 ha of planted forests and 40 ha of home gardens will be cut down for the expressway. xi. Section S10 403. This section is 15.3 km long from intersection IC10 to intersection IC11 from Bacgiang city to Bichdong town, Vietyen district. A major part of the section will cut over housing and farming land of Bacgiang city and agricultural villages, paddy fields, some new cities and industrial zones. 404. The area of impacts on ecosystems, bioresources and biodiversity is estimated at 153ha. The expressway is aligned so as to avoid residential clusters (villages, urban and industrial zones), still it is necessary to destroy approximately 50 ha of farm land. The residential clusters such as Hoang Van Thu and Le Loi wards (Bacgiang city) and old villages of Dinhke, Dongson, Songkhe, Tangtien, and Noihoang communes (Vietyen district) will not be encroached on by the expressway. Nevertheless, areas located in the ROW will suffer secondary impacts of the expressway such as noise, dust, waste and garbage, etc. in the phases of construction and operation. 405. In Section S10 and O2, almost all plants and animals are domestic (rice, secondary crops, cattle, poultry, fish, etc.). In the natural habitat there are only common species such as frogs, snails, eels, spiny eels, some species of birds, insects and amphibians, etc. xii. Section S11 to S15 406. This section is 3.8 km long from intersection IC11 to IC15, traversing farmlands of Hoangninh, Vantrung, and Quangchau communes (Vietyen district, Bacgiang province). The area of impacts on ecosystems, bioresources and biodiversity is approximately 38ha, of which a major part is paddy fields (86%), and the remainders are home gardens. It is estimated that 35 ha of paddy fields and home gardens will be acquired. The impact levels in this section are the same as those of Section S10 to S15, mostly affecting agriculture, rural inhabitants and some new industrial zones. xiii. Conclusion of impacts on ecosystems, biological resources, and biodiversity in the expressway alignment 407. Approximately 85% of the length of the expressway will be separate from the existing NH#1A. In terms of terrain, the alignment runs parallel with the existing NH#1A or railway. Therefore, it will damage the basic landscape of the region. The alignment is far from important natural reserves (i.e. ecologically sensitive areas) such as Huulien natural reserve

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(the important Karst terrain of Caikinh ural reserves), Mauson natural landscape reserve (at least 30km), and Camson protective forest (at least 20km). Approximately 60% of the alignment follows closely to valleys in the upper reaches of the Thuong River. The remainder is based on available alignments of NH#1A and the railway or follows the low hills and mountains in the mountain-plain area of Bac Giang – Lang Son where there are no protective or special forests. 408. The impact levels of types of ecosystems are summarized in Table E-10. Table E-10: Overall assessment of ecological impacts of Hanoi – Langson expressway Terrestrial ecosystems Impact level Grass- Sect Secon Product- Home Aqua eco- lands Biodiver- Dominant ion -dary ion garde system and sity habitat forest forests ns shrubs Bridge over the Medium Hill forest Dongdang, Camoi O 33 ha 1 stream: limited impact Minor Hill forest S1 22 ha 17 ha Minor Hill forest S2 50 ha 25 ha Minor Hill forest S3 17 ha 52 ha Upper reaches of Minor Hill forest 215 S 19 ha Bacthuy and 4 ha Nangam streams Upper reache of Minor Hill forest Hoa and Thuong along S5 55 ha Rivers creeks and streams Riverside of Hoa Minor Hill forest and Thuong along S6 68 ha Rivers creeks and streams Riverside of Hoa Minor Hill forest and Thuong along S7 138 ha 22 ha Rivers creeks and streams Riverside of Medium Hill forest Thuong River along S8 85 ha 42 ha creeks and streams Half-mountain Medium Mountain- half-plain area, plain S 45 ha 40 ha 9 many paddy fields and ponds Plain, paddy fields, Minor Farm land S10 50 ha ponds and lakes

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Plain, paddy fields, Minor Farm land S11 47 ha ponds and lakes Plain, paddy fields, Minor Farm land S12 ponds and lakes Plain, paddy fields, Minor Farm land S13 ponds and lakes Plain, paddy fields, Minor Farm land S14 ponds and lakes Plain, paddy fields, Minor Farm land S15 ponds and lakes Minor Upper reaches of The overall Simple Total when Hoa and Thuong level is habitat, area to 237 214 compar Rivers minor valleys be 504 ha ha ha ed with and affecte forest mountain- d plain area 409. To mitigate adverse impacts on flora and fauna during construction, the contractors should implement some of the following measures: (i) minimizing clearing land areas that really do not need clearing for construction, (ii) using less noisy equipment and machinery, (iii) promptly replanting grasses to protect embankment slopes, (iv) prohibiting workers from taking local animals for food, (v) prohibiting workers from building fires in the forests, and (vi) encouraging replanting trees in other places with an area equal to the area lost. 410. Forests acquired by the project are mainly secondary growth forests and production forests. The government will compensate for acquiring these forests with some different forms in accordance with the Law of Forest Development and Protection, such as (i) allocating forests to peoples losing forests; (ii) allowing peoples losing forests renting other forests with the similar use purposes; (iii) allocating forest lands to peoples losing forests for replanting trees; and (iv) compensating in cash at the timing of forests acquiring decision. 3. Social impacts a. Employment opportunities due to the project 411. A large number of workers will be employed directly or indirectly by the Project, for varying durations. The Project will increase job opportunities in the area, as well as local economic activities for the supply of food and miscellaneous supplies at the job sites and the purchase of goods and services by the workers’ families. 412. However, as the husbands and fathers will be at work, the mothers will have to take on a greater share of the household chores and tasks; these concerns will be treated under the gender strategy. The significant employment impact on the host populations will be for the duration of the Project and will be temporary. b. Impediments to movements 413. It is unavoidable for construction activities to impede regular movements of local people and animals, especially by causing difficult access to social services such as heath care and education. Some local existing passageways being used daily for movements can be blocked by the road construction. At this phase, contractors normally provide some temporary routes for movements of local residents and animals. However, the temporary routes are usually longer than the existing routes and their quality is not as good as the existing routes, especially they often become muddy and slippery in the rainy season, so will trigger movement problems. 414. Use of many dump trucks to transport wastes and materials to/from construction sites will sometimes spoil local roads. As a result, movements will be affected by degraded roads

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with forming of large ruts and pot holes on the road surface. Use of many pieces of construction equipment can also cause traffic congestion at rush hour, especially at interchanges. Besides, improper placement of construction materials on local roads will also contribute to disruption of movements. 415. Additionally, bridge construction activities will also create waterway traffic problems. At bridge construction sites, use of floating construction equipment will cause disruption of waterway traffic. 416. However, impacts on movements can be mitigated by some measures, including (i) consultation with local people on alternative routes in advance of construction of temporary routes, (ii) regular maintenance of selected temporary routes, (iii) restriction of using too many pieces of construction equipment at interchanges at rush hour, (iv) prohibition of placing bulk materials on local roads, and (v) limit of using too many pieces of floating construction equipment at bridge construction sites. c. Waterlogging 417. Road construction often blocks water flows such as streams, irrigation canals and drainage systems because of changing water flows and breaking down existing drainage systems. The expressway alignment mainly passes through cultivated and hilly areas, so as a result, waterlogging will happen and this will lead to adverse impacts on the environment (e.g. water pollution, and creation of ideal habitats for mosquitoes) and agricultural activities of local farmers. Actually, at this phase contractors always try to reduce this impact by maintaining existing water flows, yet these flows are more or less changed as compared to their former situations, and, so, the effectiveness is not as expected. Especially, these water flows are often blocked during rainy season due to soil erosion by poor embankment stabilization. 418. This impact will be mitigated by (i) regularly checking and maintaining the water flows crossing the expressway alignment, (ii) stabilizing slopes, and (iii) prohibiting disposal of spoils into canals. d. Labor-related social problems 419. Social problems relating to labor force are often involved in road projects, especially expressway projects due to the large number of workers hired, the workers may be hired from different areas or be local people. At this phase, the large number of workers will be mobilized to participate in every activity of the road construction. Unavoidably, social strife can arise between workers hired from different areas and local residents or even between workers. Additionally, such a large number of workers can bring social evils such as drug abuse, gambling and prostitution. 420. Due to some construction sites being located near the Huu Nghi border gate where trade activities take place both day and night, including trafficking with the aim of getting high profits. Smugglers often use local people carrying goods for them through the border by using forest trails to avoid being taxed, and hence, workers might be involved in this activity. 421. These above problems can be mitigated by applying some active measures such as (i) strictly managing workers by contractors and local authorities, (ii) intensifying propagation and education of workers about behavior and avoidance of social evils, and (iii) organizing regular exchanges between workers and local people. e. Human health and safety 422. Unfortunately, incidents can happen at anytime and anywhere on the sites because of carelessness, although safety regulations are always considered for every construction work. Consequently, such incidents can cause a heavy burden on the society and family (e.g. serious injuries).

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423. In the context of the expressway construction, accident risks will be unavoidable due to operation of construction equipment and other construction activities. Risks due to fire, blasting, collapse and crash will also cause injuries for workers and local people. Obviously, the strict compliance with safety regulations will minimize incident risks. 424. Public health will also be a problem because workers hired from different areas can transmit communicable diseases to local residents or vice versa, especially HIV/AIDS. Previous experience with worker-based camp sites shows that outbreaks of communicable diseases such as malaria and petechial fever can happen if sanitary conditions at worker- based camps are not taken into account. In many cases, domestic wastewater generating from worker’s camps is discharged onto the surroundings but not collected and treated and this action normally creates stagnant water bodies as ideal habitats for the mosquito vector of communicable disease. 425. On the other hand, worker’s health may be affected by water supply source because most of worker’s camps normally use groundwater on-site for various domestic use, but this source is not normally tested its quality . In general, use of untreated groundwater is not good for human health because untreated groundwater contains high concentrations of some metals such as manganese, iron, and even arsenic, and sometimes it has unpleasant odors and high concentrations of suspended solids. 426. The following measures should be done by contractors for safety, including (i) providing safety regulations and tools for workers, (ii) prohibiting unauthorized persons from entering dangerous areas, (iii) providing warning lights and signboard systems at dangerous sites (e.g. substations, interchanges, toxic chemical storehouses, gasoline stations, blasting areas, etc.), (iv) preparing and practicing an emergency plan in case of risks eventuating, (v) practicing first-aid action regularly, (vi) carefully checking every construction work, (vii) periodically examining worker’s health, (viii) carefully checking every construction work safety regulations and tools for workers, (ix) prohibiting unauthorized water supply sources, and (x) daily cleaning up worker’s camps. III. Impacts during operation 1. Physical impacts a. Impacts on soils 427. Soil contamination can arise from daily traffic operation on the expressway. Metals such as chromium, lead and zinc remain in the soil for hundreds of years. Pollutants settling in roadside soil can impair the growth of vegetation, and the success of soil organisms, thus increasing the likelihood of erosion. These effects are usually very localized, effecting only a narrow band on either side of the road. 428. Soils may also be affected by wastes from passengers and drivers using the road. Additionally, pollution risks also arise from transportation of hazardous products during traffic operation. However, the expressway project is not expected to cause significant impacts on soils along the roadside. Passengers and drivers should have their awareness enhanced of environmental protection and risks will be overcome by an emergency plan for preventing soil pollution from spills of toxic chemicals. b. Impacts on surface water 429. Spills of chemicals and pollutants can all have adverse effects on roadside water quality. Chronic pollution of surface runoff from exhaust emissions, pavement and tire wear, petroleum dripping, and corrosion of metals may be issues on the expressway. Where oil or lignin is applied to gravel roads to keep dust down, the likelihood of contamination is quite high. 430. Additionally, wastes disposed of by passengers and drivers during transportation will also contribute to water pollution. Nevertheless, significant impacts on the surface water at

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this phase are not expected and spills will be overcome by an emergency plan for preventing pollution. c. Impacts on air quality 431. Generally, the emission of pollutants by vehicles has worldwide impacts and contributes greatly to the total atmospheric pollution generated by people. The use of passenger cars alone is responsible for 60 percent of carbon monoxide emissions, 60 percent of hydrocarbon emissions, and more than one-third of the nitrogen released into the atmosphere. Clearly, pollution by motor vehicles plays a significant role in a serious global problem. 432. Emissions by vehicular traffic will cause direct, indirect and cumulative impacts on the environment, and be one of factors causing the greenhouse effect. Greenhouse effect may be seen as a result of undue emissions of GHGs such as carbon dioxide, water vapour, methane, nitrous oxide…from many sectors such as industry, agriculture, transport, commerce, and service. Eventually, it leads to global warming9consequences. 433. Air pollution from road traffic should be considered for the expressway project. The volume and composition of individual vehicle emissions are determined by the following factors such as (i) fuel composition, (ii) level of engine maintenance, (iii) vehicle age, (iv)engine temperature, (v) road geometry, and (vi) type of vehicle. Dispersion of pollutants is dictated by the following factors such as (i) prevailing wind direction, (ii) weather conditions, (iii) roadside vegetation, (iv) topography, and (v) distance from the road. 434. For the Hanoi – Langson expressway, the air pollution prediction was done based on using the formula below:

  z  h2   z  h2  0,8E. exp  exp   2   2    2 z   2 z  C     z.u Where: - C: concentration of the pollutant in the air (mg/m3); - E: load of the pollutant from sources (mg/m/s) - z: elevation of the computing point (z= 5m);

- h: elevation of the road surface over surrounding ground (m) (hdesign=2 m); - u: average wind speed in the region (u = 2.0 m/s)

- z: Coefficient of pollutant diffusion by wind in direction z (m). 435. The emission load of a pollutant at the source (vehicle engine) is computed with the formula: n ki .Ai . E   i1 100.24.3600 Where: - E: emission load at source (mg/m/s) - ki: emission factor of vehicle type i - Ai: number of vehicle types i (vehicles/day). 436. The pollutant diffusion coefficient z in the vertical direction (z) is: 0,73 z = 0.53.X

9 A recent warming of the Earth's surface and lower atmosphere is believed to be the result of a strengthening of the greenhouse effect mostly due to human-produced increases in atmospheric greenhouse gases.

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Where

z: coefficient of pollutant diffusion in the vertical direction z (m) X: distance from the computing point to source, in wind direction (m). 437. Results of diffusion coefficient computation are given in Table E-11. Table E-11: Results of diffusion coefficients with distance z

Distance from the source (m) 5 10 25 50 100 бz 1.716 2.846 5.556 9.216 15.285 (бz)2 2.945 8.101 30.871 84.927 233.642 438. Based on exhaust emission factors for various types of vehicles for highway driving proposed by WHO (Table E-12), it is possible to determine the air pollution coefficient of the most typical pollutants (CO, NO2, SO2 and TSP) of 8 kinds of traffic vehicles on the Hanoi – Langson expressway where traffic vehicle speed is 70 - 100 km/h. Table E-12: Model for air emission inventories and control TSP SO NO CO VOC Vehicle type Unit (U) 2 x (kg/U) (kg/U) (kg/U) (kg/U) (kg/U) Cars (with controlled 3-way catalytic converters) Engine <1400 cc 1000 km 0.05 1.22S 0.24 0.90 0.11 Ton of fuel 0.82 20S 3.89 14.76 1.76 Engine 1400-2000 cc 1000 km 0.05 1.30S 0.25 0.54 0.06 Ton of fuel 0.77 20S 3.91 8.29 0.95 Engine >2000 cc 1000 km 0.05 1.63S 0.25 0.54 0.06 Ton of fuel 0.61 20S 3.12 6.60 0.76 Heavy duty gasoline 0.6 3.3S 7.5 50 3.5 1000 km powered vehicles > 3.5tons Ton of fuel 3.6 20S 45 300 20 Light duty Diesel Powered 0.6 3.3S 7.5 50 3.5 1000 km Vehicles < 3.5T Ton of fuel 3.6 20S 45 300 20 Heavy duty Diesel powered 0.9 4.15S 14.4 2.9 0.8 1000 km vehicles 3.5-16T Ton of fuel 4.3 20S 70.0 14.0 4.0 Heavy duty Diesel Powerd 1.3 6.1S 19.8 3.1 2.4 1000 km trucks 16T Ton of fuel 4.3 20S 65.0 10.0 8.0 Heavy duty Diesel Powered 0.9 6.11S 13.9 2.1 1.7 1000 km buses > 16T Ton of fuel 4.3 20S 65 10.0 8.0 439. Predicted results for air pollution during operation of the expressway are given in Table E-13, E-14 and E-15. Table E-13: Prediction of CO concentration (mg/m3) CO 5m 10m 25m 50m 100m Scenario 2019 0+000 –IC01 0.1609 0.1301 0.0834 0.0535 0.0331 IC01 –IC02 0.4339 0.3508 0.2249 0.1442 0.0892 IC02 –IC03 0.4333 0.3503 0.2246 0.1440 0.0891 IC03 –IC04 0.5575 0.4507 0.2890 0.1853 0.1146

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IC04 –IC05 0.5696 0.4605 0.2952 0.1893 0.1171 IC05 –IC06 0.5628 0.4550 0.2917 0.1871 0.1157 IC06 –IC07 0.6919 0.5594 0.3586 0.2300 0.1423 IC07-IC08 0.6256 0.5057 0.3242 0.2079 0.1286 IC08-IC09 0.3911 0.3162 0.2027 0.1300 0.0804 IC09-IC10 0.3870 0.3128 0.2006 0.1286 0.0796 IC10-IC11 0.8312 0.6720 0.4308 0.2763 0.1709 IC11-IC12 0.8014 0.6479 0.4154 0.2664 0.1648 IC12-IC13 0.8628 0.6975 0.4472 0.2868 0.1774 IC13-IC14 1.6073 1.2994 0.8331 0.5343 0.3305 IC14-IC15 1.3298 1.0751 0.6893 0.4420 0.2735 IC15 1.6934 1.3690 0.8777 0.5629 0.3482 Scenario 2026 0+000 -IC01 0.2483 0.2007 0.1287 0.0825 0.0511 IC01 -IC02 0.7426 0.6003 0.3849 0.2468 0.1527 IC02 -IC03 0.6514 0.5266 0.3376 0.2165 0.1339 IC03 -IC04 0.8939 0.7227 0.4633 0.2971 0.1838 IC04 -IC05 0.7650 0.6185 0.3965 0.2543 0.1573 IC05 -IC06 0.8992 0.7270 0.4661 0.2989 0.1849 IC06 -IC07 1.0561 0.8538 0.5474 0.3510 0.2172 IC07-IC08 0.8690 0.7025 0.4504 0.2888 0.1787 IC08-IC09 0.6694 0.5412 0.3469 0.2225 0.1376 IC09-IC10 0.6521 0.5272 0.3380 0.2168 0.1341 IC10-IC11 1.2757 1.0314 0.6612 0.4240 0.2623 IC11-IC12 1.4513 1.1733 0.7522 0.4824 0.2984 IC12-IC13 1.2660 1.0235 0.6562 0.4208 0.2603 IC13-IC14 2.1121 1.7076 1.0947 0.7021 0.4343 IC14-IC15 1.7382 1.4053 0.9009 0.5778 0.3574 IC15 2.0065 1.6222 1.0400 0.6670 0.4126 Scenario 2036 0+000 -IC01 0.3965 0.3206 0.2055 0.1318 0.0815 IC01 -IC02 1.1761 0.9508 0.6096 0.3909 0.2419 IC02 -IC03 1.0380 0.8392 0.5380 0.3450 0.2134 IC03 -IC04 1.3463 1.0884 0.6978 0.4475 0.2769 IC04 -IC05 1.1873 0.9598 0.6154 0.3946 0.2441 IC05 -IC06 1.3782 1.1142 0.7143 0.4581 0.2834 IC06 -IC07 1.5771 1.2750 0.8174 0.5242 0.3243 IC07-IC08 1.3173 1.0649 0.6827 0.4378 0.2709 IC08-IC09 1.1419 0.9232 0.5919 0.3796 0.2348 IC09-IC10 1.1413 0.9227 0.5916 0.3794 0.2347 IC10-IC11 1.9601 1.5846 1.0159 0.6515 0.4031

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IC11-IC12 2.1571 1.7439 1.1180 0.7170 0.4436 IC12-IC13 1.8818 1.5213 0.9754 0.6255 0.3870 IC13-IC14 2.8010 2.2645 1.4518 0.9310 0.5760 IC14-IC15 2.3397 1.8915 1.2127 0.7777 0.4811 IC15 2.6625 2.1525 1.3800 0.8850 0.5475 QCVN 05:2009/BTNMT: 30 (1-hour average measurement) 440. In spite of the increase of traffic vehicles on the Hanoi - Langson expressway, air pollution due to CO from vehicular traffic is expected to be low in 2016, 2026 and 2036 as CO concentration at the Sections are all far lower than the allowable limit of the National Technical Regulation of Ambient Air Quality (QCVN 05:2009/BTNMT). 441. CO concentration decreases over distances from the centerline of the expressway: it decreases to 52 - 55% at 25 m distant and 20 - 23% of the original value at 100 m distance as compared to the concentration at 5 m distant from the centerline. 3 Table E-14: Prediction of NO2 concentration (mg/m )

NO2 5m 10m 25m 50m 100m Scenario 2019 0+000 -IC01 0.018 0.014 0.01 0.006 0.004 IC01 -IC02 0.049 0.038 0.027 0.0165 0.011 IC02 -IC03 0.049 0.038 0.027 0.0165 0.011 IC03 -IC04 0.063 0.049 0.035 0.021 0.014 IC04 -IC05 0.0645 0.05 0.0355 0.0215 0.0145 IC05 -IC06 0.0635 0.0495 0.0355 0.021 0.014 IC06 -IC07 0.078 0.061 0.0435 0.026 0.0175 IC07-IC08 0.0705 0.055 0.039 0.0235 0.0155 IC08-IC09 0.044 0.0345 0.0245 0.0145 0.01 IC09-IC10 0.0435 0.034 0.0245 0.0145 0.0095 IC10-IC11 0.094 0.073 0.052 0.0315 0.021 IC11-IC12 0.0905 0.0705 0.0505 0.03 0.02 IC12-IC13 0.0975 0.076 0.054 0.0325 0.0215 IC13-IC14 0.1815 0.141 0.101 0.0605 0.0405 IC14-IC15 0.15 0.117 0.0835 0.05 0.0335 IC15 0.191 0.1485 0.106 0.0635 0.0425 Scenario 2026 0+000 -IC01 0.028 0.022 0.0155 0.0095 0.006 IC01 -IC02 0.084 0.065 0.0465 0.028 0.0185 IC02 -IC03 0.0735 0.057 0.041 0.0245 0.0165 IC03 -IC04 0.101 0.0785 0.056 0.0335 0.0225 IC04 -IC05 0.0865 0.067 0.048 0.029 0.019 IC05 -IC06 0.1015 0.079 0.0565 0.034 0.0225 IC06 -IC07 0.1195 0.093 0.0665 0.04 0.0265 IC07-IC08 0.098 0.0765 0.0545 0.0325 0.022 IC08-IC09 0.0755 0.059 0.042 0.025 0.017 IC09-IC10 0.0735 0.0575 0.041 0.0245 0.0165 IC10-IC11 0.144 0.112 0.08 0.048 0.032 IC11-IC12 0.164 0.1275 0.091 0.0545 0.0365 IC12-IC13 0.143 0.111 0.0795 0.0475 0.032 IC13-IC14 0.2385 0.1855 0.1325 0.0795 0.053 IC14-IC15 0.1965 0.1525 0.109 0.0655 0.0435

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IC15 0.2265 0.176 0.126 0.0755 0.0505 Scenario 2036 0+000 -IC01 0.045 0.035 0.025 0.015 0.01 IC01 -IC02 0.133 0.1035 0.074 0.0445 0.0295 IC02 -IC03 0.117 0.091 0.065 0.039 0.026 IC03 -IC04 0.152 0.1185 0.0845 0.0505 0.034 IC04 -IC05 0.134 0.1045 0.0745 0.0445 0.03 IC05 -IC06 0.1555 0.121 0.0865 0.052 0.0345 IC06 -IC07 0.178 0.1385 0.099 0.0595 0.0395 IC07-IC08 0.149 0.1155 0.0825 0.0495 0.033 IC08-IC09 0.129 0.1005 0.0715 0.043 0.0285 IC09-IC10 0.129 0.1005 0.0715 0.043 0.0285 IC10-IC11 0.2215 0.172 0.123 0.074 0.049 IC11-IC12 0.2435 0.1895 0.1355 0.081 0.054 IC12-IC13 0.2125 0.1655 0.118 0.071 0.047 IC13-IC14 0.3165 0.246 0.1755 0.1055 0.0705 IC14-IC15 0.264 0.2055 0.147 0.088 0.0585 IC15 0.3005 0.234 0.167 0.1 0.067 QCVN 05:2009/BTNMT: 0.2 (1-hour average measurement)

442. In 2019, NO2 pollution due to vehicular emissions in all sections of the Hanoi - Langson expressway will be still low: the NOx concentration at 5 m distant from the centerline of sections will be 0.18 – 0.19 mg/m3 (highest at IC13 – IC14 and IC15) and lowest at the first section in Dongdang town).

443. In 2026, NO2 concentration at 5 m distant from the centerline at IC13-IC15 exceeds permissible standard (over 0.2 mg/m3). However, at 25 m distant from the centerline the concentration is far lower standard.

