Feasibility Study: Vinh Thanh Road, Binh Dinh Province

Climate Resilient Inclusive Infrastructure for Ethnic Minorities Project I (RRP VIE 49026-004)

Feasibility Study

June 2021

Viet Nam: Climate Resilient Inclusive Infrastructure for Ethnic Minorities Project I

Vinh Thanh Road, Binh Dinh Province

ABBREVIATIONS

ADB – Asian Development Bank APs – Affected Persons BIIG1 – Basic infrastructure for inclusive growth BOQ – Bill of quantities CSB – Commune Supervision Board CPC – Commune People Committee CWU – Commune Women Union DARD – The Provincial Department of Agriculture and Rural Development DOC – The Provincial Department of Construction DOLISA – The Provincial Department of Labor, Invalids and Social Affairs DONRE – The Provincial Department of Natural Resources and Environment DPI – The Provincial Department of Planning and Investment DRC – District resettlement council EIRR – Economic Internal Rate of return EM – Ethnic Minorities GAP – Gender action plan GDP – Gross domestic product GoV – Government of Vietnam GSO – General Statistics Office HH – Household IAs – The Implementing Agencies IEE – Initial Environmental Examination IPP – Indigenous people plan LURC – Land use right certificate NH – National Highway NSGE – National strategy gender equity PP – Project Proposal PPC – The Provincial Peoples’ Committee PPMU – Provincial Project Management Unit PPTA – Project preparation technical assistance PR – Provincial road RIs – Rural infrastructures RP – Resettlement plan SEDP – Social-economic development plan VWU – Vietnamese Women Union

CONTENTS

Page

EXECUTIVE SUMMARY 4

I. SUBPROJECT DESCRIPTION 7 A. CRIEM Sector Project Overview 8 B. Network Rational 12 C. Socio-economic profile of Vinh Thanh District 13 D. Design Summary 23 E. Necessity for the subproject investment 27

II. FIELD INVESTIGATIONS 29 A. Introduction 29 B. Traffic forecast and design category 29 C. Alignment Study and Identification of upgrading requirements 30 D. Structures 31 E. Surveys and investigation 32 F. Topographical survey 34 G. Survey of the current status and inventory 35 H. Geological survey 37 I. Hydraulic and hydrological investigations 41 J. Bridge survey 43 K. Culverts and Drainage System 46 L. Preliminary assessment survey of site clearance 47 M. Construction materials - Survey of Quarries 48 N. Survey of disposal sites 52 O. Design Recommendations 52

III. PRELIMINARY DESIGN 54 A. Overview 54 B. Design Principles 54 C. Scale and standards for road design: 55 D. Standard of pavement design 56 E. Technical study 56 F. Study of selected options 57 G. Road design 57 H. Bridge Design 64 I. Climate Change Resilience – Incremental Design 71

IV. COST ESTIMATES 72 A. Overview 72 B. Detailed design and approval 73 C. Quantity estimates 73 D. Cost estimate 77 E. Financing Plan 78 G. Operational and Maintenance Plan 79 H. Operation and Maintenance Costs 84

V. PROCUREMENT 84 A. Contract Packaging 84

VI. IMPLEMENTATION ARRANGEMENTS 85 A. Execution and Implementation Agencies 85 B. Implementation procedures 85 C. Construction schedules 86

VIII. SOCIAL IMPACTS 86 A. Long term benefits to households: 86 B. Short term benefits 88 C. Adverse impacts 90 D. Overall attitudes to the project 93 E. Involvement in the project 94 F. Impacts issues and management 94

IX. RESETTLEMENT AND ETHNIC MINORITY DEVELOPMETN PLAN (REMDP) 95 A. Replacement cost. 95 B. Budget for resettlement: 96 C. Institutional arrangement 98 D. Implementation Schedule 101

X. GENDER ACTION PLAN 102 A. Household division of labour and responsibility 102 B. Production activities 102 C. Reproductive activities 103 D. Social and community maintenance 103 E. Decision making 103 F. Gender Action Plan 104

XI. ENVIRONMENTAL SAFEGUARDS 110 A. ENVIRONMENTAL MANAGEMENT PLAN 110

XII. SUBPROJECT FINANCIAL AND ECONOMIC ASSESMENT 127 A. Traffic Demand Forecast 128 B. Costs 129 C. Benefits 129 D. Assessment Results 132

XIII. APPENDIXES APPENDIX 1: INVESTIGATION DOCUMENTS 135 APPENDIX 2: BILL OF QUANTITIES Error! Bookmark not defined. APPENDIX 3: TOTAL INVESTMENT 139 APPENDIX 4: DRAWING DESIGN 145

EXECUTIVE SUMMARY

1. Title and subproject description: The subproject name is “Upgrade the section of PR637 road from Vinh Quang Commune to Vinh Thanh town, Vinh Thanh district, Binh Dinh, province”. The road section will be designed to a category IV plain road.