444. In 2036 when the traffic flow will reach its maximum, the concentrations of NOx produced by traffic vehicles at 5 m distant from the centerline exceeds permissible standard, but at 25 m distant the concentration is still lower standard, and sections in Lang Son and Bac Giang the concentration is still far lower than standard. 445. The pollutant concentration is reduced rapidly over distance. At IC15 in 2036 the concentration at 5 m distant is 0.3005 mg/m3, while at 25 m distant is 0,167 mg/m3, and at 100 m distant is 0.067 mg/m3. 3 Table E-15: Prediction of SO2 concentration (mg/m )

SO2 5m 10m 25m 50m 100m Scenario 2019 0+000 -IC01 0.015 0.013 0.007 0.006 0.004 IC01 -IC02 0.04 0.035 0.02 0.015 0.01 IC02 -IC03 0.04 0.035 0.02 0.015 0.01 IC03 -IC04 0.051 0.045 0.026 0.019 0.013 IC04 -IC05 0.053 0.046 0.026 0.02 0.013 IC05 -IC06 0.052 0.045 0.026 0.019 0.013 IC06 -IC07 0.064 0.056 0.032 0.024 0.016 IC07-IC08 0.058 0.05 0.029 0.022 0.014 IC08-IC09 0.036 0.032 0.018 0.014 0.009 IC09-IC10 0.036 0.031 0.018 0.013 0.009

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IC10-IC11 0.077 0.067 0.038 0.029 0.019 IC11-IC12 0.074 0.065 0.037 0.028 0.018 IC12-IC13 0.08 0.07 0.04 0.03 0.02 IC13-IC14 0.148 0.13 0.074 0.056 0.037 IC14-IC15 0.123 0.107 0.061 0.046 0.031 IC15 0.156 0.137 0.078 0.059 0.039 Scenario 2026 0+000 -IC01 0.023 0.02 0.011 0.009 0.006 IC01 -IC02 0.068 0.06 0.034 0.026 0.017 IC02 -IC03 0.06 0.053 0.03 0.023 0.015 IC03 -IC04 0.082 0.072 0.041 0.031 0.021 IC04 -IC05 0.071 0.062 0.035 0.026 0.018 IC05 -IC06 0.083 0.073 0.041 0.031 0.021 IC06 -IC07 0.097 0.085 0.049 0.037 0.024 IC07-IC08 0.08 0.07 0.04 0.03 0.02 IC08-IC09 0.062 0.054 0.031 0.023 0.015 IC09-IC10 0.06 0.053 0.03 0.023 0.015 IC10-IC11 0.118 0.103 0.059 0.044 0.029 IC11-IC12 0.134 0.117 0.067 0.05 0.033 IC12-IC13 0.117 0.102 0.058 0.044 0.029 IC13-IC14 0.195 0.17 0.097 0.073 0.049 IC14-IC15 0.16 0.14 0.08 0.06 0.04 IC15 0.185 0.162 0.092 0.069 0.046 Scenario 2036 0+000 -IC01 0.037 0.032 0.018 0.014 0.009 IC01 -IC02 0.108 0.095 0.054 0.041 0.027 IC02 -IC03 0.096 0.084 0.048 0.036 0.024 IC03 -IC04 0.124 0.109 0.062 0.047 0.031 IC04 -IC05 0.109 0.096 0.055 0.041 0.027 IC05 -IC06 0.127 0.111 0.064 0.048 0.032 IC06 -IC07 0.145 0.127 0.073 0.055 0.036 IC07-IC08 0.121 0.106 0.061 0.046 0.03 IC08-IC09 0.105 0.092 0.053 0.039 0.026 IC09-IC10 0.105 0.092 0.053 0.039 0.026 IC10-IC11 0.181 0.158 0.09 0.068 0.045 IC11-IC12 0.199 0.174 0.099 0.075 0.05 IC12-IC13 0.173 0.152 0.087 0.065 0.043 IC13-IC14 0.258 0.226 0.129 0.097 0.065 IC14-IC15 0.216 0.189 0.108 0.081 0.054 IC15 0.245 0.215 0.123 0.092 0.061 QCVN 05:2009/ BTNMT: 0.35 (1-hour average measurement)

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446. In 2019 SO2 pollution due to traffic vehicles is not still problem yet, in some sections of Hanoi - Langson expressway: the highest concentration of SO2 (IC13 – IC15) is 0.12 – 0.15 mg/m3 at 5 m distant and 0.06 – 0.08 mg/m3 at 25 m distant and still lower than permissible standard. In sections in Lang Son and Bac Giang the concentration is much lower than standard.

447. In 2026: SO2 pollution due to traffic vehicles will be significant in section IC10 – IC15; and highest in section IC13 – IC14, where the SO2 concentration at 25m distant is 0.097 mg/m3, while at 50 m distant the concentration is 0.06 – 0.07 mg/m3 and much lower than permissible standard. 3 448. In 2036, SO2 concentration of IC13 – IC15 would reach 0.19 – 0.22 mg/m at 5 m distant and 0.08 – 0.09 mg/m3 at 50 m distant much lower than standard. In other sections the concentration is much more lower than standard.

449. Similar with NO2, the concentration of SO2 decreases rapidly over distance from the centerline: at 50 m distant the highest concentration is of IC15 and in 2036 is 0.092 mg/m3 as compared to 0.245 mg/m3 at 5 m distant. 450. TSP concentration in the air are calculated and given in Table E-16. Table E-16: Prediction of TSP concentration

TSP 5m 10m 25m 50m 100m Scenario 2019 0+000 -IC01 0.0265 0.0225 0.015 0.0095 0.0075 IC01 -IC02 0.0715 0.0615 0.041 0.0255 0.0205 IC02 -IC03 0.0715 0.0615 0.041 0.0255 0.0205 IC03 -IC04 0.092 0.079 0.0525 0.033 0.0265 IC04 -IC05 0.094 0.0805 0.0535 0.0335 0.027 IC05 -IC06 0.093 0.0795 0.053 0.033 0.0265 IC06 -IC07 0.114 0.098 0.065 0.041 0.0325 IC07-IC08 0.103 0.0885 0.059 0.037 0.0295 IC08-IC09 0.0645 0.0555 0.037 0.023 0.0185 IC09-IC10 0.064 0.0545 0.0365 0.023 0.018 IC10-IC11 0.137 0.1175 0.0785 0.049 0.039 IC11-IC12 0.132 0.1135 0.0755 0.047 0.038 IC12-IC13 0.1425 0.122 0.0815 0.051 0.0405 IC13-IC14 0.2650 0.227 0.1515 0.0945 0.0755 IC14-IC15 0.2195 0.188 0.1255 0.0785 0.0625 IC15 0.2795 0.2395s 0.1595 0.0995 0.08 Scenario 2026 0+000 -IC01 0.041 0.035 0.0235 0.0145 0.0115 IC01 -IC02 0.1225 0.105 0.07 0.0435 0.035 IC02 -IC03 0.1075 0.092 0.0615 0.0385 0.0305 IC03 -IC04 0.1475 0.1265 0.084 0.0525 0.042 IC04 -IC05 0.126 0.108 0.072 0.045 0.036 IC05 -IC06 0.1485 0.127 0.0845 0.053 0.0425

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IC06 -IC07 0.174 0.1495 0.0995 0.062 0.05 IC07-IC08 0.1435 0.123 0.082 0.051 0.041 IC08-IC09 0.1105 0.0945 0.063 0.0395 0.0315 IC09-IC10 0.1075 0.092 0.0615 0.0385 0.0305 IC10-IC11 0.2105 0.1805 0.12 0.075 0.06 IC11-IC12 0.2395 0.205 0.137 0.0855 0.0685 IC12-IC13 0.2090 0.179 0.1195 0.0745 0.0595 IC13-IC14 0.3485 0.2985 0.199 0.1245 0.0995 IC14-IC15 0.2865 0.2455 0.164 0.1025 0.082 IC15 0.3310 0.2835 0.189 0.118 0.0945 Scenario 2036 0+000 -IC01 0.0655 0.056 0.0375 0.0235 0.0185 IC01 -IC02 0.194 0.1665 0.111 0.0695 0.0555 IC02 -IC03 0.171 0.1465 0.098 0.061 0.049 IC03 -IC04 0.222 0.1905 0.127 0.0795 0.0635 IC04 -IC05 0.196 0.168 0.112 0.07 0.056 IC05 -IC06 0.2275 0.195 0.13 0.081 0.065 IC06 -IC07 0.2600 0.223 0.1485 0.093 0.0745 IC07-IC08 0.217 0.186 0.124 0.0775 0.062 IC08-IC09 0.1885 0.1615 0.1075 0.0675 0.054 IC09-IC10 0.1880 0.1615 0.1075 0.067 0.054 IC10-IC11 0.3230 0.277 0.1845 0.1155 0.0925 IC11-IC12 0.3555 0.305 0.2035 0.127 0.1015 IC12-IC13 0.3105 0.266 0.1775 0.111 0.0885 IC13-IC14 0.462 0.396 0.264 0.165 0.132 IC14-IC15 0.386 0.3305 0.2205 0.138 0.11 IC15 0.439 0.3765 0.251 0.157 0.1255 QCVN 05:2009/BTNMT: 0.3 (1-hour average measurement) 451. In 2019, dust pollution due to vehicular traffic will be evident and in section IC13 – IC14 is 0.265 mg/m3 and IC15 is 0.2795 mg/m3 at 5 m distant. Nevertheless, at 50 m distant the concentration is only 0.08 – 0.09 mg/m3. In sections of Lang Son and Bac Giang its concentration is low. 452. In 2026, dust pollution will increase together with the increase in traffic flows: at IC15 the dust concentration at 5 m distant from the centerline is higher than standard (0.38 – 0.46 mg/m3) and at 50 m distant from the centerline the concentration is equal to 39% of standard. 453. In 2036 when the traffic flow will reach its maximum, the dust content in the air at the centerline of Section IC13 – IC14 exceeds standard. At 50 m distant the concentration is equal to 40 – 55% of standard. In other sections, TSP concentration is lower than standard. 454. The dust concentration mentioned above is from engines of traffic vehicles only. If the dust from other sources (road face, adjacent construction sites and industrial zones) is taken into account, the total dust content may be many times as high as the limit. Nevertheless, there is no background to predict the dust from those sources.

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455. The health impacts of motor vehicle air pollution are difficult to quantify, and hence difficult to value in economic terms. In many cases, establishment of direct cause-and-effect linkages between localized automotive air pollution and specific illnesses is problematic. However, evidence does strongly suggest that exposure to several of the major emission constituents is responsible for certain health conditions. 456. Concentrations of air pollutants predicted are also illustrated with the following graphs of Figures from E-2 to E-13.

Figure E-2: Prediction of carbon monoxide concentrations for scenario 2019

Figure E-3: Prediction of carbon monoxide concentration for scenario 2026

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Figure E-4: Prediction of carbon monoxide concentrations for scenario 2036

Figure E-5: Prediction of NO2 concentrations for scenario 2019

Figure E-6: Prediction of NO2 concentrations for scenario 2026

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Figure E-7: Prediction of NO2 concentrations for scenario 2036

Figure E-8: Prediction of SO2 concentrations for scenario 2019

Figure E-9: Prediction of SO2 concentrations for scenario 2026

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Figure E-10: Prediction of SO2 concentrations for scenario 2036

Figure E-11: Prediction of TSP concentrations for scenario 2019

Figure E-12: Prediction of TSP concentrations for scenario 2026

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Figure E-13: Prediction of TSP concentrations for scenario 2036 457. Total GHG emissions of the Hanoi – Langson Expressway are estimated in from Table E-17 to Table E-22. In tables from E-17 to E-19 grey area is only shown as GHG emission prediction for various sections of the existing national highway#1A until the timing of GHG emission prediction calculation while white (non-shadowed) area is shown as GHG emission prediction for sections of the expressway until the timing of prediction calculation. And, as from year 2020 prediction calculation is for sections of the expressway only. Table E-17: Total GHG emissions of the expressway in 2015

Traffic GHG Road Section Section Length Av. travel speed g-CO /kmVh 2 Emissions (Km) PCU PCUkm (km/hr) /day (,000) (,000) (Tons/Year) 1: (IC00-IC01) 3.5 5.06 17.72 40.0 161.0 1,041.55 2: (IC01-IC02) 5.3 15.90 84.27 40.0 161.0 4,952.13 3: (IC02-IC03) 9.3 13.53 125.85 30.0 186.0 8,543.79 4: (IC03-IC04) 9.0 12.95 116.55 30.0 186.0 7,912.58 5: (IC04-IC05) 18.1 13.87 251.12 40.0 161.0 14,757.03 6: (IC05-IC06) 10.9 13.87 151.23 40.0 161.0 8,886.83 7: (IC06-IC07) 10.1 15.36 155.12 40.0 161.0 9,115.38 8: (IC07-IC08) 16.3 15.36 250.34 40.0 161.0 14,710.96 9: (IC08-IC09) 13.8 17.26 238.19 40.0 161.0 13,997.12 10: (IC09-IC10) 16.0 17.99 287.81 70.0 138.0 14,496.89 11: (IC10-IC11) 15.3 25.97 397.26 70.0 138.0 20,010.21 12: (IC11-IC12) 6.32 25.97 164.10 70.0 138.0 8,265.66 13: (IC12-IC13) 3.98 26.79 106.62 90.0 152.0 5,915.51 14: (IC13-IC14) 7.2 57.74 415.74 90.0 152.0 23,065.39 15: (IC14-IC15) 4.1 54.94 225.25 90.0 152.0 12,496.86 16: (IC15-End) 9.2 44.35 408.02 80.0 142.0 21,147.68 Length of the Total road (km) 158.4 Emissions 189,315.57

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Table E-18: Total GHG emissions of the expressway in 2017

Traffic GHG Road Section Section Av. Travel g-CO /kmVh 2 Emissions Length(Km) PCU PCUkm speed(km/hr) /day (,000) (,000) (Tons/Year) 1: (IC00-IC01) 3.5 5.80 20.29 40.0 161.0 1,192.11 2: (IC01-IC02) 5.3 18.83 99.80 40.0 161.0 5,864.69 3: (IC02-IC03) 9.3 14.21 132.13 30.0 186.0 8,970.60 4: (IC03-IC04) 9.0 13.78 124.00 30.0 186.0 8,418.50 5: (IC04-IC05) 18.1 14.89 269.47 40.0 161.0 15,835.57 6: (IC05-IC06) 10.9 14.89 162.28 40.0 161.0 9,536.34 7: (IC06-IC07) 10.1 18.70 188.83 40.0 161.0 11,096.57 8: (IC07-IC08) 16.3 11.02 179.63 90.0 152.0 9,965.65 9: (IC08-IC09) 13.8 22.94 316.50 90.0 152.0 17,559.59 10: (IC09-IC10) 16.0 12.37 197.92 90.0 152.0 10,980.60 11: (IC10-IC11) 15.3 33.79 517.02 90.0 152.0 28,684.14 12: (IC11-IC12) 6.32 40.68 257.09 90.0 152.0 14,263.42 13: (IC12-IC13) 3.98 38.52 153.33 90.0 152.0 8,506.50 14: (IC13-IC14) 7.2 73.07 526.07 90.0 152.0 29,186.25 15: (IC14-IC15) 4.1 64.87 265.96 90.0 152.0 14,755.62 16: (IC15-End) 9.2 55.60 511.54 80.0 142.0 26,513.04 Length of the Total road (km) 158.4 Emissions 221,329.18 Table E-19: Total GHG emissions of the expressway in 2018

Traffic GHG Road Section Section Length Av. Travel speed g-CO /kmVh 2 Emissions (Km) PCU PCUkm (km/hr) /day (,000) (,000) (Tons/Year) 1: (IC00-IC01) 3.5 6.09 21.30 40.0 161.0 1,251.75 2: (IC01-IC02) 5.3 19.89 105.43 40.0 161.0 6,195.45 3: (IC02-IC03) 9.3 14.84 138.05 30.0 186.0 9,372.16 4: (IC03-IC04) 9.0 13.69 123.22 90.0 152.0 6,836.19 5: (IC04-IC05) 18.1 13.27 240.17 90.0 152.0 13,324.57 6: (IC05-IC06) 10.9 18.07 196.93 90.0 152.0 10,925.69 7: (IC06-IC07) 10.1 19.35 195.40 90.0 152.0 10,841.05 8: (IC07-IC08) 16.3 18.79 306.23 90.0 152.0 16,989.53 9: (IC08-IC09) 13.8 17.33 239.17 90.0 152.0 13,269.03 10: (IC09-IC10) 16.0 17.60 281.58 90.0 152.0 15,622.28 11: (IC10-IC11) 15.3 37.08 567.37 90.0 152.0 31,477.68 12: (IC11-IC12) 6.32 44.50 281.21 90.0 152.0 15,601.44 13: (IC12-IC13) 3.98 42.45 168.94 90.0 152.0 9,372.52 14: (IC13-IC14) 7.2 74.95 539.63 90.0 152.0 29,938.43 15: (IC14-IC15) 4.1 71.34 292.49 90.0 152.0 16,227.57 16: (IC15-End) 9.2 62.61 576.02 80.0 142.0 29,855.18 Length of the Total road (km) 158.4 Emissions 237,100.53

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Table E-20: Total GHG emissions of the expressway in 2020

Traffic GHG Road Section Section Av. Travel speed g-CO /kmVh 2 Emissions Length(Km) PCU PCUkm (km/hr) /day (,000) (,000) (Tons/Year) 1: (IC00-IC01) 3.5 6.15 21.51 80.0 142.0 1,114.92 2: (IC01-IC02) 5.3 20.84 110.45 90.0 152.0 6,127.88 3: (IC02-IC03) 9.3 20.84 193.81 90.0 152.0 10,752.69 4: (IC03-IC04) 9.0 20.78 187.03 90.0 152.0 10,376.37 5: (IC04-IC05) 18.1 20.78 376.14 90.0 152.0 20,868.03 6: (IC05-IC06) 10.9 21.96 239.34 90.0 152.0 13,278.71 7: (IC06-IC07) 10.1 23.51 237.43 90.0 152.0 13,172.66 8: (IC07-IC08) 16.3 16.66 271.53 90.0 152.0 15,064.23 9: (IC08-IC09) 13.8 17.24 237.87 90.0 152.0 13,197.06 10: (IC09-IC10) 16.0 15.72 251.46 90.0 152.0 13,950.78 11: (IC10-IC11) 15.3 36.71 561.71 90.0 152.0 31,163.61 12: (IC11-IC12) 6.32 39.91 252.23 90.0 152.0 13,993.79 13: (IC12-IC13) 3.98 37.91 150.89 90.0 152.0 8,371.14 14: (IC13-IC14) 7.2 66.41 478.15 90.0 152.0 26,527.87 15: (IC14-IC15) 4.1 59.76 245.00 90.0 152.0 13,592.35 16: (IC15-End) 9.2 63.88 587.68 80.0 142.0 30,459.33 Length of the Total road (km) 158.4 Emissions 242,011.41 Table E-21: Total GHG emissions of the expressway in 2026

Traffic GHG Road Section Section Length Av. Travel speed g-CO /kmVh 2 Emissions (Km) PCU PCUkm (km/hr) /day (,000) (,000) (Tons/Year) 1: (IC00-IC01) 3.5 9.21 32.23 80.0 142.0 1,670.38 2: (IC01-IC02) 5.3 31.16 165.15 90.0 152.0 9,162.71 3: (IC02-IC03) 9.3 31.02 288.52 90.0 152.0 16,007.27 4: (IC03-IC04) 9.0 30.82 277.36 90.0 152.0 15,388.04 5: (IC04-IC05) 18.1 30.13 545.35 90.0 152.0 30,256.18 6: (IC05-IC06) 10.9 32.67 356.06 90.0 152.0 19,754.18 7: (IC06-IC07) 10.1 34.89 352.38 90.0 152.0 19,549.98 8: (IC07-IC08) 16.3 25.12 409.52 90.0 152.0 22,720.24 9: (IC08-IC09) 13.8 25.90 357.48 90.0 152.0 19,832.72 10: (IC09-IC10) 16.0 23.45 375.12 90.0 152.0 20,811.66 11: (IC10-IC11) 15.3 52.14 797.67 90.0 152.0 44,254.48 12: (IC11-IC12) 6.32 57.09 360.83 90.0 152.0 20,019.07 13: (IC12-IC13) 3.98 54.81 218.14 90.0 152.0 12,102.62 14: (IC13-IC14) 7.2 83.44 600.76 90.0 152.0 33,330.21 15: (IC14-IC15) 4.1 75.09 307.89 90.0 152.0 17,081.48 16: (IC15-End) 9.2 76.62 704.87 80.0 142.0 36,533.27 Length of the Total road (km) 158.4 Emissions 338,474.49

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Table E-22: Total GHG emissions of the expressway in 2036

Traffic GHG Road Section Section Length Av. Travel speed g-CO /kmVh 2 Emissions (Km) PCU PCUkm (km/hr) /day (,000) (,000) (Tons/Year) 1: (IC00-IC01) 3.5 13.65 47.76 80.0 142.0 2,475.27 2: (IC01-IC02) 5.3 46.31 245.43 90.0 152.0 13,616.59 3: (IC02-IC03) 9.3 43.45 404.04 90.0 152.0 22,416.06 4: (IC03-IC04) 9.0 43.79 394.10 90.0 152.0 21,864.72 5: (IC04-IC05) 18.1 41.54 751.91 90.0 152.0 41,715.98 6: (IC05-IC06) 10.9 48.52 528.86 90.0 152.0 29,340.99 7: (IC06-IC07) 10.1 51.86 523.83 90.0 152.0 29,061.89 8: (IC07-IC08) 16.3 40.37 657.97 90.0 152.0 36,503.94 9: (IC08-IC09) 13.8 41.32 570.22 90.0 152.0 31,635.58 10: (IC09-IC10) 16.0 36.41 582.61 90.0 152.0 32,323.09 11: (IC10-IC11) 15.3 68.16 1042.85 90.0 152.0 57,857.21 12: (IC11-IC12) 6.32 77.48 489.64 90.0 152.0 27,165.34 13: (IC12-IC13) 3.98 77.38 307.98 90.0 152.0 17,086.97 14: (IC13-IC14) 7.2 106.59 767.44 90.0 152.0 42,577.62 15: (IC14-IC15) 4.1 86.13 353.13 90.0 152.0 19,591.82 16: (IC15-End) 9.2 86.50 795.78 80.0 142.0 41,245.36 Length of the Total road (km) 158.4 Emissions 466,478.43 458. The expressway mostly runs through rural areas with sparsely populated areas, so no effects from vehicular emissions on human well-being are expected. On the whole route, there is only one tunnel, so air pollution reduction should be effected by installing of a fan system. More importantly, a strategy for air pollution reduction associated with vehicular emissions must be considered and prepared during the expressway development by VEC and other relevant agencies (e.g. MOT, MONRE, and MOST). For example, vehicles not complying with emission standards of Vietnam (e.g. QCVN 05:2009/BGTVT – National technical regulation on emission of gaseous pollutants from assembly-manufactured automobiles and new imported automobiles) are not allowed using the expressway. d. Noise 459. Increased traffic volume will cause noise impacts. Noise level depends upon four main sources: (i) vehicles, (ii) friction between vehicles and the road surface, (iii) driver behavior, and (iv) construction and maintenance activities. In general, the loudness of traffic noise is increased by heavier traffic volume, higher speeds, and greater numbers of trucks. Vehicle noise is a combination of the noise produced by the engine, exhaust, and tires. The loudness of traffic noise can also be increased by defective mufflers or other faulty equipment on vehicles. 460. Traffic noise represents a potential source of short term noise impacts. The dB scale of noise measurement is a logarithmic one. All other factors remaining the same, it would take a 22% increase in traffic volume to cause a 1 dB(A) increase in noise levels, a 58% increase in traffic to cause a 2 dB(A) increase and a 100% increase in traffic to cause a 3 dB(A) increase. Typical noise levels for passenger vehicles are 72 to 74 dB(A) at 88 km per hour at a distance of 15 meters; typical noise levels for medium trucks are 80 to 82 dB(A) at 88 km per hour (55 miles per hour) at a distance of 15 meters (50 feet); and typical noise levels for heavy trucks are 84 to 86 dB(A) at 88 km per hour (55 miles per hour) at a distance of 15 meters (50 feet). For a line source when the distance doubles the noise level decreases by 3 dB(A). The FHWA has established noise impact criteria for different land

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uses close to highways. Some of the criteria are shown in Table E-23. Table E-23: Noise criteria for different land uses 10 Land use L10 LAeq Residential 70 dB(A) 67 dB(A) Commercial 75 dB(A) 72 dB(A) 461. In order to obtain a relatively precise prediction of traffic noise in the operation phase of the Hanoi - Langson expressway, noise diffusion computation software named SOUND32 was employed for computing based on the traffic volume predicted for the years 2016, 2026 and 2036. 462. SOUND32 is a product of the Traffic Administration of California, USA. SOUND has been tested and allowed as a tool to evaluate noise to serve urban and traffic projects in California. With high stability, SOUND32 is also in use for various researches, traffic development and construction projects in many countries all over the world.

463. Prediction of noise levels (LAeq) for different sections and distances are given in the Table E-24, E-25 and E-26.

10 L10 denotes the level, in dB(A), which is exceeded for only one-tenth of any specified hour. In order to calculate L10, levels need to be recorded periodically, perhaps as often as every 5 seconds.

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Table E-24: Prediction of noise levels in 2019 (dB (A))

Distance IC 0-1 IC 1-2 IC 2-3 IC 3-4 IC 4-5 IC 5-6 IC 6-7 IC 7-8 IC 8-9 IC 9-10 IC 10-11 IC 11-12 IC 12-13 IC 13-14 IC 14-15 IC 15 -350 58.8 64.3 64.3 65.0 65.0 65.0 65.3 65.9 65.6 65.6 69.7 70.1 70 72.5 71.3 70.6 -200 63.0 68.4 68.4 69.2 69.2 69.2 69.4 70.0 69.7 69.7 73.8 74.2 74.1 76.6 75.5 74.7 -150 64.8 70.3 70.3 71.0 71.0 71.0 71.3 71.9 71.6 71.6 75.7 76.1 76 78.4 77.3 76.6 -100 67.3 72.7 72.7 73.5 73.5 73.5 73.7 74.3 74.0 74.0 78.1 78.5 78.4 80.9 79.8 79 -50 70.9 76.4 76.4 77.1 77.1 77.1 77.3 77.9 77.7 77.6 81.7 82.2 82.1 84.5 83.4 82.6 -40 72.0 77.5 77.5 78.2 78.2 78.2 78.4 79.0 78.8 78.7 82.8 83.3 83.2 85.6 84.5 83.7 -30 73.4 78.8 78.8 79.6 79.6 79.6 79.8 80.4 80.1 80.1 84.2 84.6 84.5 87 85.9 85.1 -20 75.2 80.7 80.7 81.4 81.4 81.4 81.7 82.3 82.0 82.0 86.1 86.5 86.4 88.9 87.8 87 -10 78.3 83.8 83.8 84.5 84.5 84.5 84.8 85.4 85.1 85.1 89.2 89.6 89.5 92 90.8 90.1 0 85.9 91.4 91.4 92.1 92.1 92.1 92.4 93.0 92.7 92.7 96.8 97.2 97.1 99.5 98.4 97.7 10 78.3 83.8 83.8 84.5 84.5 84.5 84.8 85.4 85.1 85.1 89.2 89.6 89.5 92 90.8 90.1 20 75.2 80.7 80.7 81.4 81.4 81.4 81.7 82.3 82.0 82.0 86.1 86.5 86.4 88.9 87.8 87 30 73.4 78.8 78.8 79.6 79.6 79.6 79.8 80.4 80.1 80.1 84.2 84.6 84.5 87 85.9 85.1 40 72.0 77.5 77.5 78.2 78.2 78.2 78.4 79.0 78.8 78.7 82.8 83.3 83.2 85.6 84.5 83.7 50 70.9 76.4 76.4 77.1 77.1 77.1 77.3 77.9 77.7 77.6 81.7 82.2 82.1 84.5 83.4 82.6 100 67.3 72.7 72.7 73.5 73.5 73.5 73.7 74.3 74.0 74.0 78.1 78.5 78.4 80.9 79.8 79 150 64.8 70.3 70.3 71.0 71.0 71.0 71.3 71.9 71.6 71.6 75.7 76.1 76 78.4 77.3 76.6 200 63.0 68.4 68.4 69.2 69.2 69.2 69.4 70.0 69.7 69.7 73.8 74.2 74.1 76.6 75.5 74.7 350 58.8 64.3 64.3 65.0 65.0 65.0 65.3 65.9 65.6 65.6 69.7 70.1 70 72.5 71.3 70.6