2. The road passes through Vinh Quang commune to Vinh Thanh town, Vinh Thanh district for a total length of 2.4km.

(i) The starting point at Km 11+300 is in the vicinity of Dinh Quang Hamlet , Vinh Quang Commune, Vinh Thanh District

(ii) The ending point at Km 13+665 is at the intersection of PR637 road and Ha Nhe – Dinh Binh (at Dinh Binh Bridge T-junction) Quarter 5 Vinh Thanh Town.

3. The subproject supports the CRIEM-1. output 1 indicator by upgrading of 2.4 km of road to ensure reliable wet season connectivity whilst increasing mobility by enabling increasing access for larger trucks and supporting higher traffic demand. The contribution to the outcome indicator of improved economic inclusiveness is reflected in removing connectivity and mobility constraints that support the spatial role of PR637.

4. Specifically the subproject will enable improved cost effective freight along PR637 (257km in length) from north central Gia Lai Province south through Vinh Thanh District to NH 19 at the southern end of Vinth Thanh and Tay Son Districts. NH19 provides the connection from Quy Nhon and NH1 to Pleiku Gia Lai Province in the Central Highlands and onto the Cambodian Border of Le Thanh with a length of about 234 km. NH19 is significant in the ASEAN Highway Network as part of the corridor in the Greater Mekong Subregion (GMS). The wider corridor that NH19 supports connects Bangkok to the Central Coast of Vietnam through Cambodia, and is a major transport link for agricultural products of Gia Lai being the preferred transport route for commodities and people passing in and out of the central highlands as well as the cross-border trade from Cambodia and Southern Lao to NH1 and Quy Nhon Port.

5. The upgrading is expected to reduce freight costs within Vinh Thanh District from enabling heavier trucks to support the acacia forestry sector and local agricultural output, and for lowering the costs of transport of both raw materials and output for Ta Suc industrial cluster enterprises and from removing flood and wet season disconnections from flooding.

6. The subproject contribution to improved inclusiveness will be achieved through increased reliability and quality of the connectivity to the district center of Vinh Thanh small town with other urban settlements in the district, the provincial administration, and the proposed ecotourism site of Vinh Son to the north of Vinh Thanh district. The road will directly improve traffic conditions for the people in the communes such as Tay Thuan, Vinh Quang communes with the center of the Vinh Thanh district and province.

7. The subproject will complete the connection through to Vinh Quang District and the Ta Suc industrial cluster to the North East of Binh Dinh. The road enhances the commodity circulation

for other localities of Tay Son and Vinh Thanh districts in term of trading, travelling and transporting agricultural products to the processing and consuming facilities providing lower costs, increased returns that support the competitive advantage of small producers and enterprises providing additional incentives for additional investment in production systems. The proposed road subproject contribute to the ongoing improvement to the linkages within the Binh Dinh transport network as presented in the Provincial Transport Plan.

8. The current road section constrains mobility and services due to (i) weight limits on the Xem Bridge that preclude container and large trucks, (ii) regular flooding due to maximum flood levels that are influenced by the Xem River catchment and also due to back flow from the confluence of the Con River. At the position of Suoi Xem bridge the alignment shall be adjusted east of the old bridge to minimize the scale of impacts and to ensure the old bridge supports traffic during construction.

9. The subproject road section floods on average between 2 to 4 times per year for up to 7 days per event effectively cutting the left bank Con River communes off from the wider road network. The Suoi Xem bridge at Km 12+650 is 168m long, 5m in width and only supports one way traffic, in the flood season, such that in addition to loosing connectivity the road mobility decreases during heavy rain and monsoonal rain events resulting in traffic congestion, increased travel times and costs.

10. The traffic volume on the road is relatively high especially at the northern end point in Vinh Thanh Town. Traffic counts undertaken in April 2019 (see table 2) highlights the high proportion of heavy vehilces that contribute 50% of recorded passegner car units (PCU). This proportion is inflated by the limitation on truck and vehcile axle weigths due to the bridge conditions resulting in more smaller vehicles being required.