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Table E-25: Prediction of noise levels in 2026 (dB (A)) 2026 IC-0-1 IC-1-2 IC-2-3 IC-3-4 IC-4-5 IC-5-6 IC-6-7 IC-7-8 IC-8-9 IC-9-10 IC-10-11 IC-11-12 IC-12-13 IC-13-14 IC-14-15 IC-15 -350 49.7 66.3 64.8 67.1 64.8 67.1 67.4 66.5 66.6 66.5 70.5 71 70.3 72.7 71.3 70.5 -200 53.5 70.4 68.9 71.3 68.9 71.3 71.5 70.6 70.7 70.6 74.6 75.1 74.4 76.8 75.4 74.6 -150 54.9 72.3 70.8 73.1 70.8 73.1 73.4 72.5 72.6 72.5 76.5 77 76.3 78.7 77.3 76.4 -100 56.4 74.7 73.2 75.5 73.2 75.5 75.8 74.9 75.0 74.9 78.9 79.4 78.7 81.1 79.7 78.9 -50 57.6 78.4 76.8 79.2 76.8 79.2 79.4 78.5 78.7 78.5 82.6 83.1 82.3 84.8 83.4 82.5 -40 57.8 79.5 77.9 80.3 77.9 80.3 80.5 79.6 79.8 79.6 83.7 84.2 83.4 85.9 84.5 83.6 -30 58.0 80.8 79.3 81.7 79.3 81.7 81.9 81.0 81.1 81.0 85 85.5 84.8 87.2 85.9 85 -20 58.1 82.7 81.2 83.5 81.2 83.5 83.8 82.9 83.0 82.9 86.9 87.4 86.7 89.1 87.7 86.9 -10 58.2 85.8 84.3 86.6 84.3 86.6 86.9 86.0 86.1 86.0 90 90.5 89.8 92.2 90.8 90 0 58.2 93.4 91.9 94.2 91.9 94.2 94.5 93.6 93.7 93.6 97.6 98.1 97.4 99.8 98.4 97.5 10 58.2 85.8 84.3 86.6 84.3 86.6 86.9 86.0 86.1 86.0 90 90.5 89.8 92.2 90.8 90 20 58.1 82.7 81.2 83.5 81.2 83.5 83.8 82.9 83.0 82.9 86.9 87.4 86.7 89.1 87.7 86.9 30 58.0 80.8 79.3 81.7 79.3 81.7 81.9 81.0 81.1 81.0 85 85.5 84.8 87.2 85.9 85 40 57.8 79.5 77.9 80.3 77.9 80.3 80.5 79.6 79.8 79.6 83.7 84.2 83.4 85.9 84.5 83.6 50 57.6 78.4 76.8 79.2 76.8 79.2 79.4 78.5 78.7 78.5 82.6 83.1 82.3 84.8 83.4 82.5 100 56.4 74.7 73.2 75.5 73.2 75.5 75.8 74.9 75.0 74.9 78.9 79.4 78.7 81.1 79.7 78.9 150 54.9 72.3 70.8 73.1 70.8 73.1 73.4 72.5 72.6 72.5 76.5 77 76.3 78.7 77.3 76.4 200 53.5 70.4 68.9 71.3 68.9 71.3 71.5 70.6 70.7 70.6 74.6 75.1 74.4 76.8 75.4 74.6 350 49.7 66.3 64.8 67.1 64.8 67.1 67.4 66.5 66.6 66.5 70.5 71 70.3 72.7 71.3 70.5

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Table E-26: Prediction of noise levels in 2036 (dB(A))

Distance IC-0-1 IC-1-2 IC-2-3 IC-3-4 IC-4-5 IC-5-6 IC-6-7 IC-7-8 IC-8-9 IC-9-10 IC-10-11 IC-11-12 IC-12-13 IC-13-14 IC-14-15 IC- 15 -350 63.1 68.1 66.9 68.8 67.3 69.0 69.2 68.6 68.8 68.9 72 72.2 71.6 73.3 72.3 71.2 -200 67.2 72.2 71.0 72.9 71.4 73.1 73.3 72.7 72.9 73.0 76.1 76.3 75.7 77.5 76.4 75.3 -150 69.1 74.1 72.9 74.8 73.3 75.0 75.2 74.6 74.8 74.9 78 78.2 77.5 79.3 78.3 77.2 -100 71.5 76.5 75.3 77.2 75.7 77.4 77.6 77.0 77.2 77.3 80.4 80.6 80 81.8 80.7 79.6 -50 75.2 80.2 79.0 80.8 79.3 81.1 81.3 80.6 80.9 81.0 84 84.3 83.6 85.4 84.4 83.3 -40 76.3 81.3 80.1 81.9 80.4 82.2 82.4 81.7 82.0 82.1 85.1 85.4 84.7 86.5 85.4 84.4 -30 77.6 82.7 81.5 83.3 81.8 83.5 83.8 83.1 83.3 83.5 86.5 86.8 86.1 87.9 86.8 85.8 -20 79.5 84.5 83.3 85.2 83.7 85.4 85.6 85.0 85.2 85.3 88.4 88.6 88 89.8 88.7 87.6 -10 82.6 87.6 86.4 88.3 86.8 88.5 88.7 88.1 88.3 88.4 91.5 91.7 91.1 92.8 91.8 90.7 0 90.2 95.2 94.0 95.9 94.4 96.1 96.3 95.7 95.9 96.0 99.1 99.3 98.6 100.4 99.4 98.3 10 82.6 87.6 86.4 88.3 86.8 88.5 88.7 88.1 88.3 88.4 91.5 91.7 91.1 92.8 91.8 90.7 20 79.5 84.5 83.3 85.2 83.7 85.4 85.6 85.0 85.2 85.3 88.4 88.6 88 89.8 88.7 87.6 30 77.6 82.7 81.5 83.3 81.8 83.5 83.8 83.1 83.3 83.5 86.5 86.8 86.1 87.9 86.8 85.8 40 76.3 81.3 80.1 81.9 80.4 82.2 82.4 81.7 82.0 82.1 85.1 85.4 84.7 86.5 85.4 84.4 50 75.2 80.2 79.0 80.8 79.3 81.1 81.3 80.6 80.9 81.0 84 84.3 83.6 85.4 84.4 83.3 100 71.5 76.5 75.3 77.2 75.7 77.4 77.6 77.0 77.2 77.3 80.4 80.6 80 81.8 80.7 79.6 150 69.1 74.1 72.9 74.8 73.3 75.0 75.2 74.6 74.8 74.9 78 78.2 77.5 79.3 78.3 77.2 200 67.2 72.2 71.0 72.9 71.4 73.1 73.3 72.7 72.9 73.0 76.1 76.3 75.7 77.5 76.4 75.3 350 63.1 68.1 66.9 68.8 67.3 69.0 69.2 68.6 68.8 68.9 72 72.2 71.6 73.3 72.3 71.2

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464. Noise levels will increase rapidly together with the increase in traffic volume (in PCU) of all sections: compared with that of 2019, noise levels will increase by 0.2 – 2.1 dBA in 2026 and 0.9 – 4.3 dBA in 2036 (at centerline). First sections of the route (Lang Son province) the noise level increases faster than end sections of the route (Bac Ninh to NH#5). Noise level at 50 m distant in all sections from Lang Son to Nhu Nguyet bridge exceeds permissible standard used for residential area in daytime (70 dBA). 465. In 2019: at 200 m distant from the centerline IC01 – IC9-10 of Lang Son section the noise level is less than 70 dBA. However, IC10-11 – IC15 the noise level exceeds standard used for residential area in daytime (6 a.m. – 6 p.m.: 70 dBA). At 350 m distant from the centerline the noise level exceeds standard, except for IC 13 - IC15, however, within this distance no sections have noise level meeting standard used for special area such as school, church, pagoda, medical station… in daytime (60 dBA). 466. In 2026, vehicular noise will increase highly. Noise level at 50 m distant in all sections exceeds 76 dBA (the highest is 84.8 dBA in IC13 – IC14). At 200 m distant noise level still exceeds standard in daytime except for IC3 – IC4. At 350 m and over distant from the centerline most sections have noise level lower than standard used for residential area in daytime apart from IC13 – IC15. 467. In 2036, when traffic volume goes to maximum level, noise level at the centerline in all sections exceeds 91 dBA, and the highest is 100.4 dBA of IC13 – IC14. At 50 m distant from the centerline noise level in all sections exceeds 75 dBA. Noise level of 70 dBA is of the distance of 180 – 250 m in some sections. 468. Prediction of traffic noise levels are also illustrated with the following graphs in figures from E-14 to E-26.

Figure E-14: Traffic noise levels in 2036 at section of IC#0-IC#1

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Figure E-15: Traffic noise levels in 2036 at section of IC#1-IC#2

Figure E-16: Traffic noise levels in 2036 at section of IC#2-IC#3

Figure E-17: Traffic noise levels in 2026 at section of IC#3-IC#4

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Figure E-18: Traffic noise levels in 2036 at section of IC#3-IC#4

Figure E-19: Traffic noise levels in 2026 at section of IC#4-IC#5

Figure E-20: Traffic noise levels in 2036 at section of IC#4-IC#5

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Figure E-21: Traffic noise levels in 2019 at section of IC#9-IC#10

Figure E-22: Traffic noise levels in 2036 at section of IC#9-IC#10

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Figure E-23: Traffic noise levels in 2026 at section of IC#13-IC#14

Figure E-24: Traffic noise levels in 2036 at section of IC13 – IC14

Figure E-25: Traffic noise levels in 2026 at section of IC15

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Figure E-26: Traffic noise levels in 2036 at section of IC15 469. In theory, there are a number of options that can be used to reduce or mitigate traffic noise. These include traffic management, highway design, and noise barriers including earthen berms. In reality, noise mitigation is often infeasible due to space requirements, aesthetic issues and financial costs, or because the costs outweigh the benefits. Any specific mitigation measure recommended as part of a project must be feasible and have a reasonable cost in relation to the benefit. Mitigation measures are described below:  Expressway design and maintenance: Design should avoid steep grades and sharp corners to reduce noise resulting from acceleration, braking, gear changes, and the use of engine brakes by heavy trucks at critical locations. Generally, smooth, well-maintained surfaces such as freshly laid asphalt without grooves and cracks will keep noise to a minimum;  Vehicular measures: Motor vehicle noise can be reduced at the source, for example through vehicle construction, selection of tires and exhaust systems, as well as vehicle maintenance; and  Noise barriers: Noise barriers are among the most common mitigative measures used. They are the most effective if they break the line of sight between the noise source and the receptors being protected. Construction of noise barriers between the expressway and the affected receivers would reduce noise levels by physically blocking the transmission of traffic-generated noise. The types of noise barriers most commonly employed consist of earth mounds or walls of wood, metal, or concrete which form a solid obstacle between the road and roadside communities. Two or more barrier types are often combined to maximize effectiveness. Planting of trees and shrubs, for instance, contribute little to actual noise reduction. Building facade insulation such as double window glazing, is an option usually adopted as a last resort in order to dampen noise in buildings. 470. However, impacts of noise on human welfare living along the road are not significant, because most of the communities are located away from the roadsides. More importantly, a noise monitoring program will be instituted at this phase in sensitive areas and further mitigation measures for noise impacts will be considered.

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2. Social impacts a. Traffic accidents 471. For the expressway, when accidents happen they often cause extremely serious damage to man and property and it might cause long-term impacts on family and society. 472. Not complying with traffic safety regulations such as overspeed, use of alcohol during driving, etc., is deemed as the major cause of unexpected traffic accidents. Otherwise, the bad weather conditions and smoke due to the custom of burning straw after harvesting will also contribute to traffic accidents. 473. Therefore, to mitigate accidents, local peoples and drivers must strictly comply with traffic safety regulations. Additionally, an emergency plan should be prepared and practiced by responsible agencies such as VEC, provincial DONRE, provincial DOH, and provincial traffic police for coping with accidents. b. Flooding 474. The expressway can cause temporary and localized flooding, especially during the rainy season and this will result in social problems such as difficult movements, disruption to agricultural activities of local farmers, and indirect impacts such as creation of ideal habitats for mosquitoes and a high potential for water-borne diseases spreading. 475. The major cause is the fact that the expressway will modify water flows in the project area such as narrowing and blocking of these water flows, especially drainage systems and irrigation canals. This impact can be mitigated by careful surveys and proper designs. c. Rapid development of service, industrial and urban areas along the road 476. The expressway can lead to a rapid development of service, commercial, industrial and urban areas along the road and this will cause a disfiguration of the landscape of the road and master plan problems. This impact will be obviated by policy makers and planners during development of the expressway project. 477. The expressway can also result in encroachment of the safety zone by local communities along the road. For example, local peoples can build their houses or shops in the safety zone. Clearly, this action violates regulations of road traffic safety and it has to be banned. To protect the safety zone from encroachment by local communities, local authorities must conduct regular checking of this zone, educating local peoples on their responsibility for protecting the national expressway. Otherwise, any illegal building activity in the safety zone will have to be punished severely. 478. Along with the expressway project, then rapid development of industrial, commercial and urban areas along will trigger cumulative impacts due to loss of productive lands and other social issues.

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F. CUMULATIVE IMPACTS OF THE HANOI – LANGSON EXPRESSWAY PROJECT

479. Method used: Geographical Information System (GIS), Checklists, Consultation and Modelling. I. Background to the Project 480. There are proposals to construct an expressway scheme between Dong Dang in Lang son the border of Republic of China and Hanoi that will provide a link between China and Hanoi. The area is already popular for tourism at Lang Son province and for industrial development in Bac Giang and Bac Ninh provinces, and the objective of the expressway construction is to improve access to this region of three provinces and therefore facilitate international transportation improvement, tourism and associated economic benefits. The selected route crosses a rolling hilly area predominantly undulated and Red river basin plain which is predominantly flat and largely developed with agriculture and some commercial/industrial along the route. The vicinity area in Lang Song is of particular interest for sites of landscape importance of limestone mountain range. The Environmental Assessment Report studied one part of the proposed expressway development (160km section between Dong Dang in Lang Son province and Hanoi). II. Overview of the methodology 481. The Environmental Assessment was undertaken by a team of specialists, local sub- contracted environmental consultant’s team and coordinated by a project manager. The Environmental Assessment Report was undertaken by a team of specialists and local specialists of sub consultants, coordinated by a project leader. The assessment of the two options considered possible cumulative and indirect impacts. A scoping study was undertaken to identify the most important issues. Detailed consultations with Provincial Government PPC’s and the public meeting were carried out. 482. An Environmental study team was set up to consider the environmental issues arising from the project. The study team met on a regular basis to discuss the potentially significant impacts and possible solutions which included the consideration of indirect and cumulative impacts. A matrix identifying the significant issues was used as the basis of the scoping exercise and for discussions by the Environmental study team. The main sensitive receptors that were identified as potentially experiencing significant impacts were included human beings, ground and surface water and wildlife. 483. Scoping of the Environmental Assessment was comprised preparing a scoping document of terms of reference, meeting with the relevant authorities to discuss the project and scope of the assessment, and updating the scoping document. Within the document, the main issues of the project and a description of the likely major impacts were set out. In addition, an outline of the analysis that was to be done for each receptor, including analysis of the interactions, was given. 484. A study area of 160 km from Dang Dong, Lang Son the border of China to Intersection of NH5 in Hanoi was used in the assessment of the impacts of the proposed route options. The study area had already been defined for the project prior to the need to consider impact interactions. Information from consultations and surveys was used to establish the baseline conditions of the study area. The sensitive receptors were identified as being surface and groundwater, landscape, flora and fauna, residential areas and historic features associated with the town, and the ecosystems classified in terms of the impact interaction groups. 485. Environmental Impact Assessment Report was prepared for the scheme, the study team carried out under the guidelines and standards of the Vietnamese Government and

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ADB guidelines. Public meetings and participation was an important element of the project. Different study areas were used depending on the particular environmental parameter that was assessed. For example, for some parameters a 500m wide corridor within 1.2km environmental zone was selected for collection of baseline data. 486. A significant amount of baseline data was collected for the scheme and this was used to develop a Geographical Information System (GIS) specifically for the project. Information entered onto the GIS included climate and topographical data. The GIS covered a wide area that extended beyond the proposed road alignment. 487. The Environmental Assessment Report took into consideration planned developments when carrying out the impact assessments. However, it acknowledged that although the impact on proposed development could be assessed, once operational the expressway would encourage further growth of the region that could not be predicted at the time of the Environmental Assessment. 488. The potential cumulative impacts of noise arising from the existing road and the proposed new Expressway were identified, as were possible indirect impacts on the communities and their structure. 489. Baseline information on the natural resources of the study area had already been collected through field survey. Further information was collected for the assessment of the potential impacts on the community structure. This comprised questioning residents in the area for their opinions on the Expressway and the impacts. 490. The Environmental Assessment Report included each topic (sensitive receptor) which described the existing environment and assessed the impacts identified. Table 92 has been compiled to show in a summarized some of the indirect and cumulative impacts that were identified in the assessment. Table F-1: Location of identified potential impact sources Location Item of Cumulative impact Description of impact 0km +600 Community disintegration Resettlement, Direct and accessibility indirect impact 1km +600 Community disintegration Accessibility indirect impact 1km +800 Accessibility to farmland Accessibility indirect impact 6km +300 Accessibility to community Indirect impact 6km +200 Accessibility to farmland Indirect impact 6km +600 to 6km + 700 Accessibility to farmland Indirect impact 7km +200 to 7km + 500 Accessibility to community Indirect impact 9km +300 to 10km +000 Water reservoir at down Crossing 80m and 50m, 13.5ha stream water surface area 13km +800 to 14km + Accessibility to community Indirect impact 200 17km +000 to 17km + Community disintegration, Resettlement, Direct and 200 accessibility to community accessibility indirect impact 19km +000 to 19km + Community disintegration, Resettlement, Direct and 800 accessibility to community accessibility indirect impact 19km +800 to 20km + Accessibility to farmland Indirect impact 600 20km +700 to 20km + Community disintegration, Resettlement, Direct and 900 accessibility to community accessibility indirect impact

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24km +800 to 25km + Community disintegration, Resettlement, Direct and 000 accessibility to community accessibility indirect impact 27km +600 to 27km + Community disintegration, Resettlement, Direct and 800 accessibility to community accessibility indirect impact 28km +600 to 28km + Community disintegration, Resettlement, Direct and 800 accessibility to community accessibility indirect impact 32km +700 to 32km + Community disintegration, Resettlement, Direct and 800 accessibility to community accessibility indirect impact 33km+315 to 34+65 Blasting of tunnel excavation Direct and indirect impact 35km+100 Community disintegration, Resettlement, Direct and accessibility to community accessibility indirect impact 37km +000 to 38km + Community disintegration, Resettlement, Direct and 100 accessibility to community accessibility indirect impact 38km +600 to 38km + Community disintegration, Resettlement, Direct and 700 accessibility to community accessibility indirect impact 44km +000 to 44km + Community disintegration, Resettlement, Direct and 600 accessibility to community accessibility indirect impact by interchange 45km +200 to 45km + Community disintegration, Resettlement, Direct and 400 accessibility to community accessibility indirect impact 47km +500 Community disintegration, Resettlement, Direct and accessibility to community accessibility indirect impact 48km +700 to 48km + Community disintegration, Resettlement, Direct and 800 accessibility to community accessibility indirect impact 49km +550 Community disintegration, Resettlement, Direct and accessibility to community accessibility indirect impact 50km +300 to 50km + Community disintegration, Resettlement, Direct and 600 accessibility to community accessibility indirect impact 50km +800 Community disintegration, Resettlement, Direct and accessibility to community accessibility indirect impact 52km +300 to 53km + Community disintegration, Resettlement, Direct and 100 accessibility to community accessibility indirect impact 54km +700 to 55km+200 Community disintegration, Resettlement, Direct and accessibility to community accessibility indirect impact 56km +400 to 56km + Community disintegration, Resettlement, Direct and 800 accessibility to community accessibility indirect impact 57km +900 to 58km + Community disintegration, Resettlement, Direct and 100 accessibility to community accessibility indirect impact 58km +700 to 59km + Community disintegration, Resettlement, Direct and 400 accessibility to community accessibility indirect impact 60km +100 to 60km + Community disintegration, Resettlement, Direct and 300 accessibility to community accessibility indirect impact 61km +400 Community disintegration, Resettlement, Direct and indirect accessibility to community impact 62km +000 to 62km + Community disintegration, Resettlement, Direct and 100 accessibility to community accessibility indirect impact 63km +400 to 63km + Community disintegration, Resettlement, Direct and

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700 accessibility to community accessibility indirect impact 64km +100 to 65km + Community disintegration, Resettlement, Direct and 200 accessibility to community accessibility indirect impact 69km +700 to 69km + Community disintegration, Resettlement, Direct and 900 accessibility to community accessibility indirect impact 72km +500 Community disintegration, Resettlement, Direct and accessibility to community accessibility indirect impact 74km +600 to 74km + Community disintegration, Resettlement, Direct and 800 accessibility to community accessibility indirect impact 78km +800 Community disintegration, Resettlement, Direct and accessibility to community accessibility indirect impact by administrative building 80km +200 Community disintegration, Resettlement, Direct and accessibility to community accessibility indirect impact 81km+800 Community disintegration, Resettlement, Direct and accessibility to community accessibility indirect impact 82km +600 to 83km + Accessibility to community Indirect impact 000 85km +800 to 86km + Community disintegration, Resettlement, Direct and 000 accessibility to community accessibility indirect impact 91km +000 to 91km + Community disintegration, Indirect impact 200 accessibility to community 92km +300 Community disintegration, Resettlement, Direct and accessibility to community accessibility indirect impact 94km +600 Community disintegration, Resettlement, Direct and accessibility to community accessibility indirect impact 95km +000 Community disintegration, Resettlement, Direct and accessibility to community accessibility indirect impact 96km +400 to 96km + Community disintegration, Resettlement, Direct and 600 accessibility to community accessibility indirect impact 98km +800 Community disintegration Resettlement, Direct and accessibility indirect impact 99km +500 Community disintegration Resettlement, Direct and indirect impact 104km +300 Community disintegration, Resettlement, Direct and indirect impact 105km +800 to 106km + Community disintegration, Resettlement, Direct and 400 accessibility to community accessibility indirect impact 106km +500 to 107+000 Community disintegration, Resettlement, Direct and accessibility to community accessibility indirect impact 108km+200 to 109km + Community disintegration Resettlement, Direct and indirect 200 impact 113km +000 to 115km + Near to aquaculture water Indirect impact 600 body 115km +700 to 109km + Community disintegration, Resettlement, Direct and 900 accessibility to community accessibility indirect impact 124km+600 to 128km + Irrigation channel Indirect impact 900 disintegration

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129km+900 to 130km + Accessibility to community Indirect impact 000 130km+400 to 130km + Accessibility to community Indirect impact 800 131km+650 to 132km + Accessibility to community Indirect impact 700 145km +000 to 145+ 400 Accessibility to community Indirect impact 146km +200 to 146 +700 Accessibility to community Indirect impact 491. As major cumulative impacts, types of potential impact interactions and indirect impact identified are shown in Table F-2. Table F-2: Types of Potential Impact Interactions and Indirect Impacts Identified Impact Comment Indirect impact on quality of Potential for exhaust emissions to take part in chemicals to release water in reservoir for into reservoir downstream of the expressway. Geographic of the irrigation use down ward of area has low undulating hilly character with forestation and some the expressway. farming, reservoir could potentially affect water quality if vehicle emissions spills from the expressway. Impact from noise of Identified at assessment stage and noise modeling. Noise level expressway, with and becomes higher than the standard, measure of noise barrier without mitigation. installation and or buffer plantation of trees will be required near at some settled areas. Indirect impact on Used questionnaires to gather information on accessibility of community structure neighboring communities and community facilities and identify local concerns. Impact of traffic emissions Potential for exhaust emission (CO2) to take part in global warming (CO2) on global warming effects in accordance with increase of traffic volume after impact construction of the expressway. This potential indirect impact is considered by the project team to be assessed through target years. Impact of tunnel Potential for tunnel construction to take part in ground water within construction on hilly mountain area, Impact of ground water current and groundwater current and changeable of flow may be occurred. changeable of flow. 492. Detail case of indirect and cumulative impacts identified within the Hanoi – Lang Son Expressway study is outlined below: 1. Case 1: Impact Interaction and Indirect Impact on Reservoir a. Collection of Baseline Data 493. Data collection and development of the GIS identified sites of water body and reservoir in the area especially down ward of the proposed Expressway alignment. Although there would be no direct impact on these features, the potential was identified for indirect impacts as a result of the interaction of pollutants from exhaust emissions from the expressway. 494. Many of the emissions from traffic can react together with pollutants which can also have significant effects. As they disperse nearby in the ground surface during the time taken for reaction, the concentrations of pollutants are not always high near to the source of the emissions. The area to be given impacts may be rather limited for the total area of water body.

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b. Assessment and Reporting of Impacts 495. The Environmental Assessment used the GIS to identify reservoir sites which may indirectly be affected during construction and operation of the expressway (vehicle emissions). Where significant impacts were identified, minor amendments were made to the route corridor to mitigate this impact during operation. In addition, sodding on the slope of the embankment is proposed to act as a screen and barrier to pollutants. 2. Case 2: Cumulative Impacts of Noise a. Collection of Baseline Data 496. The expressway would run mainly along farm land and foothill area, passing some settled areas of local community. Predicted background noise levels were assessed higher than the standard at certain receptor points. b. Assessment and Reporting of Impacts 497. The impacts of noise from potential new expressway on receptors were assessed. The predicted noise levels from the expressway were modeled to establish where there would be a significant increase, without mitigation (noise barriers). The results of the assessment were shown in the table of the main text representing the predicted noise levels from the expressway. 3. Case 3: Indirect Impacts on Community a. Collection of Baseline Data 498. The assessment identified that the impacts on communities were potentially significant. Meetings with residents and local authorities were used to gather information on the opinions and concerns of residents who would be affected by the provision of the expressway, during both the construction and operation phase. b. Assessment and Reporting of Impacts 499. The proposed expressway would affect the accessibility of inter communities along the expressway route would divert access to other communities and also result in some severance of previously linked communities in other areas. The expressway would have both an immediate impact on movement and the use of some community facilities, and a more subtle impact apparent only over time. The information gathered from the meetings provided the basis for the assessment of the indirect impacts on the communities.

4. Case 4: Impact of traffic emissions (CO2) on global warming impact a. Collection of Baseline Data 500. Collection of traffic volume through existing road, calculation of future traffic demand study by the study team and basic information and data on vehicle and equipment for fuel consumption rate and emission coefficient from various international criteria, data and study report and on global warming effects for the construction phase and operation phase. The assessment identified that the impacts on communities were potentially significant. Meetings with residents and local authorities were used to gather information on the opinions and concerns of residents who would be affected by the provision of the expressway, during both the construction and operation phase. b. Assessment and Reporting of Impacts

501. The assessment identified that the impacts on CO2 emission as global warming effects were potentially significant. During the construction through the years, total volume of quantity of work activities were calculated in relation to total equipments and vehicles, then total CO2 emission was calculated through the construction phase.