11. The Vinh Thanh District is projected to face increase rainfall intensity under cliamte change scenarios. These increases are modelled and indicate that the scale of P1 and P4 events will increase by 60% and 40% respectively - see table 4. These adjustment factors are applied to the local historical recainfall record to provide hydrological estimates for Q max wihtin the road design. These effectively increase the elevation of the roads and bridge structures differentially to reflect the longer economic life of structures whilst drainage structures are linked to the design exceedance frequency of the road requiring longer culverts with larger apertures.

Table 1: Projected Climate Change Adjustment Factors

Annual Maximum Daily Rainfall (mm)

Frequency Historical Rainfall Adjustment Factor Projected Daily record Maximum Rainfall (mm) P1 (I in 100yrs) 352.4 +60% 564 P4 (1 in 25yrs) 278.1 +40% 389 Source TRTA estimates.

12. Within the subproject the two Ta Suc Bridges will be replaced with a single structure will move this structure from P4 to P1 whilst Soui Xem Bridge is P1 based on late century projections. The road elevations and drainage will apply P4 standards based on mid century projections. The design impact on bridge elevations are presented in the following table.

iii

Bridge /Station Hmax1 H1%=Htk H1%=Htk investigation Without With climate 2013 (m) climate change change (m) (m) Ta Suc Bridge, Km11+565.46 +43.27 +43.27 +44.00 Suoi Xem Bridge, Km12+736.55 +43.53 +43.53 +44.26 Km13+460 +43.63 +43.63 +44.36

13. The indiative cost estimate is USD 5.9 million inclusive of the design adjustments for climate change – see below.

Without Climate Change With climate change

No. Cost items Option 1: VND Option 1: US$ Option 2: VND Option 2: US$

Compensation, support and 1 8,931,501,480 8,931,501,480 resettlement 384,150.60 384,150.60 costs (Provisional)

2 Construction costs 98,420,808,000 100,155,867,000 4,233,153.03 4,307,779.23 Road construction 2.1 35,158,185,065 36,279,612,888 cost 1,512,180.00 1,560,413.46 Bridges construction 2.2 63,262,623,000 63,876,254,000 cost 272,097.30 2,747,365.76 Project management 3 1,633,364,000 1,647,624,000 costs 70,252.22 70,865.55 Cost of construction 4 investment 4,553,769,000 195,861.03 4,590,529,000 197,442.11 consultancy

5 Other costs 6,134,557,000 6,224,364,000 263,851.91 267,714.58

6 Contingency costs 16,611,000,000 16,893,000,000 714,451.61 726,580.65

121,218,941,000 5,861,720.41 123,287,020,000 5,954,532.71 TOTAL Plus 1.6%

14. The ADB safeguards has been confirmed as category B for environment with an Environmental Management Plan prepared with an estimated cost of $10,000. The social safeguard and land acquisition identified 67 affected households and the need to acquire approximately 3.8 hectares of land. Total compensation and acquisition costs estimated at $380,000.

I. SUBPROJECT DESCRIPTION

A. CRIEM Sector Project Overview

15. The Climate Resilient Inclusive Infrastructure for Ethnic Minorities Project-1 (CRIEM-1) will support the acceleration of inclusive socioeconomic development of Quang Nam and Binh Dinh provinces. The project is aligned with the National Target Program on New Rural Development for 2016-2020 and the Master Plan on Socioeconomic Development of Central Coastal Provinces (CCPs) through 2020.

16. The project investment targets nine of 29 districts within Binh Dinh and Quang Nam provinces with the highest proportion of ethnic minorities (EM) beneficiaries. These mostly remote western districts have very low population density meaning that most local inhabitants face extended travel times to access services and markets compared with high density areas where schools and health clinics are able to be provided closer. The impact of the project will be increased economic opportunities and service delivery for EM communities with the Project outcome being service delivery and economic opportunities in the Central Coastal Provinces increased.

17. The Project is being implemented under the ADB sector modality and as such the ADB TRTA design process uses two representative subprojects for which the TRTA consultants provide the input to the environmental assessment. The remaining 9 subprojects are prepared as part of the requirement for the Government Investment Proposal and Subproject Feasibility Studies prior to Project approval. All environmental assessments will be updated based on the final designs during Project Implementation.