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5. Case 5: Impact of tunnel construction on groundwater current and changeable of flow a. Collection of Baseline Data 502. Data collection and development of the GIS identified site of tunnel section in the area. According tunnel construction an excavation activities cut original geological strata of mountain and these activities would be some impact on ground water current if there are identified. The potential might be identified for direct or indirect impacts as a result of the interaction of excavation of the tunnel construction. b. Assessment and Reporting of Impacts 503. There are not available on proper information and data of bore hole for ground water on the site of tunnel construction. During detail design and construction phases, proper bore hole tests and analysis are necessary to identified the status of ground water condition either significant or not for impact to the vicinity down ward area. If significant impact considered, proper mitigation measures might be prepared depending scale and location. III. Induced impact: CO2 emission during the construction

504. Induced impact on CO2 emission in relation to global warming effects during construction phase is assessed, and it was applied following calculation basis. 505. Calculation basis: Total materials required and equipments for entire work during the construction period are shown in Table F-3. Table F-3: Total materials required and equipments for the entire work Required Materials for construction Quantity Required equipment Bulldozer D7, Vibratory Roller, Tired Embankment (m3) 25,818,677 Roller, Hydraulic Excavator Dump Track, Bulldozer D7, Tired Roller, Bollow Material (m3) 9,018,232 Hydraulic Excavator Dump Track, Bulldozer D7, Wheel Loader, Hydraulic Excavator, Hydraulic Excavation Soil (m3) 36,956,699 Excavator, Backhoe Removal (m3) 33,825 Dump Track, Wheel Loader, Vibratory Base, Sub base Aggregate (m3) 2,747,709 Roller, Motor Grader 14G, Tired Roller, For Asphalt Fine Aggregate pavement (m3) 429,303 Dump Track, Wheel Loader Aggregate (m3) 1,073,257 Dump Track, Wheel Loader Asphalt (t) 1,855,627 Tired Roller, Asphalt Paver, Asphalt Distributor, Asphalt Plant For Concrete Fine Aggregate (m3) 93,985 Wheel Loader, Aggregate (m3) 161,117 Wheel Loader, Concrete m3 Crawler Crane, Concrete transit Mixer, Concrete Pump, Concrete Plant, 225,095 Shotcrete Precast Product (Girder) 2,001 Precast Product (ton) 70,082 Stake Truck,

506. Calculation of CO2 emission: Global warming in relation to construction activities and transportation of materials, CO2 gas emission is calculated as following formula.

CO2 emission quantity (kg-CO2)= Transportation volume (vehicle/km) x Emission rate (kg- CO2/vehicle/km)

507. Summary of CO2 emission by operation of equipments for HN-LS during Construction is predicted 100,485.3 tons as shown Table F-4.

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Table F-4: Summary of CO2 emission by operation of equipments for HN-LS Equipment during Construction (0km to160km: Emission by fuel consumption) Total Fuel Total fuel Fuel Total Unit of CO2 Total CO2 consumption con- Total Equipment Capacity Fuel consumption operation fuel emission Unit of CO emission per hour sumption volume 2 rate (l/kWh) hour (kgCO /l) (tonCO )- (tonCO )-2 (l/hr) (l) 2 2 2 1 Dump truck 11t Diesel 0.05 12 5,360,132 3,216,079 2.26 7,268.3 - - - Bulldozer D7 21t Diesel 0.175 27 1,794,840 8,480,619 2.26 19,166.2 - - - 3 Wheel Loder 4.2m Diesel 0.153 33 40,249 203,217 2.26 459.3 - - - Motor Grader 14G 3m/200HP Diesel 0.108 9.2 12,212 12,134 2.26 27.4 - - - Vibratory Roller 11t Diesel 0.152 16 113,011 274,843 2.26 621.1 - - - Tired Roller 20t Diesel 0.1 7.1 108,570 77,085 2.26 174.2 - - -

3 Hydraulic Excavator 1.0m Diesel 0.175 29 5,060,856 25,683,844 2.26 58,045.5 - - - 3 Backhoe 0.6m Diesel 0.175 18 1,539,862 4,850,565 2.26 10,962.3 - - -

Crawler Crane 290t Diesel 0.089 23 4,004 8,196 2.26 18.5 - - - 2.26 0.0 - - - Concrete transit Mixer 10t Diesel 0.059 13 450,190 345,296 2.26 780.4 - - - 3 Concrete Pump 60yd Diesel 0.41 60 7,503 184,574 2.26 417.1 - - - 3 3 (Concrete Plant) (40m /hr) 5,627 (m3) 311.3kgCO2/m 1,751.7 Concrete Stake Truck 12t Diesel 0.158 30 58,402 276,825 2.26 625.6 - - - Diesel 2.26 0.0 - - - Asphalt Paver 4.7m Diesel 0.152 4.1 32,901 20,504 2.26 46.3 - - - Asphalt Distributor 5t Diesel 0.09 7.4 61,854 41,195 2.26 93.1 - - - (Asphalt Plant) (60t/hr) 30,927 (ton) 0.04114kg/CO2/kg 1,272,336.8 Asphalt 11kw Diesel 0.429 4.7 4,667 9,410 2.26 21.3 - - - Drill machine for Tunnel Excavation Shotcrete 6m3/hr Diesel 0.19 4.2 1,332 1,063 2.26 2.4 - - -

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Sub-total emission of CO2 (ton) 98,729.1 1,274,088.5 Total emission of CO2 (ton) 1,372,817.6

Note: Capacity of equipments used for construction activities are applied current construction works utilized, all of these equipments use diesel fuel, fuel consumption rate and fuel consumption per hour are referred data base on construction equipments rental table issued Japan Association of construction mechanization, 2010. Source of unit of fuel for concrete and asphalt is adopted from the primary unit of emission, Japan Institute of Civil Engineering.

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IV. Cumulative impacts on soils 508. Cumulative impacts involving soil damage may affect many aspects of the environment. For example, the expressway construction could encourage bush fire and deforestation, which, in turn, could lead to erosion of bare slopes, rechanneling of streams, and possibly minor landslides. V. Indirect impacts on flora and fauna 509. In many cases, indirect impacts are more damaging than direct ones, and their effects can be felt farther, sometimes several dozen kilometers, from the road. 510. Accessibility: The expressway increases contact between humans and the natural environment, which in most cases leads to ecosystem modification. Penetration of previous unmodified areas makes them available for a host of human activities of varying effect, from recreation, forest and urbanization. The road will also facilitate poaching during the work periods, and subsequently hunting and fishing. 511. Ecological disequilibrium: The importation of new plant and animal species along the right-of-way can upset the dynamic balance which exists in ecosystems. Native species face competition for resources from new arrivals, and predator-prey relationships can be altered, often to the detriment of the native species. Non-native species can gain a competitive advantage because of a lack of natural controls and become dominant. The result is usually a simplified ecosystem which is more vulnerable to further impacts. 512. Contamination of the biota: The presence of motor vehicles introduces the potential for contamination of the soil, air, and water adjacent to the road, and in the case of surface water, well beyond the immediate surroundings. Chronic contamination can become a serious problem for animal species, especially those at the top of food chain, because of bioaccumulation of pollutants. 513. Fires: Increases in human activity are often associated with more frequent incidents of fires, which can obviously have sudden, severe, and wide-ranging impacts. 514. Transmission of disease: The expressway is effective vectors for spread of diseases, which can have marked impacts on populations of plant and animal species. Carriers of diseases, both floral and faunal, can gain easy access to widerness areas along the road corridors. Transportation of livestock and plant products, such as firewood, animal feed, and fruit, may also aid in spreading disease. VI. Indirect impacts on water 515. The expressway project not only causes impacts on nearby water sources but also on off-ROW water sources such as at borrow areas, causing erosion and siltation. It also causes modification of surface and subterranance water flows and resulting drying and flooding. VII. Cumulative impacts due to land acquisition 516. The expressway will lead to development of industrial, commercial, urban and service areas along the corridor. Along with land loss due to the expressway, the development will continues acquiring some land areas. Consequently, productive land continues decreasing in area and other social problems continue arising such as loss of income, loss of livelihood, etc. As an example, the box below shows the development plan of Bac Giang province along the corridor of the national highway#1A by which productive land area is less and less.

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BOX 1. An example of development plan of Bac Giang province along National Highway#1A corriodor for cumulative impacts due to land loss

To efficiently and suitably make use of advantages of National Highway#1A as well as land funds along both sides of the highway for economic development and sustainable development goals, Bac Giang province have oriented developing the area becoming the economic centre and large residential area, including sectors such as industry, service, residential area, agriculture, and open space area at the northwest gateway of the province and Bac Giang city.  To form two big complexes of urban areas and industries at the south of the highway and around Bac Giang town with aim at facilitating travel and limiting going across the highway of workers.  To form 7 industrial zones and complexes along both sides of the highway, separating from the urban area, namely:  Dinh Tram Industrial Zone, Dong Vang and Viet Yen Industrial Complexes located in the north of the highway with total land area of 158 hectares be used for manufacturing electronic products, information technology products, automation, textile and garment, foodstuff product processing, plastics, packages, papers;  Van Trung Industrial Zone located in the south of the highway with total land area of 136 hectares belonging to Van Trung commune, Viet Yen district. This industrial zone is used for manufacturing clean industrial products, high technology products, electronic products, accurate mechanical products, auto and motorbike assembling, etc.  Quang Chau Industrial Zone is located in the south of the national highway, bordering Cau River, with total land area of 289 hectares belonging to Quang Chau commune, Viet Yen district. The industrial zone is mainly used for manufacturing construction materials, wood processing, docking, etc.  Song Khe - Noi Hoang Industrial Complex is located in the south of the highway, bordering Thuong river, with the area of 212 hectares, belonging to communes of Song Khe and Noi Hoang of Yen Dung district. This industrial complex is used for manufacturing construction materials, textile and garment, shoe for export, mechanics, electronic products, industrial products, high technology products, and etc.  Coc Industrial Complex is located at the crossing point between the highway and National road #31, with the area of 28 hectares, belonging to Dinh Tri commune, Lang Giang district. This complex is used for garment industry and shoe processing for export.  Lang Giang Industrial Complex is located in the east of the highway, with the area of 24 hectares, and used for manufacturing construction materials.  Dong Bac Industrial Complex belongs to Bac Giang city with the area of 207.5 hectares, and be used for chemical industry, fertilizer industry, and small scale industry.  To form the worker training area with the area of 15 hectares located beside Dinh Tram Industrial Zone.

VIII. Induced impacts: CO2 emission during operation

517. During operation period CO2 emission will increase through the expressway due to traffic volume demand, annual CO2 emission volumre of ton/ year by the target years as shown in the table E-17 (as of 2015), E-18 (as of 2017), E-19 (as of 2018), E-20 (as of 2021), E-21 (as of 2026), E-22 (as of 2036). Summary of annual CO2 emission volume in accordance increase of traffic demand is shown in table

Table F-5: Annual CO2 emission in target year (ton CO2/year) Year 2015 2017 2018 2020 2026 2036 CO2 emission 189,316 221,329 237,101 242,011 338,474 446,478

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G. ANALYSIS OF ALTERNATIVES

517. No-Action Alternative. The do-nothing alternative would be to rely on the existing road network using New NH1A and Old NH1A. Though classified as national highways, these are winding roads with ribbon development alongside, resulting in long journey times, frequent traffic accidents, and high economic cost. The current journey time from Ha Noi to Lang Son is approx. 2.5 hours by car and 3 hours for heavy trucks. The lack of high-standard transport infrastructure is the major constraint on economic development in the project provinces. 518. Other Transport Modes. The railway provides an important alternative route for passengers and freight and serves the major population centers along the route. Journey time from Ha Noi to Lang Son is approx. 4 - 5 hours. But because the railway gauges on the PRC and Viet Nam sides of the border are incompatible, transshipment at the border is necessary. Bulk goods are often ferried by roadway and Chinese railway. 519. Alternative Alignments. Alternative alignments were considered at the Pre- Feasibility Study stage conducted by TEDI in 2005. Three alternatives are considered over the six sections designated to comprise, in total, the Ha Noi – Lang Son controlled access expressway. For each section, there were some alternative alignments proposed of which only one alternative alignment will be recommended based on key factors such as low construction cost, insignificant environmental impacts, low resettlement, suitable for the master plans of the provinces, low traffic accident rates, ability to connect to the existing roadway system, short traveling time, etc. 520. Environmental considerations have been studied on alternative alignment routes on the Ha Noi - Lang Son Expressway project through Lang Son, Bac Giang and Bac Ninh provinces. Evaluation of the alternative routes are divided into 6 sections and summary tables present four factors in order to compare similar groups of sections, namely i) route of section 1, ii) route of section 2 to section 3, iii) route of section 4 to section 5, and iv) route of section 6. 521. Future environmental considerations without the project: Presently the traffic volume of national highway NH1A is rapidly increased because of economic and trade growth in relation to border trade between PRC and Viet Nam trade. NH1B had been upgraded the width of carriage way, however it is 2 lane capacity and most of route passes through within limited area with many curved section especially in mountainous areas in Lang Son. Traffic vehicles are high share of large trucks and container trucks and disturbing smooth driving speed causing traffic congestion at curved and sloped sections. 522. Transportation routes of Ha Noi to Lang son is a major trip destination, it takes 4 to 5 hours to reach the trip destination. All the local peoples along NH1A are obliged to be affected environmental degradation as vehicle emission gas, dust, noise and vibration level, and also traffic safety. Present situation of environmental quality is becoming worsen and serious. Especially large vehicle traffic is the most environmental concern and need them to detour another transport route. 523. Characteristics of impacts of each section: a) Section 1 is rather flat to slight hilly area in Lang Son province:  Alternative 1 route (Bypass expressway. St.1+800 to St.27+150) pass through undulated foothill area of mostly forestation land avoiding passing within urbanized areas. Major environmental impact significance is less than others on affected households and land acquisition area is mostly forestation land. Advantage is full traffic control and more traffic safety.

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 Alternative 2 route (Open Urban road.St.1+800 to St.24+000) runs mainly along existing NH1A with widening and some hillside areas due to geometrical considerations. Major environmental impact significance is more affected households, commercial/industrial facilities and land acquisition area is mostly urbanized land and costly. Traffic safety will become worse due to mixing of various types of vehicles and noise problems due to the at grade road structure. Community segregation issues also arise.  Alternative 3 route (Partial viaduct expressway with frontage road. St.1+800 to St.24+000) runs mainly the same as the Alternative-2 route. Major environmental impact significance is more affected households, commercial/industrial facilities and land acquisition area is mostly urbanized land which is costly. Semi-controlled access is much better than Alternative 2, but very costly. b) Section 2 and section 3 are valley areas where existing NH1A passes through Lang Son province:  Alternative 1 route (Expressway. St.27+150 to St.45+250 and St.45+250 to St.66+750) passes through undulated foothill areas of mostly forestation land and agricultural land avoiding less settled areas. Major environmental impact significance is less than the others on affected households and land acquisition area is mostly forestation land. Advantages are full traffic control and more traffic safety.  Alternative 2 route (NH1A corridor. St.24+000 to St.43+850 and St.43+850 to St. 66+300) runs along existing NH1A with road widening. Major environmental impact significance is more affected households, commercial/industrial facilities and land acquisition area is mixed rural and urbanized land and is costly. Traffic safety will become worse due to mixed various types of vehicles and noise problems due to the at grade road structure. Community segregation issues also arise. c) Section 4 and section 5 are also valley areas in parallel with but apart from NH1A in Lang Son to Bac Giang provinces:  Alternative 1 route (Expressway. St.66+750 to St.96+300 and St.96+300 to St.109+350) passes through undulated foothill areas of mostly forestation land and agricultural land avoiding less settled areas. Major environmental impact significance is less than Alternative 2 on affected households and land acquisition area is mostly agricultural and forestation land. Advantages are full traffic control and more traffic safety.  Alternative 2 route (Expressway. St. 66+300 to St. 95+600 and St. 95+600 to St. 108+000) passes through undulated foothill areas in parallel to Alternative 1 and there is also mostly forestation land and agricultural land. Major environmental impact significance is more than Alternative 2 on affected households. The land acquisition area is mostly forestation land. Advantages are full traffic control and more traffic safety. d) Section 6 (Expressway. St.109+350 to St. 130+950 of proposed route or St. 108+000 to St. 129+635 of alternative case) has no alternative route but the proposed alignment route is mostly agricultural land and some industrial area in parallel with but apart from NH1A in Bac Giang and Bac Ninh provinces: Major environmental impact significance is on some affected households and land acquisition area. Advantages are full traffic control and more traffic safety. 524. For environmental impact evaluation purpose a rating system is applied for the following tables. 525. Rating on significance of impact:

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 A: Serious impact is expected.  B: Some impact is expected.  C: Almost no impact is expected.  ++: Impacts are enhancements. Table G-1: Check list of environmental considerations for alternative routes on Ha Noi – Lang son Expressway project (Section 1)

Section 1: Screening Alt-1: Bypass Alt-2: Open Urban Alt-3: Viaduct items expressway (St.1+800 road expressway – St.27+150) (St.1+800 – w/h frontage

Min. ROW:60m St.24+000) road.

Full controlled Min. ROW:44m (St.1+800 – St. access system At grade open 24+000) Min.

road system ROW:70m

Impact Impact Impact Semi controlled access system A: Project siting 1 Cultural No The route does not No The route does not No The route heritage site pass through. pass through. does not pass through. 2 Protected area No The route does not No The route does not No The route pass through. pass through. does not pass through. 3 Wetlands No The route does not No The route does not No The route pass through. pass through. does not pass through. 4 Buffer zone of No The route does not No The route does not No The route protected area pass through. pass through. does not pass through. 5 Special area No The route does not No The route does not No The route for protecting pass through. pass through. does not pass biodiversity through. B: Potential Environmental Impacts Socio-economic environment: 1 Involuntary A Some farmer’s A Commercial/ A Commercial/ Resettlement residential houses residential houses residential exist along the route. and industrial houses and These are to be facilities exist along industrial affected. Basically, the route. These facilities exist most of the land for the are to be affected. along the ROW is agricultural Basically, most of route. These and forestation areas. land for the ROW are to be Affected properties belongs to the affected. and houses in the new public. Affected Basically, most road section are to be properties and of the land for matters of relevant houses in the road the ROW official processes for widening areas are belongs to the compensation. to be matters of public. relevant official Affected processes for properties and compensation. houses in the road widening

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areas are to be matters of relevant official processes for compensation. 2 Local ++ Increase employment ++ Increase ++ Increase economy such opportunities during & opportunities for opportunities as after construction. economic activities. for economic employment Increase activities. and livelihood, employment Increase etc. opportunities during employment & after opportunities construction. during & after construction. 3 Land use and ++ Increase opportunities ++ Increase ++ Increase utilization of for potential land use opportunities for opportunities local and local resources potential land use for potential resources use. and local resources land use and use. local resources use. 4 Social ++ Encourage ++ Encourage ++ Encourage institutions infrastructure infrastructure infrastructure such as social development in the development in the development infrastructure nearby area and nearby area and in the nearby and local improvement of the improvement of the area and decision- area. area. improvement making of the area. institutions 5 Existing social ++ Increase convenience ++ Increase ++ Increase infrastructures and smooth service for convenience and convenience and services nearby residents if smooth service for and smooth access ways are nearby residents. service for prepared where But community nearby crossing the bypass segregation occurs residents. But road. between both sides community of the road. segregation occurs between both sides of the road. 6 The poor, B Some poor class B Some poor class B Some poor indigenous peoples, indigenous peoples, class peoples, and ethnic and ethnic people may indigenous and indigenous people be living in the vicinity. ethnic people may and ethnic Very little impact is be living in the people may be expected. vicinity. Very little living in the impact is expected. vicinity. Very little impact is expected. 7 Misdistribution ++ Some benefit is shared ++ Benefit is shared by ++ Benefit is of benefits and by local vicinity all local residents. shared by all damage residents. local residents. 8 Encroachment C No specific assets C No specific assets C No specific on exist and no impact is exist and no impact assets exist historical/cultur expected is expected and no impact al areas; is expected disfiguration of landscape 9 Local conflict B There is not very much B There is not very B There is not

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of interests conflict of interests. much conflict of very much interests. conflict of interests. 10 Rights of C Benefits of common C No specific right of C No specific Common use of free use land common right of may be reduced common slightly. 11 Sanitation B Temporary and small B Temporary and B Temporary and impacts on sanitation small impacts on small impacts during construction sanitation during on sanitation period. construction period. during construction period. 12 Hazards B Temporary and small A Traffic safety A Some traffic (Risks), impacts during problems due to safety Infectious construction period. mixed traffic flow of problems due diseases various types and to mixed traffic speed vehicles and flow. pedestrians. . Temporary and Temporary and small impacts small impacts during during construction construction period. period. Natural environment 1 Topography C No large scale C Little alteration is C Little alteration and alteration is required required by the is required by Geographical by the project. No project. No impact the project. No features impact is expected. is expected. impact is expected. 2 Soil Erosion B Temporary and limited C Temporary and B Temporary and affects during the quite limited affects limited affects earthworks during the during the sub- construction. Basically, construction. structure not much impact Basically, no impact construction of expected. expected. the viaduct. Basically few impacts are expected. 3 Groundwater C Temporary and small C Temporary and B Temporary impacts on almost no impacts impacts on groundwater. on groundwater. groundwater during sub- structure construction of the viaduct. 4 Hydrological B Possibly some short C Almost no impact C Almost no Situation term impacts during expected during impact construction but few construction. expected impacts are expected. during construction. 5 Flora, Fauna B Very few impacts are C No impact is C No impact is and expected because the expected because expected Biodiversity project area is mostly the project area is because the a manmade existing NH1A. project area is agricultural/forestation existing NH1A biosphere. area. 6 Meteorology C No impact expected. C No impact C No impact expected. expected. 7 Landscape C Little impact is C No impact is C No impact is

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expected. expected. expected. Pollution 1 Air Pollution B Some temporary A Some temporary A Some impacts are expected impacts are temporary during construction expected during impacts are phase. construction phase. expected However in during operation, the at construction grade roads have phase. serious air pollution However in problems along the operation, the road. at grade roads have serious air pollution problems along the road. 2 Water B Temporary and quite B Temporary and B Temporary and Pollution limited affects during quite limited affects quite limited the construction. during the affects during Basically, few impacts construction. the are expected. Basically, few construction. impacts are Basically, few expected. impacts are expected. 3 Soil B No toxic chemical use B No toxic chemical B No toxic Contamination so that almost no use so that almost chemical use impacts are expected. no impacts are so that almost expected. no impacts are expected. 4 Waste B Some waste and B Some waste and B Some waste refuse may be refuse may be and refuse generated, but can be generated, but can may be managed. Basically, be managed. generated, but no impact expected. Basically, no impact can be expected. managed. Basically, no impact expected. 5 Noise and B Few inhabitants A Many inhabitants A Many Vibration nearby, but those few nearby, they will be inhabitants will be temporarily temporarily affected nearby, they affected during the during the will be construction. Basically construction. But temporarily little impact expected. generation period affected during of noise and the vibration will construction. increase due to But generation traffic volume and period of noise at grade road and vibration condition. will increase due to traffic volume. 6 Ground C No serious impact C No serious impact B Some impacts Subsidence expected. expected. due to sub- structure of viaduct construction, But no serious impact

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expected. 7 Offensive C Very few settled areas B Many settled areas B Many settled Odors nearby. No impact nearby along the areas nearby expected. road. Some along the road. impacts expected. Some impacts expected. 8 Bottom B No major impact on C No major impact on C No major sediment river hydraulics and river hydraulics and impact on river little bottom no bottom hydraulics and sedimentation is sedimentation no bottom expected. expected. sedimentation expected. 9 Accidents B Construction should A Since construction A Since use established safety is in the existing construction is management methods road, traffic in the existing and safety equipment. accidents may be road, traffic The bypass road will serious if no proper accidents may be furnished with all safety measures be serious if standard safety are taken, in the no proper features. Very few operation period, safety impacts expected. various mixed types measure of vehicles and taken, in the their speed will operation easily cause period various serious traffic mixed types of accidents. vehicles and their speed will easily cause serious traffic accidents. Table G-2: Check list of environmental considerations for alternative routes on Ha Noi – Lang son Expressway project (Section 2 and Section 3)

Screening items Alt-1: Proposed expressway Alt-2: Expressway (NHIA

(St.27+150 – St.66+750) Corridor) (St.24+000 - St.

Min. ROW:60m 66+300) Impact Impact Full controlled access Min. ROW:60m system At grade open road system A: Project siting 1 Cultural heritage site No The route does not pass No The route does not pass through. through. 2 Protected area No The route does not pass No The route does not pass through. through. 3 Wetlands No The route does not pass No The route does not pass through. through. 4 Buffer zone of No The route does not pass No The route does not pass protected area through. through. 5 Special area for No The route does not pass No The route does not pass protecting through. through. biodiversity B: Potential Environmental Impacts Socio-economic environment: 1 Involuntary A Some farmer’s residential A Commercial/ residential Resettlement houses exist along the route. houses and industrial These are to be affected. facilities exist along the Basically, most of the land for route. These are to be the ROW is agriculture and affected. Basically, most of forestation areas. Affected the land for the ROW

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properties and houses in the belongs to the public. new road section are to be Affected properties and matters of relevant official houses in the road widening processes for compensation. areas are to be matters of relevant official processes for compensation. 2 Local economy such ++ Increase employment ++ Increase opportunities for as employment and opportunities during & after economic activities. Increase livelihood, etc. construction. employment opportunities during & after construction. 3 Land use and ++ Increase opportunities for ++ Increase opportunities for utilization of local potential of land use and local potential of land use and resources resources use. local resources use. 4 Social institutions ++ Encourage infrastructure ++ Encourage infrastructure such as social development in the nearby development in the nearby infrastructure and area and improvement of the area and improvement of the local decision- area. area. making institutions 5 Existing social ++ Increase convenience and ++ Increase convenience and infrastructures and smooth service for nearby smooth service for nearby services residents if access ways are residents. But community prepared where crossing the segregation occurs between bypass road. both sides of the road. 6 The poor, indigenous C Some poor class peoples, C Some poor class peoples, and ethnic people indigenous and ethnic people indigenous and ethnic people may be living in the vicinity. may be living in the vicinity. Very little impact is expected. Very little impact is expected. 7 Misdistribution of ++ Some benefit is shared by ++ Benefit is shared by all local benefits and damage local vicinity residents. residents. 8 Encroachment on C No specific assets exist and no C No specific assets exist and historical/cultural impact is expected no impact is expected areas; disfiguration of landscape 9 Local conflict of C There is little conflict of C There is little conflict of interests interests. interests. 10 Rights of Common C The benefits of common use of C No specific right of common free use land may be slightly reduced. 11 Sanitation B Temporary and small impacts B Temporary and small impacts on sanitation during on sanitation during construction period. construction period. 12 Hazards (Risks), B Temporary and small impacts A Traffic safety problems due Infectious diseases during construction period. to mixed traffic flow of various types and speeds of vehicles and pedestrians. Temporary and small impacts during construction period. Natural environment 1 Topographical and C No large scale alteration is C Little alteration is required by Geographical required by the project. No the project. No impact is features impact is expected. expected. 2 Soil Erosion B Temporary and limited affects B Temporary and quite limited during the earthworks affects during the construction. Basically, few construction. Basically, few impacts are expected. are expected. 3 Groundwater B Temporary and small impacts B Temporary and almost no on groundwater. impact on groundwater. 4 Hydrological B Possibly some short term B Possibly some short term Situation impacts during construction impacts during construction

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but few impacts are expected. but few impacts are expected. 5 Flora, Fauna and B Very few impacts are expected C No impact is expected Biodiversity because the project area is because the project area is mostly a manmade existing NH1A area. agricultural/forestation biosphere. 6 Meteorology C No impact expected. C No impact expected. 7 Landscape C Little impact is expected. C No impact is expected. Pollution 1 Air Pollution B Some temporary impacts are A Some temporary impacts are expected during construction expected during construction phase. phase. However in operation, at grade roads have serious air pollution problems along the road. 2 Water Pollution B Temporary and quite limited B Temporary and quite limited affects during the construction. affects during the Basically, few impacts construction. Basically, few expected. impacts expected. 3 Soil Contamination B No toxic chemical use so that B No toxic chemical use so that almost no impacts are almost no impacts are expected. expected. 4 Waste B Some waste and refuse may B Some waste and refuse may be generated, but can be be generated, but can be managed. Basically no impact managed. Basically no expected. impact expected. 5 Noise and Vibration B Few inhabitants nearby, but A Many inhabitants nearby and those few will be temporarily they will be temporarily affected during the affected during the construction. Basically, little construction. But operation impact expected. period noise and vibration will increase due to traffic volume and at grade road condition. 6 Ground Subsidence C No serious impact expected. C No serious impact expected. 7 Offensive Odors C Very few settled areas nearby. B Many settled areas nearby No impact expected. along the existing road. Some impacts are expected. 8 Bottom sediment B No major impact on river B No major impact on river hydraulics and little bottom hydraulics and little bottom sedimentation expected. sedimentation expected. 9 Accidents B Construction should use A Since construction is in the established safety existing road, traffic management methods and accidents may be serious if safety equipment. The no proper safety measures expressway will be furnished are taken, in operation period with all standard safety various types of mixed features. Very few impacts vehicles and their speed will expected. easily cause serious traffic accidents.

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Table G-3: Check list of environmental considerations for alternative routes on Ha Noi – Lang son Expressway project (Section 4 and Section 5) Section 4 and Section 5

Screening items Alt-1: Proposed expressway Alt-2: Expressway (St.

(St. 66+750 – St. 109+350) 66+300 - St. 108+000 )

Min. ROW:60m Min. ROW:60m Impact Impact Full controlled access Full controlled access system system A: Project siting 1 Cultural heritage site No The route does not pass No The route does not pass through. through. 2 Protected area No The route does not pass No The route does not pass through. through. 3 Wetlands No The route does not pass No The route does not pass through. through. 4 Buffer zone of No The route does not pass No The route does not pass protected area through. through. 5 Special area for No The route does not pass No The route does not pass protecting through. through. biodiversity B: Potential Environmental Impacts Socio-economic environment: 1 Involuntary A Some farmer’s residential A Some farmer’s residential Resettlement houses exist along the route. houses exist along the route. These are to be affected. These are to be affected. Basically, most of the land for Basically, most of the land for the ROW is agricultural and the ROW is agricultural and forestation area. Affected forestation area. Affected properties and houses in the properties and houses in the new road section are to be new road section are to be matters of relevant official matters of relevant official processes for compensation. processes for compensation. Alt-1 results in fewer resettled houses due to avoiding critical settled areas. 2 Local economy such ++ Increase employment ++ Increase opportunities for as employment and opportunities during & after economic activities. Increase livelihood, etc. construction. employment opportunities during & after construction. 3 Land use and ++ Increase opportunities for ++ Increase opportunities for utilization of local potential of land use and local potential of land use and resources resources use. local resources use. 4 Social institutions ++ Encourage infrastructure ++ Encourage infrastructure such as social development in the nearby development in the nearby infrastructure and area and improvement of the area and improvement of the local decision- area. area. making institutions 5 Existing social ++ Increase convenience and ++ Increase convenience and infrastructures and smooth service for nearby smooth service for nearby services residents if access ways are residents. But community prepared where crossing the segregation occurs between bypass road. both sides of the road. 6 The poor, indigenous B Some poor class peoples, B Some poor class peoples, and ethnic people indigenous and ethnic people indigenous and ethnic people may be living in the vicinity. may be living in the vicinity. Very little impact is expected. Very little impact is expected. 7 Misdistribution of ++ Some benefit is shared by ++ Some benefit is shared by benefits and damage local vicinity residents. local vicinity residents.

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8 Encroachment on C No specific assets exist and no C No specific assets exist and historical/cultural impact is expected no impact is expected areas; disfiguration of landscape 9 Local conflict of B There is little conflict of B There is little conflict of interests interests. interests. 10 Rights of Common C Some benefits of common use C Some benefits of common of free use land may be use of free use land may be reduced slightly. reduced slightly. 11 Sanitation B Some temporary impacts on B Some temporary impacts on sanitation during construction sanitation during construction period. period. 12 Hazards (Risks), B Temporary and small impacts B Temporary and small impacts Infectious diseases during construction period. during construction period. Natural environment 1 Topographical and C No large scale alteration is C No large scale alteration is Geographical required by the project. No required by the project. No features impact is expected. impact is expected. 2 Soil Erosion B Temporary and limited affects B Temporary and limited affects during the earthworks during the earthworks construction. Basically, little construction. Basically, little impact expected. impact expected. 3 Groundwater B Temporary and little impact on B Temporary and almost no groundwater. impact on groundwater. 4 Hydrological B Possibly some short term B Possibly some short term Situation impacts during construction impacts during construction but no permanent impacts but no permanent impact expected. expected. 5 Flora, Fauna and B Very few impacts are expected B Very few impacts are Biodiversity because the project area is expected because the project mostly a manmade area is mostly a manmade agriculture/forestation agriculture/forestation biosphere. biosphere. 6 Meteorology C No impact expected. C No impact expected. 7 Landscape C Little impact is expected. C No impact is expected. Pollution 1 Air Pollution B Some temporary impacts on B Some temporary impacts on sanitation during construction sanitation during construction period. period. 2 Water Pollution B Temporary and quite limited B Temporary and quite limited affects during the construction. affects during the Basically, few impacts construction. Basically, not expected. few impacts expected. 3 Soil Contamination B No toxic chemical use so that B No toxic chemical use so that almost no impact expected. almost no impact expected. 4 Waste B Some waste and refuse may B Some waste and refuse may be generated, but can be be generated, but can be managed. Basically, few managed. Basically, few impacts expected. impacts expected. 5 Noise and Vibration B Few inhabitants nearby, but B Few inhabitants nearby, but those few will be temporarily those few will be temporarily affected during the affected during the construction. Basically, little construction. Basically, little impact expected. impact expected. 6 Ground Subsidence C No serious impact expected. C No serious impact expected. 7 Offensive Odors C Very few settled areas nearby. C Very few settled areas No impact expected. nearby. No impact expected. 8 Bottom sediment B No major impact on river B No major impact on river

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hydraulics and little bottom hydraulics and little bottom sedimentation expected. sedimentation expected. 9 Accidents B Construction should use B Construction should use established safety established safety management methods and management methods and safety equipment. The safety equipment. The expressway will be furnished expressway will be furnished with all standard safety with all standard safety features. Very few impacts features. Very few impacts expected. expected.

Table G-4: Check list of environmental considerations for alternative route on Ha Noi – Lang son Expressway project (Section 6 and Section 7) Section 6 and Section 7

Screening items Alt-1: Proposed expressway (St. 109+350 – St. 158.400) or Expressway: NH1A (St. 108+000 – St. 158+400) Min. ROW:60m Impact Full controlled access system A: Project siting 1 Cultural heritage site No The route does not pass through. 2 Protected area No The route does not pass through. 3 Wetlands No The route does not pass through. 4 Buffer zone of No The route does not pass through. protected area 5 Special area for No The route does not pass through. protecting biodiversity B: Potential Environmental Impacts Socio-economic environment: 1 Involuntary A Some farmer’s residential houses exist along the route. These are Resettlement to be affected. Basically, most of the land for the ROW is mainly agricultural area and some developed area. Affected properties and houses in the new road section are to be matters of relevant official processes for compensation. Alt-1 has fewer resettled houses due to utilize the existing NH1A and almost no critical settled areas. 2 Local economy such ++ Increase employment opportunities during & after construction. as employment and livelihood, etc. 3 Land use and ++ Increase opportunities for potential of land use and local utilization of local resources use. resources 4 Social institutions ++ Encourage infrastructure development in the nearby area and such as social improvement of the area. infrastructure and local decision- making institutions 5 Existing social ++ Increase convenience and smooth service for nearby residents if infrastructures and access ways are prepared where crossing the bypass road.. services 6 The poor, indigenous B Some poor class peoples may be living in the vicinity. Very little and ethnic people impact is expected. 7 Misdistribution of ++ Some benefit is shared by local vicinity residents. benefits and damage 8 Encroachment on C No specific assets exist and no impact is expected historical/cultural

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areas; disfiguration of landscape 9 Local conflict of B There is little conflict of interests. interests 10 Rights of Common C Some benefits of common use of free use land may be reduced slightly. 11 Sanitation B Temporary and small impacts on sanitation during construction period. 12 Hazards (Risks), B Temporary and small impacts during construction period. Infectious diseases Natural environment 1 Topographical and C No large scale alteration is required by the project. No impact is Geographical expected. features 2 Soil Erosion B Temporary and limited affects during the earthworks construction. Basically, little impact expected. 3 Groundwater B Temporary and little impact on groundwater. 4 Hydrological Situation B Possibly some short term impacts during construction but no permanent impact expected. 5 Flora, Fauna and B Very few impacts are expected because the project area is mostly Biodiversity a manmade agriculture biosphere. 6 Meteorology C No impact expected. 7 Landscape C Little impact is expected. Pollution 1 Air Pollution B Some temporary impacts are expected during construction phase. 2 Water Pollution B Temporary and quite limited affects during the construction. Basically, few impacts expected. 3 Soil Contamination B No toxic chemical use so that almost no impact expected. 4 Waste B Some waste and refuse may be generated, but can be managed. Basically, few impacts expected. 5 Noise and Vibration B Few inhabitants nearby, but those few will be temporarily affected during the construction. Basically little impact expected. 6 Ground Subsidence C No serious impact expected. 7 Offensive Odors C Very few settled areas nearby. No impact expected. 8 Bottom sediment B No major impact on river hydraulics and little bottom sedimentation expected. 9 Accidents B Construction should use established safety management methods and safety equipment. The expressway will be furnished with all standard safety features. Very few impacts expected.

526. Comparison of the Alternative Alignments for Hanoi – Lang Son Expressway Project: Comparison of each alignment shown in Table G-5 to G-9.

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Table G-5: Comparison of the Alternative Alignments in Section 1 Upgrading 2 Expressway Expressway on lane road to 4 Evaluation criteria different alignment existing alignment lane urban highway I. SECTION 1 1. Impact Receptors – Rural communities Urban communities Urban Description: People and residing in sparsely (Lang Son town and communities environment (i.e. air, water, populated areas, Cao Loc) residing in (Lang Son town soil, wildlife, vegetation, etc.) domesticated medium to densely and Cao Loc that are exposed to road animals, wildlife that populated areas, District) in construction and operations had adopted in domesticated medium to related Environmental human settlements, animals, air shed, densely impacts. trees and water ways and soil. populated agriculture crops; air areas, shed, water bodies domesticated and agricultural soil. animals, air shed, water ways and soil. 2. Road Safety – Critical areas are Critical areas is the Critical areas Description: Motorist and along intersections stretch of the are the whole pedestrians are exposed to of the Expressway Alignment along stretch of the hazards posed by with NH1A, NH1A from Station Alignment along construction works and provincial and 7+500 to 21+000, NH1A from heavy equipment in communal roads (2 where the (13.5km) Station 1+800 operation. major intersections). to 23+900 (22.1 Traffic Management Traffic Management km). Mitigation: Planning and Plan to cover at Plan to cover most of implementation of traffic least the 2 critical the 13.5 km long Traffic Management and Safety road intersections. affected area. Management Program at the critical areas. Program to cover most of the 22.1 km long affected area. 3. Air pollution – Impact is temporary, Impact is temporary, Impact is Description: Dust reversible, and reversible, and temporary, suspension and gaseous mostly during mostly during reversible, and emissions resulting from construction phase. construction phase. mostly during construction works. Impact is Impact is not Impact is moderately construction temporary, reversible and significant due to significant due phase. Impact affects the receptors within open area and medium to densely is moderately the immediate vicinity of the sparse populated populated areas significant due proposed road alignment. cluster of houses. along and near the medium to Dust suspension will be felt road alignment. densely both during the construction Critical areas are a populated areas phase, while gaseous few cluster of Critical areas are along and near emissions will be houses in a rural medium to densely the road experienced in both phases. setting found near populated towns and alignment. Mitigation: Proper and the proposed road villages along the regular maintenance of alignment and those alignment (i.e. Dong Critical areas construction equipment, structures near the Dang, and Mai Pha). are medium to observance of speed limits 2 intersections with densely for construction vehicles, NH1A. populated regular moistening of towns and unpaved roads, covering villages along trucks transporting the alignment construction materials and (i.e. Dong

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Upgrading 2 Expressway Expressway on lane road to 4 Evaluation criteria different alignment existing alignment lane urban highway debris; and other house- Dang, and Mai keeping operations. Pha)

4. Noise pollution – Impact is not Impact is moderately Impact is Description: Generation of significant as the as the alignment moderately as construction and operations related road alignment passes through the alignment noise that can cause from simple traverses mostly medium to densely passes through nuisance to school children during rural areas that are populated areas. medium to class hours and sleeping residents and open and covered densely commuters, to exceptionally laud with much populated blasts that can cause emotional vegetation. Critical areas are areas. disturbance to people and domestic Critical areas are a medium to densely animals/wildlife. few clusters of populated towns and Critical areas Mitigation: Observance of speed houses in a rural villages along the are medium to limits for construction vehicles; regular setting found near alignment (i.e. Dong densely maintenance of construction the proposed road Dang, and Mai Pha) populated equipment. Noisy activities scheduled alignment. Installation of anti- towns and during regular working hours, noise walls in critical villages along installation of anti-noise walls in Anti-noise walls may areas may be the alignment sensitive areas (i.e. schools, hospitals, not be necessary. necessary. Other (i.e. Dong temples/churches, houses, and Other noise noise preventive/ Dang, and Mai government offices), noisy equipment preventive/ reduction measures Pha). (i.e. rock crushing plant, batching reduction measures mentioned are to be Installation of plants, electric generators) to be mentioned are to be implemented anti-noise walls located far from human settlements. implemented especially along in critical areas especially along critical areas. may be critical areas. necessary. Other noise preventive/ reduction measures mentioned are to be implemented especially along critical areas.

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Upgrading 2 Expressway Expressway on lane road to 4 Evaluation criteria different alignment existing alignment lane urban highway 5. Water pollution. Description: Untreated waste water, Critical areas are Critical areas are wet Critical areas sewage, petroleum products, wet lands and their lands and their are wet lands chemicals and other liquid refuse headwaters headwaters and their discharged from construction related intersected by the intersected by the headwaters activities gets into the natural alignment (i.e. Dong alignment (i.e. Dong intersected by waterbodies rendering it less to totally Dang River, Na Tam Dang River, Thuy the alignment unusable for its present uses (i.e. Lake, Tham Sinh Hung River, and (i.e. Dong Dang drinking, washing, bathing, irrigation, Lake, Phai Luong Kycung River) River Thuy etc.) Lake, Kycung River, Close monitoring of Hung River, and Mitigation: Proper collection and and Ban Ban River). construction works to Kycung River). treatment of liquid waste prior to Close monitoring of ensure minimal Close discharge into the natural waterways; construction works untreated monitoring of containment of waste petroleum to ensure minimal contaminants from construction products and spent chemicals in untreated construction works works to ensure proper containers for appropriate contaminants from gets to the rivers. minimal disposal later on; installation of septic construction works untreated tanks to process domestic waste gets to the wetlands contaminants water; most especially the from man-made lakes. construction works gets to the rivers. 6. Fragmentation of Communities. Description: The Critical areas are Critical areas are the Not an issue as proposed road serves as an artificial along major segment of NH1A this is an open wall that physically divides intersection with that will be taken urban road. communities blocking access to its NH1A (Station over by the proposed inhabitants on both sides of the road, 5+200, 27+100), as Expressway. thus preventing the free movement of well as other roads Frontage road is basic services, commerce and (i.e, 6+200, 18+000, necessary along livelihood. 19+500, etc) and Station 7+500 to Mitigation: Installation of road and paths that are 19+800. pedestrian crossing along critical regularly used by sections of the motorway to allow free local residents and movement of people and vehicles. If motorists. the existing road is taken over, then frontage roads should be built for use of the local traffic in lieu of the road they have lost due to the construction of the new Expressway. 7. Loss of Biodiversity: Not significant, as Not significant, as Not significant, Definition: It is the road alignment road alignment as road richness/abundance of species within traverses areas traverses urban alignment a given ecosystem. already converted to areas and those in traverses urban agro-ecosystem. the process of areas and those urbanization. in the process of urbanization. 8. Fragmentation of Habitat Not significant, as Not significant, as Not significant, Definition: It is the reduction of the road alignment road alignment as road natural habitat on which wildlife freely traverses areas traverses urban alignment live in. already converted to areas and those in traverses urban agro-ecosystem. the process of areas and those urbanization. in the process of urbanization.

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Upgrading 2 Expressway Expressway on lane road to 4 Evaluation criteria different alignment existing alignment lane urban highway 9. Loss of Land Definition: Land acquisition for Road Loss of land: 248.2 Loss of land: 58.6 Loss of land: Right of Way (ROW) leads to loss of hectares* hectares* 141. Hectares* land, loss of livelihood and loss of abode. Resettlement Cost: Resettlement Cost: Resettlement Mitigation: Implementation of US$48 million for US$88 million for Cost: US$174 approved Resettlement Plan that acquisition acquisition million for provides for compensation of losses acquisition and relocation of displaced peoples. 10. Loss of Forest land Loss of forest land: Loss of forest lands: Loss of forest Definition: Loss of forest land 138 hectares 16.6 hectares lands: 53.5 resulting from land acquisition for Tree species hectares ROW. affected are exotic Tree species Mitigation: a) Establishment of fast growing timber affected are exotic Tree species another forested area as replacement trees. These can fast growing timber affected are of loss forest land; b) Use of forest tree easily be trees. These can exotic fast species in the vegetative slope propagated in other easily be propagated growing timber stabilization measures of cut and open forest lands. in other open forest trees. These embankment slopes; c) Use of forest lands. can easily be tree species in landscaping propagated in expressway open areas; d) other open Resettlement Plan to include cost of forest lands. reforestation. Table G-6: Comparison of the Alternative Alignments in Section 2 SECTION 2 11. Impact Receptors – Rural communities residing in Urban communities Description: People and sparsely populated areas and those (Bac Thuy Commune) in environment (i.e. air, water, soil, at the intersection with NH1A (Bac medium populated wildlife, vegetation, etc.) that are Thuy Commune), domesticated areas, domesticated exposed to road construction and animals, wildlife that had adopted in animals, air shed, water operations related Environmental human settlements, trees and ways and soil. impacts. agriculture crops; air shed, water bodies and agricultural soil. 12. Road Safety – Critical areas are along Critical areas cover the Description: Motorist and intersections of the Expressway whole stretch of the pedestrians are exposed to hazards with NH1A (Station 42+600), and Alignment along NH1A posed by construction works and other roads. from Station 23+900 to heavy equipment in operation. Traffic Management Plan to cover 43+850. (19.95 km). at least the critical road Mitigation: Planning and intersection. Traffic Management implementation of traffic Program to cover most Management and Safety Program at of the 19.95 km long the critical areas. affected area. 13. Air pollution – Impact is temporary, reversible, and Impact is temporary, Description: Dust suspension and mostly during construction phase. reversible, and mostly gaseous emissions resulting from Impact is not significant due to during construction construction equipment. Impact is open area and sparse populated phase. Impact is temporary, reversible and affects the cluster of houses. moderately significant receptors within the immediate due medium populated vicinity of the proposed road areas (Bac Thuy alignment. Dust suspension will be Commune) along and felt both during the construction near the road alignment. phase, while gaseous emissions will be experienced in both phases. Critical areas are a few clusters of

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Mitigation: Proper and regular houses in a rural setting found near maintenance of construction the proposed road alignment and equipment, observance of speed those structures near the NH1A Critical areas are limits for construction vehicles intersection. medium to densely especially near populated areas, populated areas along regular moistening of unpaved the alignment (i.e. Bac roads, covering trucks transporting Thuy Commune). construction materials and debris; and other proper house-keeping operations in the construction camp and work areas. 14. Noise pollution – Description: Generation of Impact is not significant as the road Impact is moderately as construction and operations related alignment traverses mostly rural the alignment passes noise that can cause from simple areas that are open and covered through medium nuisance to school children during with much vegetation. populated areas. class hours and sleeping residents and commuters, to exceptionally laud blasts that can cause emotional Critical areas are medium density disturbance to people and domestic populated areas at the intersection Critical areas are animals/wildlife. with NH1A at Bac Thuy Commune. medium density Mitigation: Observance of speed Anti-noise walls may be necessary populated areas along limits for construction vehicles; near the intersection. Other noise the alignment (i.e. Bac regular maintenance of construction preventive/ reduction measures Thuy Commune). equipment. Noisy activities mentioned are to be implemented scheduled during regular working especially along critical areas. Installation of anti-noise hours, installation of anti-noise walls walls in critical areas in sensitive areas (i.e. schools, may be necessary. hospitals, temples/churches, houses, Other noise preventive/ and government offices), noisy reduction measures equipment (i.e. rock crushing plant, mentioned are to be batching plants, electric generators) implemented especially to be located far from human along critical areas. settlements. 15. Water pollution. Description: Untreated waste water, Critical areas are wet lands such as Critical areas are wet sewage, petroleum products, the Thung River and its tributaries lands such as the Thung chemicals and other liquid refuse intersected by the alignment in River and its tributaries discharged from construction related several places. intersected by the activities gets into the natural alignment in several waterbodies rendering it less to Close monitoring of construction places. totally unusable for its present uses works to ensure only minimal (i.e. drinking, washing, bathing, untreated contaminants from Close monitoring of irrigation, etc.) construction works gets to the construction works to Mitigation: Proper collection and Thung River and its tributaries ensure only minimal treatment of liquid waste prior to untreated contaminants discharge into the natural from construction works waterways; containment of waste gets to the Thung River petroleum products and spent and its tributaries. chemicals in proper containers for appropriate disposal later on; installation of septic tanks to process domestic waste water; 16. Fragmentation of Communities. Description: The Critical areas are along major Critical areas cover the proposed road serves as an artificial intersection with NH1A (Station whole Section 2 wall that physically divides 42+600), as well as other roads segment that will be communities blocking access to its such as NH1 (old alignment at Sta. taking over the existing inhabitants on both sides of the road, 43+250, 43+750, 44+700) and NH1A from Station

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thus preventing the free movement paths that are regularly used by 23+900 to 43+850. of basic services, commerce and local residents and motorists. livelihood. Frontage road and road Mitigation: Installation of road and crossings are necessary pedestrian crossing along critical all throughout the sections of the motorway to allow Section. free movement of people and vehicles. If the existing road is taken over, then frontage roads should be built for use of the local traffic in lieu of the road they have lost due to the construction of the new Expressway. 17. Loss of Biodiversity: Not significant, as road alignment Not significant, as road Definition: It is the traverses areas already converted alignment traverses richness/abundance of species to agro-ecosystem. urban areas and those within a given ecosystem. in the process of urbanization. 18. Fragmentation of Habitat Not significant, as road alignment Not significant, as road Definition: It is the reduction of the traverses areas already converted alignment traverses natural habitat on which wildlife to agro-ecosystem. urban areas and those freely live in. in the process of urbanization. 19. Loss of Land Definition: Land acquisition for Loss of land: 181.5 hectares Loss of land: 146.6. Road Right of Way (ROW) leads to Hectares loss of land, loss of livelihood and Resettlement Cost: US$6 million loss of abode. Resettlement Cost: Mitigation: Implementation of US$28 million approved Resettlement Plan that provides for compensation of losses and relocation of displaced peoples. 20. Loss of Forest land Loss of forest land: Loss of forest lands: Definition: Loss of forest land 86.8 hectares 54.7 hectares resulting from land acquisition for Tree species affected are exotic ROW. fast growing timber trees. These Tree species affected Mitigation: a) Establishment of can easily be propagated in other are exotic fast growing another forested area as open forest lands. timber trees. These can replacement of loss forest land; b) easily be propagated in Use of forest tree species in the other open forest lands. vegetative slope stabilization measures of cut and embankment slopes; c) Use of forest tree species in landscaping expressway open areas; d) Resettlement Plan to include cost of reforestation.