18. A total of 11 proposed subprojects (see attachment 1) conforming with the above criteria have been put forward out of which seven are proposed under output 1 climate-resilient transport nfrastructure improved; and four subprojects under output 2 climate-resilient water resources infrastructure improved. Output 3 will support data systems for climate risk management updated. Such systems will include advanced hydro-meteorological and remote sensing stations and upgrading of supporting data management systems. The systems will allow improved design decision based on more reliable local data that is adjusted for projected climate change impacts on hydrological determinants and inputs into detailed engineering designs.

B. Project Outputs

19. The project is aligned with the following impact: inclusive socioeconomic development of

Binh Dinh and Quang Nam provinces accelerated.1 The project will have the following outcome: social and economic status, and inclusiveness of ethnic minorities communities improved.

20. The project outcome will be achieved through the following outputs:

21. Output 1: Climate-resilient transport infrastructure improved. The project will upgrade seven roads totaling about 121.8 kilometers (km) in seven project districts, with design standards which include climate resilience.2 The upgraded transport links will enhance the integration of remote rural production sites with markets and processing facilities, including improving the freight movement of acacia and high value crops, thereby improving connectivity and mobility of EMCs. The enhanced transport network will also reduce travel time for road users and improve access to health, education, and market services, especially for women who suffer from time poverty.

22. In support of the strategy of the Government of Vietnam and the CCPs to increase service delivery and economic opportunities the focus of output 1 is on improving mobility of selected road sections to save time and costs of moving rural freight – linked to smallholder managed acacia production forests, cassava production and high value fruit crops. As part of the mobility improvement there are several instances where co-benefits will include significant improvement in increasing the proximity of services and markets to local communities. These social and economic benefits derive from completing network linkages, ensuring that roads continue to support the full range of transport operators through both wet and dry seasons, and addressing seasonal disconnections due to flooding. The combination of building improved mobility and increased social and economic proximity with greater reliability will provide a significant contribution to the inclusiveness of targeted beneficiaries from ethnic groups.

23. A total of seven road sections are proposed for inclusion in the project covering 121 km (including one representative subproject). The components include upgraded road sections (including rural categories B and A roads and category V and VI rural roads) to existing and new acacia plantation areas, completion of provincial, inter-district and commune connections, upgrades of existing road sections and bridges to improve mobility and mitigate against flood and climate change impacts for district roads (generally category IV to VI).

24. Output 2: Climate-resilient water resource infrastructure improved. This output will (i) construct RDWS to provide water to about 18,600 people through 115 km of piped networks in An Lao district in BDP; (ii) upgrade an existing reservoir to support 117 hectares of irrigation command area with a more reliable and efficient water supply in Phuoc Son district in QNP; and (iii) construct cultural tourism infrastructure, including one river defense (3.6 km of embankment), visitor car parking, and solid waste collection in Tay Giang district in QNP, with a total population of 17,700 including 94% from EMCs. Activities under this output will benefit about 36,300 people improve the health of communities by reducing the risk of waterborne diseases and will particularly benefit women by reducing the time they spend in water collection.

1 Government of Viet Nam. 2011. Decision No. 1600/QD-TTg Issuing the List of the National Target Programs— Phase 2016–2020. Hanoi; Government of Viet Nam. 2013. Decision No.2622/2013//QD-TTG dated 31 December 2013 approving the socio-economic development master plan of Quang Nam province through 2020, with vision to 2030. Hanoi; and Government of Viet Nam. 2009. Decision No. 54/2009/QD-TTG dated 14 April 2009 approving the socio-economic development master plan of Binh Dinh province through 2020. Hanoi. 2 The seven project districts are An Lao, Hoai Nhon, Van Canh, and Vinh Thanh districts in BDP; and Bac Tra My, Nam Giang, and Nam Tra My districts in QNP.

25. This output will support a range of water resource infrastructure investments ranging from (i) 1 small town and 11 rural commune water supplies including water supply for resettled communities, pumping and treatment stations and increased household piped connections, (ii) 1 river bank protection for 3.6 km that protects residential and urban infrastructure and bridge structures and (iv) 1 irrigation schemes involving 117 ha of command area upgrades with new and upgraded canals.