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Table G-7: Comparison of the Alternative Alignments in Section 3 Section 3 21. Impact Receptors – Rural communities residing Urban communities Description: People and environment in sparsely populated areas, (Nhanly Commune) in (i.e. air, water, soil, wildlife, vegetation, domesticated animals, wildlife medium populated areas, etc.) that are exposed to road that had adopted in human domesticated animals, air construction and operations related settlements, trees and shed, water ways and Environmental impacts. agriculture crops; air shed, soil. water bodies and agricultural soil. 22. Road Safety – Critical areas are along Critical areas cover most Description: Motorist and pedestrians intersections of the of the whole stretch of the are exposed to hazards posed by Expressway with other minor Alignment along NH1A construction works and heavy roads. from Station 45+250 to equipment in operation. Traffic Management Plan to 57+530. (12.28km). cover at least the critical road Mitigation: Planning and intersection. Traffic Management implementation of traffic Management Program to cover most of and Safety Program at the critical the 12.28 km long areas. affected area. 23. Air pollution – Impact is temporary, Impact is temporary, Description: Dust suspension and reversible, and mostly during reversible, and mostly gaseous emissions resulting from construction phase. Impact is during construction construction equipment. Impact is not significant due to open phase. Impact is temporary, reversible and affects the area and sparse populated moderately significant due receptors within the immediate vicinity cluster of houses. medium populated areas of the proposed road alignment. Dust (Bac Thuy Commune) suspension will be felt both during the along and near the road construction phase, while gaseous alignment. emissions will be experienced in both phases. Mitigation: Proper and regular Critical areas are a few maintenance of construction equipment, clusters of houses in a rural observance of speed limits for setting found near the Critical areas are medium construction vehicles especially near proposed road alignment. density populated areas populated areas, regular moistening of along the alignment unpaved roads, covering trucks (i.e.Nhanly Commune). transporting construction materials and debris; and other proper house-keeping operations in the construction camp and work areas. 24. Noise pollution – Description: Generation of construction Impact is not significant as the Impact is moderately as and operations related noise that can road alignment traverses the alignment passes cause from simple nuisance to school mostly rural areas that are through medium children during class hours and sleeping open and covered with much populated areas. residents and commuters, to vegetation. exceptionally laud blasts that can cause emotional disturbance to people and domestic animals/wildlife. Anti-noise walls may not be Critical areas are medium Mitigation: Observance of speed limits necessary. density populated areas for construction vehicles; regular along the alignment (i.e. maintenance of construction equipment. Nhanly Commune). Noisy activities scheduled during regular working hours, installation of Installation of anti-noise anti-noise walls in sensitive areas (i.e. walls in critical areas may schools, hospitals, temples/churches, be necessary. Other noise houses, and government offices), noisy preventive/ reduction

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equipment (i.e. rock crushing plant, measures mentioned are batching plants, electric generators) to to be implemented be located far from human settlements. especially along critical areas. 25. Water pollution. Description: Untreated waste water, Critical areas are wet lands Critical areas are wet sewage, petroleum products, chemicals such the tributaries of the lands such as the Thuong and other liquid refuse discharged from Thuong River intersected by River and its tributaries construction related activities gets into the alignment in several intersected by the the natural water bodies rendering it places. alignment in several less to totally unusable for its present places. uses (i.e. drinking, washing, bathing, Close monitoring of irrigation, etc.) construction works to ensure Close monitoring of Mitigation: Proper collection and only minimal untreated construction works to treatment of liquid waste prior to contaminants from ensure only minimal discharge into the natural waterways; construction works gets to the untreated contaminants containment of waste petroleum Thuong River and its from construction works products and spent chemicals in proper tributaries gets to the Thuong River containers for appropriate disposal later and its tributaries. on; installation of septic tanks to process domestic waste water; 26. Fragmentation of Communities. Description: The proposed road serves Critical areas are intersection Critical areas covers the as an artificial wall that physically with commune roads and whole Section 3 segment divides communities blocking access to paths that are regularly used that will be taking over the its inhabitants on both sides of the road, by local residents and existing NH1A from thus preventing the free movement of motorists. Station 43+850 to basic services, commerce and 44+500) livelihood. Mitigation: Installation of road and Frontage roads and road pedestrian crossing along critical crossings are necessary sections of the motorway to allow free along the whole stretch of movement of people and vehicles. If the Section 3. existing road is taken over, then frontage roads should be built for use of the local traffic in lieu of the road they have lost due to the construction of the new Expressway. 27. Loss of Biodiversity: Not significant, as road Not significant, as road Definition: It is the richness/abundance alignment traverses areas alignment traverses urban of species within a given ecosystem. already converted to agro- areas and those in the ecosystem. process of urbanization. 28. Fragmentation of Habitat Not significant, as road Not significant, as road Definition: It is the reduction of the alignment traverses areas alignment traverses urban natural habitat on which wildlife freely already converted to agro- areas and those in the live in. ecosystem. process of urbanization. 29. Loss of Land Definition: Land acquisition for Road Loss of land: 122.8 hectares Loss of land: 96.7 Right of Way (ROW) leads to loss of Hectares land, loss of livelihood and loss of Resettlement Cost: US$10 abode. million Resettlement Cost: Mitigation: Implementation of approved US$23million Resettlement Plan that provides for compensation of losses and relocation of displaced peoples. 30. Loss of Forest land Loss of forest land: Loss of forest lands: 26.6 Definition: Loss of forest land resulting 61.8 hectares hectares from land acquisition for ROW. Tree species affected are Mitigation: a) Establishment of another exotic fast growing timber Tree species affected are

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forested area as replacement of loss trees. These can easily be exotic fast growing timber forest land; b) Use of forest tree species propagated in other open trees. These can easily be in the vegetative slope stabilization forest lands. propagated in other open measures of cut and embankment forest lands. slopes; c) Use of forest tree species in landscaping expressway open areas; d) Resettlement Plan to include cost of reforestation. Table G-8: Comparison of the Alternative Alignments in Section 4 and Section 5 Section 4 and 5 31. Impact Receptors – Rural communities residing Urban communities in Description: People and environment in sparsely populated areas, medium populated areas, (i.e. air, water, soil, wildlife, vegetation, domesticated animals, wildlife domesticated animals, air etc.) that are exposed to road that had adopted in human shed, water ways and soil. construction and operations related settlements, trees and Environmental impacts. agriculture crops; air shed, water bodies and agricultural soil. 32. Road Safety – Critical areas are along Critical areas cover most of Description: Motorist and pedestrians intersections of the the whole stretch of the are exposed to hazards posed by Expressway with other minor Alignment along NH1A from construction works and heavy roads. Station 81+200 to 82+000. equipment in operation. Traffic Management Plan to (0.8km). cover at least the critical road Mitigation: Planning and intersection. Traffic Management implementation of traffic Management Program to cover most of and Safety Program at the critical the 0.8 km long affected areas. area. 33. Air pollution – Impact is temporary, Impact is temporary, Description: Dust suspension and reversible, and mostly during reversible, and mostly gaseous emissions resulting from construction phase. Impact is during construction phase. construction equipment. Impact is not significant due to open Impact is moderately temporary, reversible and affects the area and sparse populated significant due medium receptors within the immediate vicinity cluster of houses. populated areas along and of the proposed road alignment. Dust near the road alignment. suspension will be felt both during the construction phase, while gaseous emissions will be experienced in both phases. Mitigation: Proper and regular Critical areas are a few maintenance of construction equipment, clusters of houses in a rural Critical areas are medium observance of speed limits for setting found near the density populated areas construction vehicles especially near proposed road alignment. along the alignment. populated areas, regular moistening of unpaved roads, covering trucks transporting construction materials and debris; and other proper house-keeping operations in the construction camp and work areas. 34. Noise pollution – Description: Generation of construction Impact is not significant as the Impact is moderately as the and operations related noise that can road alignment traverses alignment passes through cause from simple nuisance to school mostly rural areas that are medium populated areas. children during class hours and sleeping open and covered with much residents and commuters, to vegetation. exceptionally laud blasts that can cause emotional disturbance to people and Critical areas are medium domestic animals/wildlife. Anti-noise walls may not be density populated areas

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Mitigation: Observance of speed limits necessary. along the alignment. for construction vehicles; regular maintenance of construction equipment. Installation of anti-noise Noisy activities scheduled during walls in critical areas may regular working hours, installation of be necessary. Other noise anti-noise walls in sensitive areas (i.e. preventive/ reduction schools, hospitals, temples/churches, measures mentioned are to houses, and government offices), noisy be implemented especially equipment (i.e. rock crushing plant, along critical areas. batching plants, electric generators) to be located far from human settlements. 35. Water pollution. Description: Untreated waste water, Critical areas are wet lands Critical areas are wet lands sewage, petroleum products, chemicals such the tributaries of the such as the Thuong River and other liquid refuse discharged from Thuong River intersected by and its tributaries construction related activities gets into the alignment in several intersected by the the natural water bodies rendering it places. alignment in several places. less to totally unusable for its present uses (i.e. drinking, washing, bathing, Close monitoring of Close monitoring of irrigation, etc.) construction works to ensure construction works to Mitigation: Proper collection and only minimal untreated ensure only minimal treatment of liquid waste prior to contaminants from untreated contaminants discharge into the natural waterways; construction works gets to the from construction works containment of waste petroleum Thuong River and its gets to the Thuong River products and spent chemicals in proper tributaries and its tributaries. containers for appropriate disposal later on; installation of septic tanks to process domestic waste water 36. Fragmentation of Communities. Description: The proposed road serves Critical areas are intersection Critical areas covers the as an artificial wall that physically with commune roads and whole Section 4 and 5 divides communities blocking access to paths that are regularly used segment that will be taking its inhabitants on both sides of the road, by local residents and over the existing NH1A thus preventing the free movement of motorists. from Station 94+800 to basic services, commerce and 95+100) livelihood. Mitigation: Installation of road and Frontage roads and road pedestrian crossing along critical crossings are necessary in sections of the motorway to allow free some critical location along movement of people and vehicles. If the the whole stretch of Section existing road is taken over, then 4 and 5. frontage roads should be built for use of the local traffic in lieu of the road they have lost due to the construction of the new Expressway. 37. Loss of Biodiversity: Not significant, as road Not significant, as road Definition: It is the richness/abundance alignment traverses areas alignment traverses urban of species within a given ecosystem. already converted to agro- areas and those in the ecosystem. process of urbanization. 38. Fragmentation of Habitat Not significant, as road Not significant, as road Definition: It is the reduction of the alignment traverses areas alignment traverses urban natural habitat on which wildlife freely already converted to agro- areas and those in the live in. ecosystem. process of urbanization. 39. Loss of Land Definition: Land acquisition for Road Loss of land: 529.7 hectares Loss of land: 522.1 Right of Way (ROW) leads to loss of Hectares land, loss of livelihood and loss of Resettlement Cost: US$50 abode. million Resettlement Cost: US$63 Mitigation: Implementation of approved million

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Resettlement Plan that provides for compensation of losses and relocation of displaced peoples. 40. Loss of Forest land Loss of forest land: Loss of forest lands: 183.1 Definition: Loss of forest land resulting 236.1 hectares hectares from land acquisition for ROW. Tree species affected are Mitigation: a) Establishment of another exotic fast growing timber Tree species affected are forested area as replacement of loss trees. These can easily be exotic fast growing timber forest land; b) Use of forest tree species propagated in other open trees. These can easily be in the vegetative slope stabilization forest lands. propagated in other open measures of cut and embankment forest lands. slopes; c) Use of forest tree species in landscaping expressway open areas; d) Resettlement Plan to include cost of reforestation. Table G-9: Comparison of the Alternative Alignments in Section 6 and Section 7 Section 6 and 7 41. Impact Receptors – Rural / urban communities residing Description: People and environment (i.e. air, water, soil, in sparsely populated areas, wildlife, vegetation, etc.) that are exposed to road construction domesticated animals, wildlife that had and operations related Environmental impacts. adopted in human settlements, trees and agriculture crops; air shed, water bodies and agricultural soil. 42. Road Safety – Critical areas are along intersections of Description: Motorist and pedestrians are exposed to hazards the Expressway with other minor posed by construction works and heavy equipment in operation. roads. Traffic Management Plan to cover at Mitigation: Planning and implementation of traffic Management least the critical road intersection. and Safety Program at the critical areas. 43. Air pollution – Impact is temporary, reversible, and Description: Dust suspension and gaseous emissions resulting mostly during construction phase. from construction equipment. Impact is temporary, reversible Impact is not significant due to open and affects the receptors within the immediate vicinity of the area and sparse populated cluster of proposed road alignment. Dust suspension will be felt both houses. during the construction phase, while gaseous emissions will be Critical areas are a few clusters of experienced in both phases. houses in a rural setting found near the Mitigation: Proper and regular maintenance of construction proposed road alignment. equipment, observance of speed limits for construction vehicles especially near populated areas, regular moistening of unpaved roads, covering trucks transporting construction materials and debris; and other proper house-keeping operations in the construction camp and work areas. 44. Noise pollution – Description: Generation of construction and operations related Impact is not significant as the road noise that can cause from simple nuisance to school children alignment traverses mostly rural areas during class hours and sleeping residents and commuters, to that are open and covered with much exceptionally laud blasts that can cause emotional disturbance vegetation. to people and domestic animals/wildlife. Anti-noise walls may not be necessary. Mitigation: Observance of speed limits for construction vehicles; regular maintenance of construction equipment. Noisy activities scheduled during regular working hours, installation of anti-noise walls in sensitive areas (i.e. schools, hospitals, temples/churches, houses, and government offices), noisy equipment (i.e. rock crushing plant, batching plants, electric generators) to be located far from human settlements. 45. Water pollution. Description: Untreated waste water, sewage, petroleum Critical areas are wet lands such the products, chemicals and other liquid refuse discharged from tributaries of the Thuong River

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construction related activities gets into the natural water bodies intersected by the alignment in several rendering it less to totally unusable for its present uses (i.e. places. drinking, washing, bathing, irrigation, etc.) Close monitoring of construction works Mitigation: Proper collection and treatment of liquid waste prior to ensure only minimal untreated to discharge into the natural waterways; containment of waste contaminants from construction works petroleum products and spent chemicals in proper containers for gets to the Thuong River and its appropriate disposal later on; installation of septic tanks to tributaries process domestic waste water; 46. Fragmentation of Communities. Description: The Critical areas are intersection with proposed road serves as an artificial wall that physically divides commune roads and paths that are communities blocking access to its inhabitants on both sides of regularly used by local residents and the road, thus preventing the free movement of basic services, motorists. commerce and livelihood. Mitigation: Installation of road and pedestrian crossing along critical sections of the motorway to allow free movement of people and vehicles. If the existing road is taken over, then frontage roads should be built for use of the local traffic in lieu of the road they have lost due to the construction of the new Expressway. 47. Loss of Biodiversity: Not significant, as road alignment Definition: It is the richness/abundance of species within a traverses areas already converted to given ecosystem. agro-ecosystem. 48. Fragmentation of Habitat Not significant, as road alignment Definition: It is the reduction of the natural habitat on which traverses areas already converted to wildlife freely live in. agro-ecosystem. 49. Loss of Land Loss of land: 222.9 hectares Definition: Land acquisition for Road Right of Way (ROW) Resettlement Cost: US$56.3 million leads to loss of land, loss of livelihood and loss of abode. Mitigation: Implementation of approved Resettlement Plan that provides for compensation of losses and relocation of displaced peoples. 50. Loss of Forest land Loss of forest land: Definition: Loss of forest land resulting from land acquisition for 0 hectares ROW. Mitigation: a) Establishment of another forested area as replacement of loss forest land; b) Use of forest tree species in the vegetative slope stabilization measures of cut and embankment slopes; c) Use of forest tree species in landscaping expressway open areas, d) Resettlement Plan to include cost of reforestation.

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H. INFORMATION DISCLOSURE, CONSULTATION AND PARTICIPATION

I. Information disclosure 527. Information regarding the project was disclosed to the project provinces through the meetings between VEC, OC and the relevant departments. During project preparation, environmental public consultations were also conducted in accordance with ADB and Government guidelines to inform local communities about (i) major contents of the project, (ii) adverse impacts of the project on natural and socio-economic environments, (iii) mitigation measures for adverse impacts, and (iv) other commitments of VEC to environmental protection. 528. In compliance with MONRE guidelines, during EIA preparation VEC sent documents to inform about (i) major contents of the project, (ii) environmental issues, and (iii) environmental protection measures and they requested that CPCs and CFFs in the project area contribute their comments. 529. After the EIA is approved by MONRE, its summary will be disclosed by VEC to every affected commune in the project area. II. Consultation and Participation 530. In accordance with ADB’s safeguard policies on the environment, the expressway project is classified as a Category A project, so public consultation will be held at least twice: once during the early stages of EIA field work and once when the draft report is available, and prior to loan appraisal by ADB. 1. First consultation 531. The first public consultation was held in the three provinces of Lang Son, Bac Giang and Bac Ninh on 27th September, 28th September and 20th October, respectively. VEC is responsible for preparing the invitation letters to all of the project provinces and PPCs are responsible for issuing the invitation letters to every relevant provincial agency such as Dept. of Transport, Construction, Finance, Natural Resources and Environment, Labor, Invalid and Social Affairs, Agriculture and Rural Development, Commerce and Industry, local NGOs (e.g. Women Union, Fatherland Front, Farmer Association, and Ethnic Minority Board), and representatives of affected DPCs, communes and APs (see the list attached). 532. The vice chairman of PPCs gave a speech to open the meeting. And then representative of VEC briefly presented some information on the expressway project such as the extent and the need for the project. Engineers from OC presented the alternative expressway alignments, and especially the interchanges. OC’s safeguard policy consultants, including resettlement and environmental specialists, presented issues regarding resettlement and the environment relating to the expressway project. Because this is the first public consultation the presentation mainly focused on introduction of the project, environmental procedures, environmental policies of the Government and ADB, environmental survey works, and other related activities. 533. After the presentation made by these consultants, stakeholders gave their comments on the project. Most comments focused on land acquisition and resettlement issues, and very few comments are on the environment. Affected peoples very much considered compensation costs, resettlement areas, income restoration programs, issues of gender and ethnic minority groups, and vulnerable groups. Affected peoples mainly pondered over wastes (e.g. spoil), dust and waterlogging. Affected peoples exemplified a lesson learnt from construction of the existing national highway 1A, after completion this road caused waterlogging problems at some locations but not yet happening before.

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534. Consultations done for 11 communes/wards of the first 30-km section of Bac Ninh province were carried out during March and April 2011 by the form of face-to-face meetings with participation of affected local peoples, local authorities, local NGOs, and the project owner, and consultant. Most comments or questions stated during meetings are related to policies that will be applied to land acquisition and compensation processes, and some opinions relating to environmental impacts during construction were also put forward such as dust emission, noise and effect on cultivation due to land acquisition and blocking of irrigation canal. All comments/questions/opinions from affected local people were discussed very ebulliently in the meetings between relevant sides. Affected local communities reckoned that mitigations measures proposed by the consultant are feasible and expected that contractors will comply with them. 2. Second consultation 535. The second public consultation had been scheduled for January after submission of the draft EIA report to VEC. However, this schedule is very much subject to coordination between VEC and the project provinces. Total participants for the second public consultation in the three project provinces are estimated at 171 persons in which Lang Son province is 69 persons, Bac Giang province is 72 persons and Bac Ninh province is 30 persons. The following table shows the list of participants proposed for the second public consultation. Table H-1: List of participants proposed for the second public consultation Participants in Provincial Public No. Stakeholders Hearing Total Lang son Bac Giang Bac Ninh 1 Vietnam Expressway Corpn 2 2 2 6 2 TA Consultants 8 8 8 24 3 Province People's Committee 1 1 1 3 4 City Peoples Committee Envi Dept. 0 0 1 1 5 District People's Committee 4 4 1 9 6 Commune People's Committee 20 16 1 37 7 Affected Households 20 26 2 48 8 Non-Governmental Organizations 1 1 1 3 9 Farmers Association 1 1 1 3 10 Women's Union 1 1 1 3 11 Fatherland Front 1 1 1 3 12 Committee on Ethnic Minorities 1 1 0 2 13 VESDEC (EIA Subcontractor) 2 2 2 6 Department of Labor, Invalid and 14 Social Assistance 1 1 1 3 15 Department of Finance 1 1 1 3 16 Department of Transportation 1 1 1 3 17 Department of Construction 1 1 1 3 18 Department of Health 1 1 1 3 Department of Agriculture & Rural 19 Development 1 1 1 3 Deparment of Planning & 20 Investment 1 1 1 3 21 Bac Giang Industrial Zone PMO 0 1 0 1 22 Bac Ninh City Urban Mgt Office 0 0 1 1 Total 69 72 30 171

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536. Eventually, the second public consultation meetings were held in the project provinces of Lang Son, Bac Giang, and Bac Ninh on 7th January, 6th January, and 18th February 2011 respectively. Like previous meetings, most comments still focus on land acquisition and resettlement and compensation policy. Other questions relating to the environmental impacts on noise mitigation measures and difficult movements during construction were given during the meetings. Consultant and the project owner had already responded to these questions satisfactorily.

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H. GRIEVANCE REDRESS MECHANISM I. Introduction 537. Every grievance and accusation relating to environmental issues of the project arising from citizens, institutions, or organizations during the project implementation will have to be resolved as per the Law of Environmental Protection and Laws of Grievance and Accusation passed by the Vietnam Parliament, including Law No. 52/2005/QH11 dated 29th November 2005 (Environmental Protection), Law No.09/1998/QH10 dated 2nd December 1998 (Grievance and Accusation) and Law No. 58/2005/QH11 dated 29/11/2005 (Adjustment and Addition to some Clauses of Law No.09/1998/QH10). 1. Definition of Grievance Redress Mechanism 538. According to a paper of the Compliance Advisor Ombudsman (CAO), prepared for IFC, June 2008 Grievance Redress Mechanism (GRM) is an institutionalized and organized method consisting of specified roles, rules and procedures for systematically resolving complaints, grievances, disputes or conflicts, GRMs provide a way to reduce risk for projects, provide an effective avenue for expressing concerns and achieving remedies for communities, and promote a mutually constructive relationship. 539. Local people need a trusted way to voice and resolve concerns linked to a development project, and project owners need an effective way to address community concerns. A locally based grievance resolution mechanism provides a promising avenue by offering a reliable structure and set of approaches where local people and the project owner can find effective solutions together. 540. A well-functioning grievance mechanism includes the following requirements: (i) Provides a predictable, transparent, and credible process to all parties, resulting in outcomes that are seen as fair, effective, and lasting; (ii) Builds trust as an integral component of broader community relations activities; and (iii) Enables more systematic identification of emerging issues and trends, facilitating corrective action and preemptive engagement. 2. Principles of Good GRMs (according to CAO) 541. Problems are often resolved more easily, cheaply, and efficiently when they are dealt with early and locally. Experience and research indicate that there is a core set of practices that mark effective, credible company (project owner or its contractor) − community grievance mechanisms. 542. The following are some principles of effective grievance resolution systems in resolution of complaints regarding adverse social impacts as well as environmental impacts. 543. Refine core company values. To improve their community relations in general and grievance resolution in particular, companies can adopt certain critical values or attitudes. These include: (i) Commitment to fairness in both processes and outcomes; (ii) Freedom from reprisal for all involved parties within the company and in the community; (iii) Dedication to building broad internal support for the grievance mechanism across project lines; (iv) Mainstreaming responsibility for addressing grievances throughout the project, rather than isolating them within a single department; and (v) Willingness by senior management to visibly and sincerely champion the grievance system. 544. Start early in the project cycle. The most successful grievance mechanisms are ideally put in place as early as possible during the project feasibility phase and are modified

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for later project phases. Problems are often resolved more easily, cheaply, and efficiently when they are dealt with early and locally. 545. Involve the community. Stakeholders (in Vietnam they are the local administrative agencies, environmental management agencies, social organizations, environmentalists, scientists, legal agencies etc…) from the community and company should be involved in the grievance mechanism. 546. Ensure accessibility. An effective grievance mechanism should be accessible to diverse members of the community. Multiple points of entry, including face-to-face meetings, written complaints, or e-mail, should be available. Opportunities for confidentiality and privacy for complainants should be honored where this is seen as important. 547. Maintain a wide scope of issues. The grievance mechanism should be open to a wide range of concerns: both those based in factual data and those arising from perceptions or misperceptions. Perceived concerns can be as critical to address as actual hazards. The mechanism should also be able to address multiparty and multi-issue complaints. 548. Develop culturally appropriate procedures. The mechanism should be responsive, respectful, and predictable clearly laying out an expected timetable for key process milestones. The grievance mechanism should be capable of bridging deep divides, including cultural divides. The design and operation of the grievance mechanism should consider cultural differences, such as communities’ preferences for direct or indirect negotiation; attitudes toward competition, cooperation, and conflict; the desire to preserve relationships among complainants; authority, social rank, and status; ways of understanding and interpreting the world; concepts of time management; attitudes toward third parties; and the broader social and institutional environment. 549. Incorporate a variety of grievance resolution approaches. To accommodate differences in personal and cultural preferences, the grievance mechanism should offer a variety of grievance resolution approaches, not just a single grievance procedure. The complainant should have influence over which approach to select. Some complaints may be managed in an informal way solely by those directly involved, such as a company representative and the complainant. Others may rely on more formal independent redress, such as arbitration, using a neutral third party. Some mechanisms may rely on an interest- based approach, such as responding to the stated legitimate and perceived needs of the complainant. Others may rely on a rights - based approach, based on legal, contractual, or other rights. Where possible, local, customary ways of grievance resolution should be evaluated and incorporated into the system. 550. Identify a central point for coordination. A well-publicized and consistently staffed position, held by an individual or team, should be maintained. This central coordinator facilitates the development and implementation of the grievance mechanism, administers some of its resources, monitors internal and external good practice, ensures coordination among access points, and makes certain that the system is responsive to the information it manages. 551. Maintain and publicize multiple access points. Expanding access beyond those individuals who have the primary responsibility to receive grievances can significantly reduce barriers to entering the system and encourage community members to address problems early and constructively. Individuals serving as access points are most effective if they are trustworthy, trained, knowledgeable, and approachable regardless of the ethnicity, gender, or religion of the complainant. 552. Report back to the community. The company should provide regular feedback to relevant stakeholders to clarify expectations about what the mechanism does and does not do; to encourage people to use the mechanism; to present results; and to gather feedback to improve the grievance system. Information reported back might include types of cases and

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how they were resolved and the way the grievance has influenced company policies, procedures, operations, and the grievance mechanism itself. 553. Use a grievance log to monitor cases and improve the organization. In addition to resolving individual or community disputes, the grievance mechanism is an opportunity to promote improvements in the company. A grievance log (or register) can be used to analyze information about grievance and conflict trends, community issues, and project operations to anticipate the kinds of conflicts they might expect in the future, both to ensure that the grievance mechanism is set up to handle such issues and to propose organizational or operational changes. Sometimes, enacting policies or other types of structural change can resolve grievances around a common issue, rather than continuing to settle individual complaints on a case-by-case basis. 554. Evaluate and improve the system. The company should periodically conduct an internal assessment of the grievance mechanism to evaluate and improve its effectiveness. Important elements of evaluation include general awareness of the mechanism; whether it is used and by whom; the types of issues addressed; the ability of the mechanism to resolve conflicts early and constructively; the actual outcomes (impacts on project operations, management systems, and benefits for communities); its efficiency; and, most fundamentally, the ability to accomplish its stated purpose and goals. At certain times, the company should also solicit and include the views of stakeholder representatives to see how well the mechanism is proving effective in practice. A good grievance mechanism should be simple to understand but not simplistic in its dealings with people and issues. Clarity and a user - friendly approach are certain to yield positive results. II. Proposed Grievance Redress Mechanism (Environmental) for the Project 1. Identification of Stakeholders in GRM for this Project 555. This GRM identifies the following stakeholders: (i) Community; includes people of different groups who may be positively or negatively affected by the project during the pre-construction, construction and operation stages. (ii) Project affected people (PAPs): people who may be negatively affected by environmental impacts generated by the project activities in the pre–construction, construction and operation stages; (iii) Complainant: an individual or group of people with an issue, concern, problem, complaint or claim that he, she or they want addressed and/or resolved (in the field of environmental impacts); (iv) Governmental authorities: governmental agencies responsible in state management on natural resources, the environment, security and justice in the project provinces or at the central level. In this project, relevant agencies in resolution of grievances in environmental performance include: a) People Committees (PCs) of communes, districts and provinces/cities in Lang Son, Bac Giang and Bac Ninh provinces. b) Responsible agencies of the PCs at the commune level: Sector of Economy – Natural Resources and Environment; Sector of Agriculture - Forestry-Fishery; Sector of Security, Resettlement Teams, etc. c) Responsible agencies of the PCs at district level: Division of Natural Resources and Environment ; Division of Economy; District’s Police; Division of Agriculture - Forestry – Fishery, Division of Labor – Invalid and Society; District’s Resettlement Committees; d) Functional agencies of Province’s PCs: Departments of Natural Resources and Environment (DONRE); Justice (DOJ), Agriculture and Rural Development (DARD), Labor - Invalid and Social Affairs (DOLISA); Environmental Police’s Divisions of Departments of Public Security, Department of Planning and Investment (DPI); e) Relevant ministries: Natural Resources and Environment (MONRE), Transport (MOT), Justice (MOJ), Labor- Invalids and Social Affairs (MOLISA) and Planning and Investment (MPI);

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(v) Social - Political Organizations: Public organizations in all communes and districts in the project area. The most relevant to this project are: Fatherland Front Committees (FFCs), included Women’s Associations, Veterans’ Associations, Youth Associations, Associations of Farmers; (vi) Social Professional Organizations: include non-government organizations (NGOs) at all project provinces. The most relevant for this project are the Vietnam Union of the Sciences and Technology Associations (VUSTA), Vietnam Association for Conservation of Nature and Environment (VACNE), Vietnam Association for Environmental Impact Assessment (VAFEIA), Vietnam Association of Biology, and Vietnam Association of Construction etc. (vii) Project Owner: in this project this is the Vietnam Expressway Corporation (VEC) and/or its representatives: the Project Implementation Unit (PIU) who is responsible in management of this project; (viii) Contractor: a unit who has signed a contract with VEC or PIU to implement any part of the project in the pre - and construction stages; and (ix) Third party: one or more governmental units or independent units who have functions to evaluate damages caused by the project to the PAHs and which is invited by the complainants or local PCs/local socio-political associations to resolve the claims in cases that the project owner or contractors and complainants cannot resolve the grievances. In this project the third party may be the local Mediation Committee (first step) or local and central courts (final step). 2. Legal Guidelines of Vietnam on Grievance Redress in the Environmental Field 556. Chapter XIV in the Law on Environmental Protection (LEP) passed by the National Assembly on 29th November 2005 gives detailed guidelines for inspection and resolution of grievances in cases of environmental damages or risks caused by projects or companies. Some clauses related directly to grievance redress in the environmental field are listed below. 557. Clause 127 stipulates that: (i) Individuals/companies causing environmental pollution or damage to communities, should compensate and restore the environment following the LEP and other relevant laws; and (ii) The head of an organization/company, or the government official who shielded violation of the LEP, causing environmental pollution or damage, should be punished and be responsible for compensation according to the relevant laws. 558. Clause 128 gives the following general guidelines on grievance redress mechanisms: (i) AN Organization/individual has The right to complain to governmental authorities or to courts regarding any actions violating the LEP and/or affecting its/his/her or their legal rights or benefits; (ii) Citizens have the right to accuse governmental authorities in the following actions violating the LEP: a) Actions causing environmental pollution, degradation or environmental risks; b) Actions violating rights and/or benefits of the State, communities, citizens, organizations and/or individuals; and (iii) Government agencies receiving complaints or accusing letters/petitions should be responsible for review and resolution according to the legal guidelines on grievance and complaints and the LEP. 3. ADB Requirements in the Grievance Redress Mechanism 559. In Appendix 1 of the ADB Safeguard Policy Statement (2009) the requirements for GRM are as follows. “The borrower/client will establish a mechanism to receive and facilitate resolution of affected peoples’ concerns, complaints, and grievances about the project’s environmental performance. The grievance mechanism should be scaled to the risks and