26. Whilst output 1 delivers inclusiveness for remote EM target groups output 2 supports risk reduction for mostly ethnic groups where (i) prolonged dry seasons affect their crops and access to safe water, (ii) the increased density of residential lifestyles creates risks to dug well-water quality and quantity, (iii) access to water through communal tanks limits access to water supply and sanitation at households and institutions such as schools with commensurate costs associated with time required to access water, economic loss from health, and education participation losses from poor sanitation and access to clean water, and (iv) from increased dam safety thereby reducing risk to downstream households and economic infrastructure.

27. Output 2 is be prioritized for districts with the highest rates of EMs as a proportion of district population based on Government population data. A total of four subprojects are proposed for inclusion in the project (including one representative subproject).

28. Output 3: Data systems for climate risk management updated. This output will provide improved access to reliable weather and climate data in a timely and cost-effective manner. These data will help strengthen early warning systems, improve disaster response, and inform a wide range of decisions, including those related to the design of climate resilient infrastructure.3 High-level online technology will be introduced to improve the capacity of the provincial governments to manage, collect, archive, and share data through client interfaces.

29. This output provides climate change resilience and high technology innovation to the project. It will improve climate surveillance data and data interpretation that can be accessed in a timely and consistent manner to inform accurate risk assessments for early warning systems and for the design of climate resilience in infrastructure for each Province.

30. Proposed inputs under output 3 include (i) Binh Dinh a client data interface with data archive and linked user interfaces that captures and makes accessible provincial and regional hydromet data to the range of existing model applications, (ii) modernized data surveillance that feeds into the existing client data interface for high intensity rainfall, flood flow levels and agrometereology.

31. Criteria used in subproject selection for output 1 and 2 to be financed by ADB OCR funds included the following:

(i) For roads - adequate subproject data including (i) start and end points; (ii) Provincial People’s Committee (PPC) approval of any new alignment sections; (iii) traffic counts and forecasts to 2035, (iv) PCU ratings for 2017 and 2035; (v) confirmed prioritization within Provincial Socio-economic Development Plans (SEDP) with proposed road category consistent with 2035 PCU forecast;

3 The extent and type of investment will vary between the two project provinces, with consideration of the ongoing investments in QNP financed by the World Bank under the Dam Rehabilitation and Safety Project and by ADB under the Urban Environment and Climate Change Adaptation Project, which is developing and implementing a flood forecasting and warning system for Hoi An and Vu Gia-Thu Bon river basin.

(ii) For water supply - adequate subproject data including: (i) Clear registered and legal status of asset owner and operator; (ii) Water supply data and demand projections for a minimum of 25 years, (iii) including demographic projection, migration factors; (iii) as appropriate, summary of the profit and loss statements for 5 years, tariff levels and collection details; (iv) Subproject are included within provincial SEDP and medium-term investment plans; (v) Commitment by executing agency (EA) to prepare feasibility study with technical engineering designs; (vi) Commitment by EA to advance actions to prepare detailed designs and tender documents for representative subprojects; (vii) Simple, logical designs; (viii) Maximum of 2 civil works packages per subproject; (ix) Investment amount for roads subprojects of between: $3-20 million; (x) Investment amount for other subprojects of between $1 to $5 million; (xi) No overlapping investments (xii) All ADB safeguard categories B or C; and (xiii) Formal government commitment to (a) funding O&M, (b) counterpart funding, and (c) all land acquisition and compensation costs prior to works contracting.

32. The ADB preparation of Climate Resilient Infrastructure for Ethnic Minorities Sector Project-1 (CRIEM-1) uses a sector-project approach where a subset of subprojects representing the overall investment each output are used to establish feasibility of proposed investments along with project due diligence undertaken by ADB transaction technical assistance.

C. Subproject Proposal

33. The proposed subproject seeks to upgrade a short section of PR637 in the vicinity of Vinh Quang Commune and Vinh Thanh Town, Vinh Thanh District, Binh Dinh Province – see Figure 1.

Figure 1: Subproject Location

34. Specifically the subproject is the PR637 section from Vinh Quang Commune– Vinh Thanh Town

(i) The starting point at Km 11+300, PR637 is in the vicinity of Dinh Quang Hamlet , Vinh Quang Commune, Vinh Thanh District;

(ii) The end point at Km 13+665 is at the intersection of the PR637 and Ha Nhe – Dinh Binh (at Dinh Binh Bridge T-junction). Quarter 5 Vinh Thanh Town.

(iii) The length of the road section is 2.4 km

35. The proposed upgrading will follow the existing alignment minimizing the requirement for additional land acquisition, and by utilizing the existing road foundation where ever possible to reduce construction quantities.

36. At the Suoi Xem bridge (+ 12.7km) the alignment shall be adjusted to the right of the old bridge to minimize site clearance involving agricultural land while ensuring the technical

parameters of the road design category (category IV plain TCVN 4054-05) are met. During construction this will enable the retention of the existing bridge to ensure traffic circulation.

37. The subproject proposed upgrading from the existing Category VI road to a proposed category V road. During the TRTA design process traffic demand forecasts clearly indicate the inadequacy of Category V and as such the subproject will now upgrade the section to category IV (plains) based on TCVN 4054-05. The road categorisation has been apporved by the Binh Dinh PPC.

38. Structures along the section will be upgraded to support the expected traffic demand and future hydrological conditions inclusive of climate change impacts. Drainage – both cross drainage and longitudinal drains will be designed according to the process of 22TCN 18-79, design load H30-BX80, design frequency of 4%, scale according to the designed road base. The design frequency of 4% will be adjusted for expected claimte change.

39. The existing three bridges along the alignment will be replaced with two bridges that are constructed with reinforced concrete according to the design standards TCN272-05; Design load: Live load HL93, pedestrian 30Mpa; Design frequency of big bridge and medium bridge P = 1%; Bridge size (Bridge width): B = 0.5 + 11 + 0.5 = 12.0m. The design frequency of 1% will be adjusted for expected claimte change.

D. Network Rationale

40. The subproject supports the CRIEM output 1 indicator by upgrading of 2.4 km of road to ensure reliable wet season connectivity whilst increasing mobility by enabling increasing access for larger trucks and supporting higher traffic demand. The contribution to the outcome indicator of improved economic inclusiveness is reflected in removing connectivity and mobility constraints that support the spatial role of PR637.

41. Specifically the subproject will enable improved cost effective freight along PR637 (257 km in length) from north central Gia Lai Province south through Vinh Thanh District to NH 19 at the southern end of Vinth Thanh and Tay Son Districts. NH19 provides the connection from Quy Nhon and NH1 to Pleiku Gia Lai Province in the Central Highlands and onto the Cambodian Border of Le Thanh with a length of about 234 km. NH19 is significant in the ASEAN Highway Network as part of the corridor in the Greater Mekong Subregion (GMS). The wider corridor that NH19 supports connects Bangkok to the Central Coast of Vietnam through Cambodia, and is a major transport link for agricultural products of Gia Lai being the preferred transport route for commodities and people passing in and out of the central highlands as well as the cross-border trade from Cambodia and Southern Lao to NH1 and Quy Nhon Port.

42. The upgrading is expected to reduce freight costs within Vinh Thanh District from enabling heavier trucks to support the acacia forestry sector and local agricultural output, and for lowering the costs of transport of both raw materials and output for Ta Suc industrial cluster enterprises and from removing flood and wet season disconnections from flooding.

43. The subproject contribution to improved inclusiveness will be achieved through increased reliability and quality of the connectivity to the district center of Vinh Thanh small town with other urban settlements in the district, the provincial administration, and the proposed ecotourism site of Vinh Son to the north of Vinh Thanh district. The road will directly improve traffic conditions for the people in the communes such as Tay Thuan, Vinh Quang communes with the center of the Vinh Thanh district and province.

44. The subproject will complete the connection through to Vinh Quang District and the Ta Suc industrial cluster to the North East of Binh Dinh. The road enhances the commodity circulation for other localities of Tay Son and Vinh Thanh districts in term of trading, travelling and transporting agricultural products to the processing and consuming facilities providing lower costs, increased returns that support the competitive advantage of small producers and enterprises providing additional incentives for additional investment in production systems. The proposed road subproject contribute to the ongoing improvement to the linkages within the Binh Dinh transport network as presented in the Provincial Transport Plan.

E. Socio-economic profile of Vinh Thanh District

1. Geography

45. Vinh Thanh District, which has an area of 700.8 km² and a population of approximately 29,000, is located in the west of Binh Dinh province and 80km away from Quy Nhon City. The District is bordered on the north by An Lao district, on the east by Phu Cat district, on the south by Tay Son district, and on the west by An Khe Town in Gia Lao Province. The district capital is Vinh Thanh Town, which is situated on Provincial Road 637 and on the banks of the Kon River. The District is mountainous with large area of natural forest which accounts for 13% of the mountain area of the Province. The Kon river flows through in a north-south direction.