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adverse impacts of the project. It should address affected people’s concerns and complaints promptly, using an understandable and transparent process that is gender responsive, culturally appropriate, and readily accessible to all segments of the affected people at no cost and without retribution. The mechanism should not impede access to the country’s judicial or administrative remedies. The affected people will be appropriately informed about the mechanism”. 4. Anticipated grievances relating to the Ha Noi – Lang Son expressway project 560. Like many other road projects, the expressway project will also produce some significantly adverse impacts on the natural and socio-economic environments. Of course, grievances arising from local communities are unavoidable. In practice, most grievances are connected to satisfactory compensation due to the land acquisition and resettlement process. Additionally, some grievances relating to environmental issues such as waterlogging, dust, noise, impediments to movements and disruption to production, etc., will also arise during the project implementation, but hopefully they will not be violent and are easily resolved. 5. Mechanism for Grievance Redress Applied for this Project a. Legal Guidelines on Compensation for Damages Caused by environmental pollution and degradation 561. The LEP (2005) stipulates the scope and mechanism for compensation and resolution of damages in the environmental field with the following clauses. 562. Clause 130 gives identification of damages caused by environmental pollution and degradation for which affected people can make grievances: (i) Degradation of functions and useful properties of the environment; and (ii) Damage to health, life, legal properties and interests of organizations/individuals caused by environmental degradation. 563. Clause 131 stipulates assessment methods for damage caused by environmental pollution or degradation: (i) Loss of environmental functions and useful properties is divided into 3 following levels: a) degraded; b) seriously degraded; and c) very seriously degraded; (ii) Determination of areas and limits of degraded environment include: a) determination of limit and area of the serious and very serious impacted core zone; b) determination of limit and area of the directly affected buffer zones; c) determination of other zones affected by the impacts from the core zone and buffer zones; (iii) Determination of degraded environmental components includes: a) Determination of the number of degraded environmental components, types of ecosystems and affected species; b) Damage levels of each environmental component, ecosystem and species; (iv) Calculation of environmental damages is regulated as follows: a) Calculation of direct and long-term damage due to environmental degradation; b) Calculation of expenditures for environmental restoration; c) Calculation of budget for mitigation or removal of the pollution sources; d) Public consultation in resolution; (v) Determination of environmental damages is implemented independently or in cooperation of project owners and affected sides; and (vi) If project owners or affected sides so request, the agencies functional in environmental protection should provide guidelines for the calculations. 564. Clause 132 regulates the appraisal of environmental damage or functional degradation with the following requirements: (i) Appraisal of environmental damages or useful properties of the environment is implemented in response to requests of complainants or agencies responsible for

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grievance resolution; (ii) Bases of appraisal of environmental damages are: letters of complainants, information, documents, evidence related to damage compensation; and (iii) Selection of appraising body should be mutually agreed by the compensating side and complaining side. In case no mutual agreement can be reached by the 2 sides, the agency responsible for resolution of grievances will decide. 565. Clause 133 guides resolution of complaints regarding environmental damages with the following three options: (i) Self negotiate between related sides; (ii) Request arbitrator to resolve; and (iii) Appeal. 566. The above legal guidelines for compensation of environmental damages indicate that in the Ha Noi – Lang Son Expressway Project as well all the projects in Vietnam all adverse impacts caused by project activities, damaging the environmental quality or natural resources, affecting their properties or the lives of local residents may be claimed by the affected individual or organizations and the project owners or their contractors should have responsibility for compensation for the damages and restoration of the degraded components of the environment. Mechanism of grievance redress is regulated in the clauses of the LEP (2005). b. Steps in Grievance Redress Related to Environmental Impacts for the Ha Noi – Lang Son Expressway Project 567. To allow local residents to clearly understand and easily follow the legal regulations in grievance resolution regarding environmental performance, a process of 6 (six) steps in the Grievance Redress Mechanism for this project is proposed below.

i. Preparation for a complaint 568. Based on the above legal guidelines, any individual, household or organization (business unit, production unit, governmental or private office, socio-political association etc…) or commune/district PCs can make a claim against the project owner or its contractors, if her/his or their properties/ life/ business/health or public environment will be damaged by project activities. Their claims may concern all evident adverse impacts: small or medium impacts (noise or dust pollution) to major impacts (massive shrimp deaths caused by waste water from a construction site or strong vibration caused by pile drivers making houses collapse or inundation, caused by filling drainage channels etc.). 569. In cases where complainants are individuals/households companies or NGOs the claim can be submitted by various ways: (i) Verbal: directly express their complaint to representatives of the contractor or project owner in a face-to-face meeting. Witness of village representatives and neighbors of the complainant is important in verbal conversations. (ii) In writing: express their complaint to the contractor or project owner (VEC or PIU) in writing. In this case witness and confirmation by neighbors of the complainant and representatives of commune’s PC or FFC are not compulsory but are important for further resolution of VEC/PIU or its contractors. (iii) Use public media: the complainant can provide evidence of impacts caused by the project activities to a local or central newspaper or TV to ask the media to support her/him/them in resolution. 570. If complainants are commune’s or district’s PCs, the claim can be submitted in the following ways: (i) Written form: express complaints to contractor or the project owner in written form, including evidence (data, photos etc.) of the damage caused by project activities. This document should be signed by PCs authorities and sent to the contractor,

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project owner and a copy of the document should be sent to the higher administrative agency (e.g. commune’s PC should send a copy of its complaint to district’s PC); and (ii) Use public media if necessary. 571. To obtain proper and fast resolution, for all types of complaints the complainant (individual/household, company, NGO) should: (i) Ask local village/commune officers (PC or Police) to prepare Minutes of Record of evidence of damages caused by the impacts of project activities with the signatures of representatives of the 3 sides: the project owner or contractor who directly caused this damage, the complainant and the local PC or FFC or witnesses. (ii) In principle, these measures may be used in any case, but it is better to first try self– resolution between the complainant and representatives of the project owner/contractor. 572. The complainant can directly express her/his/their claims to a representative of the contractor/project owner (in case of verbal complaints) or send her/his/their grievance letter to offices of the project owner/contractor and a copy to the local commune PC (in case of grievance in written form). If the complainant does not know how to send a complaining letter he/she can ask the local PC or a media company help them to send this letter to the contractor/project owner.

ii. Receipt and registration of a complaint 573. Once a complaint has been received, it should be registered by the project owner/contractor and local PC. Within a maximum of 15 working days a reply in writing from the project owner/contractor should be sent back to the complainant with a copy to the local PC. This reply letter should include the main following information: (i) Registration of the project owner/constructor on the complaint; (ii) Proposal of project owner/contractor on methods applied for assessment of the damages; and (iii) Schedule of damage assessment, negotiation and resolution. iii. Screening of eligibility and assessment of a complaint 574. The steps to be done by the project owner/contractor are to: (i) Determine whether a complaint is eligible (if it is due to the project) or ineligible (if it is not project - related). This step is important as in some cases the reasons for the claim may not related to the project (for example, in the case of a claim about loss of shrimp culture: in fact, shrimps may be massively attacked by bacteria contamination but not by run-off water from the construction site, it is noted that this phenomenon also happens at the shrimp farms that do not receive run-off water from the project area); (ii) To clearly determine the validity of the complaint the project owner/contractor should invite a third party such as District/commune’s PCs, DONRE or other organization to be involved; (iii) In case the complaint is found not to be related to the project, the project owner/contractor should clearly explain that to the complainant. If the complainant will not agree with the explanation he/she may ask the local PC to find a third party (local PC, DONRE or other organization) for reassessment; and (iv) Determine who will conduct the assessment of the damages: Depending on the contents of the complaint some agencies may be asked to help the project owner/contractor in assessment of levels of impacts and damages. They may be an environmental monitoring unit or an economic evaluation unit in the project provinces. In cases that assessment of damages are very complicated, for example, strong inundation caused by canal fill, massive die off of shrimp, etc. Some

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functional agencies from central level: MONRE, MARD and experienced specialists may be invited. According to the Law on Environmental Protection (2005), the assessment unit should be mutually agreed by the 2 sides (the complainant and VEC/or its contractor). 575. This step is to be completed within 30 working days from receiving the complaint. iv. Assessment of the damage caused by the project activities 576. If the complaint is related to the project activities, representatives of the project owner/contractor and a representative of the selected assessment unit should visit the site of the alleged damage. The assessment should be implemented with participation of the complainant and witnessed by representatives of commune’s PC or FFC. The results of the assessment should be agreed by the complainant and should be signed by the complainant, representatives of project owner/contractor, the assessment unit and the communes’ PC. 577. If one side is not satisfied with the assessment results they can propose another method or another assessment unit to re-assess the impacts until the assessment satisfies both sides. If the complainant so requests, the local PC should help her/him/them to find an assessment unit suitable for the case. 578. The step to assess the damages should not last over 45 working days from receiving the complaint v. Selecting of grievance resolution approaches 579. Depending on the contents of the complaint and level of adverse impacts, in this step the project owner/contractor may select a reasonable way for resolution. Some common ways suitable in the conditions of the project’ provinces are suggested below. (i) The complainant proposes a solution, based on their self - evaluation of their damages; (ii) The project owner/contractor proposes a solution, based on the legal regulations and their assessment of the damages; (iii) The complainant and project owner/contractor negotiate; and (iv) The two sides defer to a third party (local mediating committee), or governmental agencies with the participation of environmental management units. In case of failure of both sides to accept the solution proposed by these bodies either side may request a court to decide. 580. So far, in Vietnam, almost all claims regarding environmental pollution caused by impacts of the infrastructural projects, including road and bridge construction, were resolved by negotiation of the related sides. No case resolved by a court is recorded, excepted for damage to the local economy caused by land acquisition and relocation. 581. This step is required to be completed within 60 working days from receiving the complaint. After this determined time if this process has not been fully resolved the complainant may send a letter to the project owner/its contractor to require them to speed up the process of resolution. The complainant may also ask the local PC to support forcing the project owner to speed up the process. vi. Compensation for damage caused by the project activities and feedback to all parties involved 582. After obtaining agreement of the complainant and the representatives of the project owner/contractor regarding levels of damages relating to environmental impacts of the project and methods of grievance redress, the project owner or its contractor will immediately implement compensation for the complainant. The compensation may be done by money and/or property provision (land, construction materials, house, apartment etc.), depending on the negotiation between the two sides or by the decision of the courts. Compensation also

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includes restoration of the damaged to the environment that was caused by the project activities, if the complainant required (for example, clean the aquaculture ponds that were polluted by the project or repair/reconstruct a damaged house or road). 583. Compensation for the damaged environment should be resolved as fast as possible but should not take over 90 working days from receiving the complaint. Only in exceptional cases where a longer time is needed for environmental restoration repairing damaged roads, cleaning aquaculture ponds, mangrove replanting etc. the time for completion of compensation may be longer but must not exceed 365 days. The compensation should be observed by a witness who is a representative of the local communes’ PC. 584. A set of minutes recording the results of this grievance redress should be prepared and signed by the complainant, representatives of the project owner/contractor and local PC. A summary of these minutes should be presented to the relevant sides: local PC, complainant, project owner/contractor and media and court (in case of their involvement in the resolution). 585. From resolution of the grievance the project owner/contractor and local PC, socio- political and social associations should obtain lessons, so that faster and better resolutions to can be achieved for other claims if they again arise during project implementation. 586. To properly implement the compensation of damages caused by the environmental impacts created by the Ha Noi – Lang Son Expressway Project the above suggested Grievance Redress Mechanism should be monitored by the following agencies: (i) Commune’ PCs where there is a complaint; and (ii) Fatherland Front Committee (FFCs) where there is a complaint. 587. To get better results in grievance redress monitoring these agencies may invite professional agencies, e.g. the Provincial DONRE and Environmental Police or DOJ (in complicated cases) to participate in the monitoring plan. 588. In case the complainant is not satisfied with the resolution of the project owner/contractor he/she/they can implement the following measures: (i) Re-calculate his/her/their loss due to project activities; find more evidence of the damages. (ii) Refer with a third party (mediator, lawyers to find other approach). (iii) Withdraw the complaint if he/she/they aware that his/her/their evidence is not clear or the problems are not due to the project. vii. Responsibilities of communal or district PCs and public social organizations in resolution of complaints 589. The communal and district People Committees (PCs) are administrative agencies responsible for management of all socio-economic sectors in the territory of the commune and district. The PC can use its sectoral offices (Resettlement Committee, Office of Agriculture – Forestry – Aquaculture; Office of National Resource and Environment; Communal police, etc.) in implementation of its responsibilities. 590. In the Grievance Redress Mechanism for the Ha Noi – Lang Son Expressway Project the People’s Committees take the following responsibilities. (i) Assist the complainant in making a record of the environmental damages caused by the contractor during project activities; (ii) Receive a copy of the grievance letter sent to contractor/project owner from the complainant. (iii) Monitor the process of the project owner in complaint resolution as based on the Grievance Redress Mechanism proposed for this project; (iv) Assist the complainant to force the project owner to speed up the process of complaint resolution if this process did not follow the schedule proposed in the

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Grievance Redress Mechanism; (v) Be involved in screening the validity of the complainant; (vi) Advise the affected persons regarding the validity of their complaint through the following steps: - Check again to find real reasons for the damage to his/her property. - Support him/her to prepare and to send a complaint letter to relevant agencies, if the reasons were identified. - Support him/her in restoration of living conditions while waiting for compensation from the companies that caused the damage. (vii) Act as Witness in the compensation process of the project owner/its contractor for the complainant; and (viii) If the public environment or public works (e.g. river, canal, land, forest, roads, water supply system, communication system etc.) will be damaged by construction activities the commune’s or district PC will take the responsibility to be a complainant. In this case the PC will implement all legal guidelines and follow the steps of the Grievance Redress Mechanism proposed for this project. 591. The Fatherland Front Committee (FFC) is a socio-political organization at commune, district, provincial and central levels. An FFC includes various members – associations such as Farmer Association, Youth Association, and Veteran Association. 592. In the Grievance Redress Mechanism for this project the FFC at commune or district level has the following responsibilities. (i) To be a representative of the commune/district to complain to the project owner /its contractor in case of public works or economic activities of local people are damaged by project activities; (ii) Assist in document preparation for individual complaints in the process of grievance redress; and (iii) Witness environmental damage assessments, negotiation between the project owner/its contractor and the complainant and in the compensation process. 593. The Provincial Department and District Division of Natural Resources and Environment (DONRE) may support complainants in assessment of environmental impacts caused by the project activities if it is required by one of the two sides (complainant and project owner) or by the PC. 594. This may be done by measurement of the loss of fish, or shrimp, analysis and evaluation of water pollution (in case of water pollution: generated by storm water from the project area) or measurement and analysis of air, noise, or vibration pollution caused by construction activities. Data from DONRE in environmental impact assessment may be used by either side in grievance resolution: the project owner and the complainant. 595. The time frame for the above procedure is: (i) Reply to the complainant: within 15 days from receiving the complaint (ii) Assess the damage within 45 days from receiving the complaint (iii) Select grievance resolution approach: within 60 days from receiving the complaint (iv) Compensation for the damaged environment: within 90 working days from receiving the complaint, except for some specific cases (within 365 days). 596. The above GRM is clear, transparent, understandable and based on Vietnam’s legal guidelines as well as ADB’s Safeguard Policy Statement (2009). It may be easily applied by local residents, VEC/PIU and its contractors during implementation of the project.

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J. ENVIRONMENTAL MANAGEMENT PLAN I. Introduction 598. An environmental management plan (EMP) has been prepared and will be updated during detailed design. VEC will ensure that the contractors prepare a site-specific EMP based on this EMP and the actual situation on-site. VEC will monitor the implementation of the EMP, and will report twice a year on EMP compliance. 599. The bidding documents for construction contracts will be based on standard ADB documents for international competitive bidding, and will include contract clauses requiring the contractor to implement the relevant clauses of the EMP. The construction specifications will incorporate the EMP requirements. II. Summary of potential environmental impacts 600. Potential environmental impacts will be identified throughout the project implementation for all phases of pre-construction, construction and operation. Of which, there will be significant and insignificant impacts. However, all potential environmental impacts identified will have to be mitigated or eliminated by proper measures. 601. Pursuant to the environmental protection law, VEC and its contractors will be responsible for implementing environmental protection measures as mentioned in the EMP while monitoring works will be conducted by other relevant agencies and/or organizations. 602. Details about potential impacts, mitigation measures, responsibility for implementing mitigation measures, responsibility for supervision, and cost estimates for implementation and environmental mitigation works are described below.

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Table J-1: Summary of potential environmental impacts and mitigation measures

Estimated Responsibility Project Potential Environmental Marginal Responding mitigation measures Location Implementation Supervision activities Negative Impacts Cost (USD) Pre- Construction phase Detailed Adverse impacts relating Conducting careful surveys and Throughout No Consultant hired VEC design to detailed design are consultation with local governments about the project marginal by the project waterlogging, design works. alignment cost proponent groundwater pollution, (VEC) impediments to movements of people and animals, and risks. Removal of Causing of injury, even Contract with local military forces to Throughout No Local military VEC, MC remaining death. check, counteract, and remove the the project marginal forces hired by unexploded remaining unexploded ordnance before alignment cost VEC ordnance land clearance and construction. Acquisition of Loss of income of Implement proper compensation polices Throughout No agricultural affected households and support PAHs in accordance with law the project marginal land and (PAHs and other local and local conditions. alignment cost wetlands socio-economic issues. VEC/PPC/DPC

Habitat loss for aquatic MC hired by creatures. VEC VEC/PPC/DPC Acquisition of Loss of income from Selection of the best alignment to avoid Throughout No forest land production forests. encroachment into forests and to the project marginal minimize encroachment into natural forest alignment cost

areas. VEC/PPC/DPC Removal of Increased potential for Do not clear vegetation outside the Throughout No MC hired by vegetation by soil erosion and corridor of the expressway the project marginal VEC land clearance infertility. alignment cost High potential for flash flood. Page | 195 Loss of ecological balance and habitat.

Estimated Responsibility Project Potential Environmental Marginal Responding mitigation measures Location Implementation Supervision activities Negative Impacts Cost (USD) VEC/PPC/DPC Replanting trees to compensate for the Throughout No vegetation area lost due to site clearance. the project marginal The main trees to be selected for alignment cost MC hired by replanting and the area of the VEC compensating natural vegetation will be determined in detail at each site. VEC/PPC/DPC Acquisition of Adverse effects on Select the best alignment to minimize Throughout No residential land social life, economy and adverse affects on residential land. the project marginal culture of PAHs. alignment cost MC hired by VEC/PPC/DPC Local socio-economic Implement the appropriate plan for Throughout No VEC issues. residential land acquisition in accordance the project marginal with the law and local conditions. alignment cost VEC/PPC/DPC Acquisition of Adverse effects on local Select the best alignment to minimize Throughout No industrial, port, economy, culture, encroachment into industrial, port, historic the project marginal historic, religion and spiritual life religious, and cemetery lands and alignment cost cultural, technical facilities. MC hired by religious, and VEC cemetery lands and technical facilities VEC/PPC/DPC Relocation of Adverse effects on local Implement proper Resettlement Action Throughout No industrial, and socio-economy Plan to minimize impacts on socio- the project marginal MC hired by cultural, and economy due to relocation of industrial, alignment cost VEC infrastructural cultural, infrastructural facilities. facilities Construction phase Construction of Generation of domestic Proper waste management. Workers’ No VEC, Contractor MONRE, workers’ solid wastes causing camp sites marginal DONRE,

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Estimated Responsibility Project Potential Environmental Marginal Responding mitigation measures Location Implementation Supervision activities Negative Impacts Cost (USD) camps land, water, and air cost IMBOC, MC (i) Do not permit disposal of untreated pollution and public solid waste into canals, rivers or fields. health problems. (ii) Properly collect, and segregate

domestic wastes at workers’ camps, and offices. (iii) Contract with local environmental service units for transport of the solid waste to treatment sites every two days. (iv) Use of pits with proper lining for disposal of domestic solid wastes.

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Estimated Responsibility Project Potential Environmental Marginal Responding mitigation measures Location Implementation Supervision activities Negative Impacts Cost (USD) Wastewater from Provide good mobile toilets for each Construction No VEC, Contractor MONRE, workers’ camps, construction site. sites marginal DONRE, especially wastewater cost IMBOC, MC from toilets causing Install sanitary 2 or 3 chamber septic tank Workers’ No VEC, Contractor MONRE, water, air, and land toilets for each workers’ camp. camp sites marginal DONRE, pollution and a potential cost IMBOC, MC for spreading of diarrhea epidemics. At workers’ camps located far (over Workers’ No VEC, Contractor MONRE, 500m) from residential areas, bench camp sites marginal DONRE, latrines may be installed. Latrines should cost IMBOC, MC be located over 100m from living places and 50 m from canals or rivers. Daily use of lime for disinfection. Fill and disinfect properly before moving the camp to another site. Provide clean water and hand washing Construction No VEC, Contractor MONRE, soap for washing hands at each toilet sites, marginal DONRE, area. Workers’ cost IMBOC, MC camp sites Provide rubbish bins in toilet area for Construction, No VEC, Contractor MONRE, collection of used bathroom paper. and Workers’ marginal DONRE, camp sites cost IMBOC, MC Conflict between Employ local people as much as possible Project No VEC, Contractor MONRE, workers and local as the construction workers, prioritize communes marginal DONRE, residents opportunities for the PAHs. cost IMBOC, MC Properly manage workers and organize Project No VEC, Contractor MONRE, training for workers, particularly workers communes marginal DONRE, from other provinces on relations with cost IMBOC, MC local residents

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Estimated Responsibility Project Potential Environmental Marginal Responding mitigation measures Location Implementation Supervision activities Negative Impacts Cost (USD) Quarterly meetings between constructor Project No VEC, Contractor MONRE, and Commune PCs on the matters communes marginal DONRE, regarding the relations between workers cost IMBOC, MC and local residents Transmission of Improve awareness of infectious disease Project No VEC, Contractor MONRE, infectious diseases from prevention, particularly HIV/AIDS and flu communes marginal DONRE, local people to workers for workers. cost IMBOC, MC and vice versa Provide a clean water supply at Workers’ No VEC, Contractor MONRE, construction camps. camp sites marginal DONRE, cost IMBOC, MC

Provide rubbish bins at construction Construction No VEC, Contractor MONRE, camps and daily pick up (by local and workers’ marginal DONRE, environmental service unit to district's camp sites cost IMBOC, MC treatment sites). Ensure good environmental sanitation Construction No VEC, Contractor MONRE, conditions and health for workers at and workers’ marginal DONRE, construction camps. camp sites cost IMBOC, MC Set up a medical station for large-size Construction No VEC, Contractor MONRE, construction camps for first aid and health and workers’ marginal DONRE, care for workers. camp sites cost IMBOC, MC Supply safe food for workers. Construction No VEC, Contractor MONRE, and workers’ marginal DONRE,

camp sites cost IMBOC, MC Properly fill holes created by excavation Construction No VEC, Contractor MONRE, activities to prevent health risk and and workers’ marginal DONRE, eliminate growth of disease vectors. camp sites cost IMBOC, MC Fill water holes and kill rats, bugs, flies Workers’ No VEC, Contractor MONRE,

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Estimated Responsibility Project Potential Environmental Marginal Responding mitigation measures Location Implementation Supervision activities Negative Impacts Cost (USD) and mosquitoes. camp sites marginal DONRE, cost IMBOC, MC Construction of Soil erosion and land Ensure proper design of road so that soil Project area No VEC, Contractor MONRE, roads, and slide at construction erosion and land slide could be marginal DONRE, auxiliary sites, causing damage minimized. cost IMBOC, MC facilities to roads, fields, canals Maintain and replant brushes along rivers Project area No VEC, Contractor MONRE, and pond pollution and canals (2 - 10m in width, 50 - 500 in marginal DONRE, length, depending on the location). cost IMBOC, MC Grass the embankment where possible. Project area No VEC, Contractor MONRE, marginal DONRE, cost IMBOC, MC Earthworks Noise and vibration Locate high noise and vibration Construction No VEC, Contractor MONRE, pollution generation sources far from residential site marginal DONRE, sites. cost IMBOC, MC

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Estimated Responsibility Project Potential Environmental Marginal Responding mitigation measures Location Implementation Supervision activities Negative Impacts Cost (USD) Inform local residents of time and plan of Construction No VEC, Contractor MONRE, construction activities. site marginal DONRE, cost IMBOC, MC Proper organization of the construction Construction No VEC, Contractor MONRE, plan, so that the high noise generation site marginal DONRE, machines would not operate during 10 cost IMBOC, MC p.m. to 6 a.m. in dense residential areas. Install noise barriers at high noise sources Construction No VEC, Contractor MONRE, that affect sensitive receptors (temples, site marginal DONRE, pagodas, churches, schools, etc.) cost IMBOC, MC Ensure truck drivers do not make a great Project No VEC, Contractor MONRE, deal of noise during movement through communes marginal DONRE, densely populated areas. cost IMBOC, MC Dust pollution caused by On rainless days, watering roads and Construction No VEC, Contractor MONRE, earth works. yards at construction sites and roads that site and marginal DONRE, pass residential areas at least twice per transport cost IMBOC, MC day. roads

NOx, SO2, CO, Pb, VOC All vehicles and construction machines Construction No VEC, Contractor MONRE, pollution caused by used for the project should have licenses site and marginal DONRE, vehicles and issued by the Vietnam Register or police transport cost IMBOC, MC construction machines. certifying compliance with Vietnam roads Standards on vehicle emissions. Disposing Soil and surface water Build temporary pits with proper lining at Workers’ No VEC, Contractor MONRE, wastes from pollution that affect each worker’s camp sites for rubbish camp sites marginal DONRE, outside and people’s health and bad disposal. Fill carefully after moving to cost IMBOC, MC inside of odors from temporary other places. construction waste containers. and camp sites

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Estimated Responsibility Project Potential Environmental Marginal Responding mitigation measures Location Implementation Supervision activities Negative Impacts Cost (USD) At workers’ camps and construction sites: Workers’ camps No VEC, Contractor MONRE, Wastes are to be segregated into and marginal DONRE, hazardous and non-hazardous wastes construction cost IMBOC, MC before reuse or transport to disposal sites. sites Arrange rubbish bins for collection of Workers’ No VEC, Contractor MONRE, domestic waste and hazardous waste camps and marginal DONRE, around construction, and workers’ camp construction cost IMBOC, MC sites. sites, Make drainage ditches at worker camp Workers’ No VEC, Contractor MONRE, sites. camp sites marginal DONRE, cost IMBOC, MC Provide information on waste Workers’ No VEC, Contractor MONRE, management in training programs for camps and marginal DONRE, workers, including how to manage construction cost IMBOC, MC hazardous wastes. sites Make a contract with the environmental Project area No VEC, Contractor MONRE, services units of districts or provinces to marginal DONRE, regularly collect and carry domestic cost IMBOC, MC waste, hazardous waste and construction waste from construction sites to local solid waste treatment centers. Disposal of construction waste into fields, Project area No VEC, Contractor MONRE, ponds and canals is to be prohibited. marginal DONRE, cost IMBOC, MC Soil, water, and air Organize a team for collection and Project area No VEC, Contractor MONRE, pollution caused by segregation of construction wastes at marginal DONRE, construction wastes. each construction site. cost IMBOC, MC

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Estimated Responsibility Project Potential Environmental Marginal Responding mitigation measures Location Implementation Supervision activities Negative Impacts Cost (USD) Properly collect and segregate Project area No VEC, Contractor MONRE, construction wastes into non-hazardous marginal DONRE, and hazardous wastes. cost IMBOC, MC Install a temporary hazardous waste Project area No VEC, Contractor MONRE, storage site for solid wastes (oily marginal DONRE, contaminated wastes, used batteries, cost IMBOC, MC used fuel dumps etc.) with roof, brick wall and concrete or cement floor, located over 50m from living/office and water sources. Daily transporting of segregated hazardous wastes from each place on the construction site to this hazardous waste storage site. Collect non-hazardous dredged materials Project area No VEC, Contractor MONRE, to be used for road construction or marginal DONRE, provided for local residents to fill their cost IMBOC, MC gardens or fields. Water the dredged soil storage sites that Project area No VEC, Contractor MONRE, are close to residential areas on rainless marginal DONRE, days for dust control. cost IMBOC, MC Disposal of construction wastes, including Project area No VEC, Contractor MONRE, non-hazardous and hazardous wastes marginal DONRE, into surrounding land, fields, ponds, cost IMBOC, MC canals, and rivers is to be prohibited. Cutting trees Reduction of vegetation Cutting trees outside the project ROW is Project area No VEC, Contractor MONRE, outside the cover, affecting local to be prohibited. marginal DONRE, project ROW biological resources, cost IMBOC, MC creating increased soil

erosion.

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Estimated Responsibility Project Potential Environmental Marginal Responding mitigation measures Location Implementation Supervision activities Negative Impacts Cost (USD) Replanting of trees destroyed by Project area No VEC, Contractor MONRE, constructors (if any) at suitable place marginal DONRE, close to the construction site. Area of cost IMBOC, MC trees to be replanted is equal to area of trees lost by road/bridge construction. Transport for Damage local roads and In cooperation with provincial Department Project No VEC, Contractor MONRE, construction increase traffic of Traffic Police to properly organize communes marginal DONRE, materials congestion on national transport of materials for the project. cost IMBOC, MC highways, provincial Set up clear traffic signal boards at the Project No VEC, Contractor MONRE, roads and other roads. roads going in and out of the road communes marginal DONRE, construction sites. cost IMBOC, MC Repair roads damaged by the project Project No VEC, Contractor MONRE, after completing each construction communes marginal DONRE, section. cost IMBOC, MC Construction of Causing water Design and construct appropriate water Construction No VEC, Contractor MONRE, embankment inundation in the drainage systems with adequate culverts communes marginal DONRE, upstream area of the connecting the right and left sides of the cost IMBOC, MC

alignment due to road embankment. embankment, effecting Do not fill canals or creeks at the Construction No VEC, Contractor MONRE, local agriculture construction site. In case of the need for communes marginal DONRE, aquaculture, business, filling of a local drainage system it is cost IMBOC, MC transport and public necessary to consult with local authorities health. and permission from local authorities is needed. Construction of Construction worker Mitigation measures similar to those Bridge No VEC, Contractor MONRE, bridges camps. indicated in the above section on road construction marginal DONRE, construction. site cost IMBOC, MC

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Estimated Responsibility Project Potential Environmental Marginal Responding mitigation measures Location Implementation Supervision activities Negative Impacts Cost (USD) Increased noise and Mitigation measures similar to those Bridge No VEC, Contractor MONRE, vibration. indicated in the above section on road construction marginal DONRE, construction. site cost IMBOC, MC Domestic and Mitigation measures similar to those Bridge No VEC, Contractor MONRE, construction waste indicated in the above section on road construction marginal DONRE, generation. construction. site cost IMBOC, MC Air pollution caused by Mitigation measures similar to those Bridge No VEC, Contractor MONRE, material transport. indicated in the above section on road construction marginal DONRE, construction. site cost IMBOC, MC Land erosion and land Do not cut the existing vegetation cover in Bridge No VEC, Contractor MONRE, slide at bridge the surrounding area. construction marginal DONRE, construction site. site cost IMBOC, MC Construct solid stone/concrete protection Bridge No VEC, Contractor MONRE, structures for the riverbanks at each construction marginal DONRE, bridge construction site. site cost IMBOC, MC Operation of barges for Discharge of untreated waste water and Bridge No VEC, Contractor MONRE, material transport, release of rubbish from barges is to be construction marginal DONRE, causing water pollution prohibited. site cost IMBOC, MC by wastes and fuel Each barge should have rubbish bins for Bridge No VEC, Contractor MONRE, leakage. solid waste collection and oil separators construction marginal DONRE, for proper collection of oily wastewater. site cost IMBOC, MC In cooperation with provincial Department Bridge No VEC, Contractor MONRE, of Transport and Waterway Police, construction marginal DONRE, properly organize barge and floating site cost IMBOC, MC crane activities at each bridge construction site. Operation of barges and Prepare and operate a proper oil spill Bridge No VEC, Contractor MONRE,

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Estimated Responsibility Project Potential Environmental Marginal Responding mitigation measures Location Implementation Supervision activities Negative Impacts Cost (USD) floating cranes in bridge response plan for the large bridge construction marginal DONRE, construction, causing construction. site cost IMBOC, MC inland waterway traffic Cooperate with Oil Spill Rescue congestion and Companies to respond for Oil spill (if any). environmental risks in case of oil spill. Increased noise Works sensitive to noise (hospitals, Bridge No VEC, Contractor MONRE, pollution along side of schools, religious buildings etc.) are construction marginal DONRE, the expressway required to be constructed at a minimum site cost IMBOC, MC distance of 200m from the road edge to avoid impacts of noise. Prohibit drivers to make loud noises in the Bridge No VEC, Contractor MONRE, densely populated areas along the construction marginal DONRE, expressway. site cost IMBOC, MC Increased air pollution Ensure vehicles moving on this Bridge No VEC, Contractor MONRE, along side of the expressway have licenses showing construction marginal DONRE, expressway "compliance with the Vietnam Standard site cost IMBOC, MC for Vehicle Exhaust Emission" issued by the Vietnam Register Authority or Traffic Police. Operation phase Operation of Increased water Run-off water is collected into ditches, Roadside No VEC MONRE, the pollution in fields, and installed at both road sides and it is not water marginal DONRE and expressway canals caused by allowed to pour into surrounding aqua sources cost other provincial polluted run-off water cultural ponds. relevant from road surface agencies

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Estimated Responsibility Project Potential Environmental Marginal Responding mitigation measures Location Implementation Supervision activities Negative Impacts Cost (USD) Disposal of rubbish by passengers and Roadside No VEC ditto drivers on roads is to be prohibited. water marginal sources cost ditto Build Stop Over Stations (if it is necessary Roadside No VEC for this expressway) with installation of water marginal sanitary toilets and waste collectors. sources cost ditto Carry out daily road cleaning. Roadside No VEC water marginal sources cost ditto Traffic accidents, Ensure drivers are well educated on road Throughout No Local police causing health and safety requirements. the route marginal social impacts cost ditto Ensure local people are well educated on Throughout No Project CPC the Road Transport Law. the route marginal cost ditto Install traffic signboards at appropriate Throughout No VEC places. the route marginal cost ditto Regularly repair road and bridges to Throughout No VEC ensure good condition for vehicle the route marginal movement. cost ditto Prohibit construction of access roads on Throughout No Project PPC to the Expressway. the route marginal cost ditto Prohibit residential commercial areas Throughout No Project PPC within the safety corridor of the the route marginal expressway. cost

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Estimated Responsibility Project Potential Environmental Marginal Responding mitigation measures Location Implementation Supervision activities Negative Impacts Cost (USD) ditto Increased environmental Proper implementation of the GOV Throughout No Project PPC problems cause by rapid policies in Sustainable Development. the route marginal urban, industrial and cost service development ditto Proper implement of Laws on Throughout No Project PPC along the expressway Environmental Protection, Forest the route marginal Protection and Development, Biodiversity, cost Water Resources and relevant laws, decisions, and standards. ditto Properly prepare and implement a Socio- Throughout No Project PPC Economic Master Plan for the project the route marginal provinces, included Strategic cost Environmental Assessment (SEA). ditto Consequences Increased run-off and Proper design and construction of solid Throughout No VEC of Micro- flood road embankment and bridges. the route marginal Climate cost Change ditto Proper design and construction of culverts Throughout No VEC and drainage systems at the road the route marginal embankment. cost

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III. Environmental monitoring plan 603. An environmental monitoring plan will be set up in accordance with the Government and ADB requirements. The plan will focus on environmental compliance monitoring and environmental quality monitoring (e.g. air, water, soil, vibration and noise) during construction and operation. On the Government side, MONRE is the highest responsible agency for the environmental monitoring plan throughout the project implementation. Provincial DONRE will also be responsible for the environmental monitoring plan. 604. Additionally, in accordance with Decision 80/2005/QD-TTg of the Prime Minister dated 18th April 2005 on promulgating the regulation on investment monitoring of the community, every affected commune in the project area will have to establish an investment monitoring board of the community (IMBOC) to perform the monitoring task, including environmental monitoring. 605. VEC will also hire an international supervision consultant to help supervise civil works and, of course the consultant will also be responsible for environmental monitoring activities. Environmental specialists of the consultant will consist of international and national environmental specialists qualifying for the Government and ADB requirements. In some cases, contractors can undertake environmental quality monitoring tasks if they have the environmental capability such as environmental staffs and standardized laboratories but not supervision consultants. 606. During construction, compliance monitoring will be completed as the work is carried out by VEC or by consultants hired by VEC. The compliance monitoring will be done every day while environmental quality monitoring will be done every three months. Monthly reports will be submitted by the supervision consultant to VEC for review and quarterly monitoring reports will be submitted to ADB, MONRE and DONRE by VEC. 607. No later than 6 months before the completion of the construction work, VEC will gather compliance monitoring information from all contractors and provide a completion report on construction mitigation to ADB. The report will show the timing, extent, and success of the completed mitigation measures, and the maintenance and monitoring needs during operation. Since VEC is also responsible for the operation of the highway, smooth transition of environmental responsibility is assured. 608. VEC will strengthen and continue to improve its capacity by implementing environmental programs for its managers and staff well before the start of construction, to make them better aware of the required mitigation actions before the contractors mobilize. 609. Monitoring during operation will focus on maintaining the mitigation measures begun during construction, and on monitoring air quality and noise levels. Annual environmental reports during the operating period will be prepared by VEC and discussed with MONRE and DONREs. These discussions will form the basis for any needed adjustments in the program.

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Table J-2: Environmental quality monitoring plan

Determination Location Reference standard Frequency Implementation Reporting

Pre-construction phase Surface water quality parameters: 9 locations QCVN 08:2008/BTNMT – National Twice a year Consultant hired A report on monitoring temperature, pH, SS, turbidity, DO, Technical Regulation on Surface by VEC results will be prepared + - - conductivity, COD, BOD, NH4 , NO2 , NO3 , Water Quality and submitted to VEC by Fe, Al, Oil and grease, and coliforms. the consultant Groundwater quality parameters: pH, 8 locations QCVN 09:2008/BTNMT – National Twice a year Consultant hired ditto conductivity, SS, turbidity, salinity, COD, Technical Regulation on Groundwater by VEC + - - NH4 , NO2 , NO3 , Zn, Mn, As, Fe, Al, P, Oil and Grease, and E.coli. 0 Ambient air quality: t , wind, humidity, SO2, 13 locations QCVN 05:2009/BTNMT – National Twice a year Consultant hired ditto NOx, CO, VOC, Pb, TSP and PM10. Technical Regulation on Ambient Air by VEC Quality (average 24-hour measurement) Noise: LAmax, LAmin, and LAeq 13 locations TCVN 5949-1998 – Acoustic: Noise in Twice a year Consultant hired ditto Public and Residential Areas – by VEC Maximum permitted noise level Construction phase Surface water quality parameters: 9 locations QCVN 08:2008/BTNMT – National Once every Consultant hired Monitoring results will be temperature, pH, SS, turbidity, DO, Technical Regulation on Surface three by VEC included in a monitoring + - - conductivity, COD, BOD, NH4 , NO2 , NO3 , Water Quality months report submitted to VEC Fe, Al, Oil and grease, and coliforms. by the consultant every three months Groundwater quality parameters: pH, 8 locations QCVN 09:2008/BTNMT – National Once every Consultant hired ditto conductivity, SS, turbidity, salinity, COD, Technical Regulation on Groundwater three by VEC + - - NH4 , NO2 , NO3 , Zn, Mn, As, Fe, Al, P, Oil months and Grease, and E.coli. 0 Ambient air quality: t , wind, humidity, SO2, 13 locations QCVN 05:2009/BTNMT – National Once every Consultant hired ditto Technical Regulation on Ambient Air three by VEC

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NOx, CO, VOC, Pb, TSP and PM10. Quality (average 24-hour months measurement) Noise: LAmax, LAmin, and LAeq 13 locations TCVN 5949-1998 – Acoustic: Noise in Once every Consultant hired ditto Public and Residential Areas – three by VEC

Maximum permitted noise level months Operation phase 0 Ambient air quality: t , wind, humidity, SO2, 13 locations QCVN 05:2009/BTNMT – National Once every Consultant hired Monitoring results will be NOx, CO, VOC, Pb, TSP and PM10. Technical Regulation on Ambient Air six months by VEC included in monitoring Quality (average 24-hour report submitted to VEC measurement) by the consultant every six months Noise: LAmax, LAmin, and LAeq 13 locations TCVN 5949-1998 – Acoustic: Noise in Once every Consultant hired ditto Public and Residential Areas – six months by VEC

Maximum permitted noise level Table J-3: Compliance Monitoring Plan Responsibility Environmental issues Location Methodology Frequency Cost Implementation Supervision Pre-construction phase Environmental considerations Throughout the Review Once consultant VEC/ES Included in incorporated into detailed design expressway alignment documents detailed design cost EMP incorporated into tender documents Throughout the Review Once consultant VEC/ES ditto expressway alignment documents Resettlement plan (RP) Throughout the Methods Throughout RP VEC/PPC/DPC MC hired by ditto expressway alignment suggested in RP implementation VEC process Check for and removal of remaining Throughout the Using of special Once Local military VEC ditto unexploded ordnance from the wars expressway alignment equipment forces Construction phase No cutting trees outside the project ROW Throughout the Observation Daily VEC/Contractors MONRE/DONR Included in expressway alignment E/MC/IMBOC monitoring costs Replanting trees at places where Areas possible near the Observation ditto ditto ditto ditto

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Responsibility Environmental issues Location Methodology Frequency Cost Implementation Supervision possible expressway alignment No use of heavy vehicles on productive Productive soils near Observation ditto ditto ditto ditto soils the expressway corridor Stabilization of the road embankment and Throughout the Observation ditto ditto ditto ditto steep cut slopes for soil erosion expressway alignment prevention No dumping of wastes into nearby water Soils and water sources Observation ditto ditto ditto ditto sources or productive soils near the expressway alignment Settling ponds for mitigating the Areas of steep cut Observation ditto ditto ditto ditto sedimentation process slopes Clean-up of construction sites Throughout the Observation ditto ditto ditto ditto expressway alignment For dump trucks: covered and not Routes from/to the sites Observation ditto ditto ditto ditto overloaded when moving from/to sites Dust suppression (e.g. sprinkling water Throughout the Observation ditto ditto ditto ditto on existing roads and construction sites) expressway alignment Noise barriers at sensitive areas Sensitive areas Observation ditto ditto ditto ditto Sanitary conditions at worker-based Worker-based camps Observation ditto ditto ditto ditto camps (e.g. water supply, toilets, management and treatment of wastes) Healthcare (e.g. periodic health Throughout the Observation ditto ditto ditto ditto examinations, communicable diseases, expressway alignment first aid, and medical stations on-site) Social problems associated with labor All construction sites Observation and ditto ditto ditto ditto force (e.g. strife, alcohol and drug abuse, interview gamble, etc.) Handling of materials including toxic Storage areas Observation ditto ditto ditto ditto materials Maintenance of water flows (e.g. Throughout the Observation ditto ditto ditto ditto streams, irrigation canals, and drainages) expressway alignment to avoid flooding

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Responsibility Environmental issues Location Methodology Frequency Cost Implementation Supervision Maintenance of local roads used for Throughout the Observation ditto ditto ditto ditto transporting wastes and materials expressway alignment Plan for prevention of fire and explosion Storage areas Observation ditto ditto ditto ditto Emergency plan for the risk of spillage Storage areas Observation ditto ditto ditto ditto Working safety (e.g. safety regulations All construction sites Interview ditto ditto ditto ditto and tools, and training) Traffic safety (e.g. signboards, lighting Intersections Observation ditto ditto ditto ditto systems, speed limits, and instruction manuals) Restoration of borrow areas (e.g. soil Borrow areas Observation ditto ditto ditto ditto borrow areas) Written permission for local disposal sites Throughout the Interview ditto ditto ditto ditto expressway alignment Coping with community grievances Every project commune Interview ditto ditto ditto ditto Operation Stage A follow-up monitoring plan for noise and Locations identified Observation and Once every three Expressway VEC/DONRE/ Included in air quality during construction and interviews months Operation and DOT operation and operation phases Maintenance Unit maintenance costs Maintenance of water flows crossing the Streams, irrigation ditto ditto ditto ditto ditto expressway canals, and drains Traffic safety systems Throughout the ditto ditto ditto ditto ditto expressway Clean-up of the road Throughout the ditto ditto ditto ditto ditto expressway Environmental maintenance and Throughout the ditto ditto ditto ditto ditto enhancement (e.g. trees, grass, flowers, expressway etc.) The system of management and Throughout the ditto ditto ditto ditto ditto treatment of wastes at rest stops expressway

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IV. Institutional requirements 610. VEC has founded a project implementation unit to implement the Ha Noi – Lang Son Expressway Project in 2009. The unit had a staff of three - a director and two technical staffs. To date, no environmental and resettlement staffs have been drawn from fulltime permanent staffs of VEC for this unit. 611. VEC is a relatively new institution, which is expanding rapidly as it undertakes projects to develop the expressway network in Viet Nam. It plans to begin construction of at least six expressway development projects in the next 5 years. This will lead to a requirement for an environmental specialist in project design, construction supervision, and monitoring during operations. VEC in 2007 established an Environmental Section within the Technical Project Department. This acts as a skills center to supply resources and advice to project teams during the various stages of design, construction, and operations, and is responsible for ensuring that VEC regulatory and loan covenants are met. Specialist monitoring work and the preparation of EIAs will continue to be carried out by specialist environmental institutions. 612. At the design stage, the ES and highway engineers of VEC will ensure that environmental protection is incorporated into the design. 613. During construction, the contractors will ensure that mitigation measures are implemented and sustained throughout the construction period. In turn, environmental specialists will be hired to join the construction supervision consultant team and to oversee and monitor the implementation of all mitigating measures required by the EMP in accordance with ADB’s Environmental Policy (2002), Environmental Assessment Guidelines (2003) and Safeguard Policy Statement (2009). VEC environmental specialists will oversee the work of the consultant. The duties of the consultant will be to: (i) supervise the implementation of the environmental protection and impact mitigating measures by the contractors, (ii) supervise construction activities to ensure minimum impact on the natural and socioeconomic environment, (iii) monitor the impact of the construction works, and (iv) prepare the necessary remedial actions. 614. ES/VEC will lead government counterparts at all levels in environmental compliance monitoring. ES/VEC will (i) confirm that the contractors’ contracts specify their environmental mitigation responsibilities, (ii) distribute copies of the SEIA and its EMP to the contractors, (iii) appoint environmental monitoring teams, and (iv) ensure that semiannual monitoring and construction monitoring completion reports are prepared and submitted in a credible and timely fashion to VEC and ADB, as required. 615. Environmental compliance monitoring requires the presence of the following work elements within VEC, the consultant and contractors: (i) administrative and managerial commitment to mitigation and monitoring; (ii) completely translated SEIA and EIA, including the EMP and monitoring plan, with copies available to VEC staff members and contractors; (iii) skilled environmental monitoring specialists or analysts within VEC; and (iv) systematic and credible data collection, organization, and reporting. 616. Air quality, water quality and noise levels will be monitored by the consultant during construction and by VEC during operation. VEC will also periodically conduct independent checking through a specialist company. It will invest in equipment and training to develop its capability to carry out routine monitoring, interpretation, and reporting. The results of monitoring at both construction and operation stages will be submitted by the consultant or the specialist company to VEC, which will review them and, if necessary, decide on further mitigating actions. The results, including additional mitigating actions taken and the results of those actions, will also be periodically reported to the DONREs of the provinces and cities involved, as well as to MONRE and ADB. These institutions may also request further actions for environmental mitigation that they deem necessary.

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V. Environmental capacity building 617. An environmental training program is necessary for building of environmental capacity for VEC, Contractors, and Communal Community Monitoring Boards. The program will be organized one time by an environmental consultant that meets the environmental requirements of MONRE and ADB, hired by VEC to work throughout the project construction. Cost for this program will be included in the monitoring cost. The content of this program will cover (i) introduction of environmental policies of ADB and the Government, (ii) performance of environmental management and monitoring plans, (iii) institutional arrangements, (iv) grievance redress mechanism, (v) reporting, (vi) penalty for behaviors compromising the environment, (vii) use of environmental equipment/instrument/apparatus, and (viii) field works. 618. The numbers of trainees are estimated: VEC – 1 person; each contractor or package – 1 person; and each IMBOC – 1 person. There will be two trainers. VI. Detailed cost estimates 619. At this time, detailed cost estimates have been done for some but not all environmental items, including (i) environmental quality monitoring plan, (ii) environmental training program, (iii) afforestation program and (iv) operation of IMBOC. 620. Cost for other environmental items such as environmental facilities and equipment and machinery (septic tank toilets, mobile toilets and waste bins for worker-based camps, water trucks, betonite containers, hazardous waste containers, waste oil and grease containers), noise reduction, air pollution control, waste treatment, flood control, landslide control, landscaping, restoration of borrow areas, drainage systems, fire and explosion prevention practice, vibration control, clean water supply, health care, safety, compensation, environmental consultancy, etc. have not been estimated at this time. 621. The following tables will show detailed costs estimated for some environmental items as mentioned above. Table J-4: Cost estimates for environmental quality monitoring plan Item Unit cost (1,000 VND) Quantity Amount (1,000 VND) Pre-construction phase (12 months) Surface water quality 2,722 17 46,274 monitoring Groundwater quality 3,727 16 59,632 monitoring Ambient air quality 1,391 23 31,993 monitoring Noise level monitoring 201 23 4,623 Construction phase (30 months) Surface water quality 2,722 90 244,980 monitoring Groundwater quality 3,727 80 298,160 monitoring Ambient air quality 1,391 130 180,830 monitoring Noise level monitoring 201 130 26,130 Operation phase (36 months) Ambient air quality 1,391 78 108,498 monitoring Noise level monitoring 201 78 15,678 Total 1,016,798 (equal to 48,458.18 US$)

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Table J-5: Cost estimates for training program and operation of community monitoring board

Item Unit cost (1,000 VND) Quantity Amount (1,000VND) I. Environmental training program during pre-construction Trainee 2,000/person/3days 53 persons 106,000 Trainer 6,000/person/day 2 personsx3 days 36,000 II. Operation of community monitoring board during construction – 37 boards Allowance 300/person/month 4 persons x 30 months x 1,728,000 48 boards Communication fee 200/month 30 months x 48 boards 288,000 Travelling cost 100/person/month 30 months x 48 boards 144,000 Office stationery 300/month 30 months x 48 boards 432,000 Miscellaneous 200/month 30 months x 48 boards 288,000 expenses Total 3,022,000 (equal to 144,021.35 US$)

Table J-6: Cost estimates for the afforestation plan as a mitigation measure for global warming

Item Unit Unit price (1,000 VND) Quantity Amount (1,000VND) Cost for buying ha 20,000/ha 741 ha 14,820,000 trees and planting trees Cost for care and ha.year 5,000/ha.year 741*3 = 11,115,000 maintenance of 2,223 forests for a ha.year period of 3 years Total cost 25,935,000 (equal to 1,263,000.572 US$)

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K. CONCLUSION AND RECOMMENDATION

622. The Ha Noi – Lang Son expressway project will play an important role in improvement of the transport system of Northern Vietnam. It will also contribute to development of the socio – economy of the Northern regions of Vietnam as well as promoting of goods exchange between Vietnam and China by roadway system. Because of those reasons, the project is strongly supported by the Government, MOT, the project provinces and peoples in the project area. 623. In the context of sustainable development, the expressway project will have to contribute to both economic development and environmental protection. Therefore, the environmental safeguard policies of the Vietnam Government and ADB were very much considered during the project preparation. Namely, environmental considerations are very much considered in the alternative alignments. More importantly, the EIA study was carried out to assess environmental damage due to the project in accordance with the Government and ADB requirements. 624. In general, the expressway project will also produce some impacts similar to other road projects. However, the level of these impacts would be higher than impacts resulting from normal road projects. Typical environmental impacts due to the expressway projects were identified and corresponding mitigation measures were proposed. 625. The EIA study indicated that the project would cause some adverse environmental impacts, yet these impacts are temporary, localized and reversible. Because the project does not touch sensitive areas such as national parks, protected areas, wetlands, nature reserves, historical relics, archaeological areas, pagodas, temples, or secret military areas, no serious environmental impacts are expected. Perhaps, significant environmental impacts will result from land acquisition and resettlement. 626. An EMP was also prepared and included in the EIA and compliance with the EMP would help the project proponent protect the environment from the negative impacts resulting from the project implementation. The EMP underlines institutional requirements such as environmental capacity building for VEC, the monitoring role of responsible institutions (e.g. MONRE, DONREs, and DOTs), the supervision consultant and local community (e.g. community monitoring board). However, the EMP will be updated during detailed design. 627. During detailed design, engineers should carry out further surveys and consultations with local governments affected by the project to get more information about local situations as well as their expectations so that the engineers can make proper decisions on how to incorporate environmental protection work into the project implementation. Further public consultations with local communities affected by the project should be carried out by VEC in cooperation with the consultants, responsible provincial agencies, and NGO’s throughout the project implementation in accordance with the Government and ADB guidelines.

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