46. There are eight administrative communal units including: Vĩnh Hảo, Vĩnh Hiệp, Vĩnh Hòa, Vĩnh Kim, Vĩnh Quang, Vĩnh Sơn, Vĩnh Thịnh, and Vĩnh Thuận , along with VinH Thanh town. Together they have 57 hamlets.

Table 2: Land Use in Vinh Thanh District (hectares)

Agricultural Forestry Aqua- Special- Housing Total area Locality production culture use (ha) Vinh Thanh District 10259.9 56735.7 38.6 2151.4 288.1 71690.7 % of total (14.3%) (79.1%) (0.5%) (3.0%) (0.4%) (100%) Vĩnh Thạnh Town 360.7 332.6 0.6 104.2 51.9 939.6 Vĩnh Sơn Commune 1944.3 14016.7 1 514 24.3 16865.6 Vĩnh Kim Commune 1494 13536.4 1.2 169.5 13.3 16023.6 Vĩnh Hiệp Commune 1199.5 6642.6 6.5 297.1 24.8 8336.9 Vĩnh Hảo Commune 1084 13617.9 1.7 727.5 16.7 15535.9 Vĩnh Hòa Commune 869.3 1834.7 4.4 91.4 33 2933.3 Vĩnh Thịnh Commune 899 3798.5 5.7 66.1 43.5 5054 Vĩnh Thuận Commune 1383.2 1943.6 0 61.6 43.5 3542.6 Vĩnh Quang Commune 1025.9 1012.7 17.5 120 37.1 2459.2 Source: Statistical Year Book in Vinh Thanh District in 2017, published in 2018

2. Population

47. In 2017, the population of Vinh Thanh district was fairly evenly balanced between males and females, respectively 49.4% and 50.6% of the district population. Urban residents accounted for 19% and rural residents 81%. The District has a comparatively low average population density due to its hilly topography, but some areas, such as Vinh Kim commune, are particular sparsely settled. The project area is closely settled especially Vinh Thanh town.

Table 3: Total area, population, and population density in Vinh Thanh district in 2017 Area Population Males Females Persons % of district /km2 population Vinh Thanh District 28790 14222 14568 40 100% Vĩnh Thạnh Town 5476 2708 2768 583 19.0% Vĩnh Sơn Commune 2854 1410 1444 17 9.9% Vĩnh Kim Commune 1809 894 915 11 6.3% Vĩnh Hiệp Commune 2980 1473 1507 36 10.3% Vĩnh Hảo Commune 2725 1348 1377 18 9.5% Vĩnh Hòa Commune 1619 802 817 55 5.6% Vĩnh Thịnh Commune 6113 3014 3099 121 21.2% Vĩnh Thuận Commune 1385 683 702 39 4.8% Vĩnh Quang Commune 3829 1890 1939 156 13.3% Source: Statistical Year Book in Vinh Thanh District in 2017, published in 2018

48. Vinh Thanh District has 12 ethnic groups, of which the majority are Kinh (Vietnamese) people – making up 71.9% of the population in 2017. The 2,542 EM households in 2017 had a total of 9,707 members. EM people therefore made up 28.1% of the district population, with 99% being Ba Na ethnicity.

3. Living standards

49. As noted earlier in relation to Binh Dinh province, peoples’ standard of living is stated in the official statistics as the percentages of poor, near poor, or not poor, as assessed against a set of criteria used nationwide. These classifications determine the level of a household’s entitlement to state support payments and subsidies.

50. Of the 9,828 households in the district in 2018, 44.3% were classified as ‘poor’. Over the past 8 years the number and proportion of poor HHs has varied, though the overall trend is downward (Figure 2). Over the same period, the number of near-poor households has increased. However, as Table 4 shows, there is quite a lot of variation in the level of poverty across the District. Vinh Thanh town and Vinh Quang commune, both of which were covered in the PSA household survey, seem to be less disadvantaged than others.

Figure 2: Number of Poor and Near Poor Households in Vinh Thanh District

8000 7000 6000 5000 4000 3000 2000 1000 0 2010 2014 2015 2016 2017 2018

poor near poor

51. Official statistics for 2018 indicate the proportion of poor households fell slightly in the previous year. They also report that 97% of households had access to clean water, and 99% had access to electricity.

Table 4: Poor and near- poor HHs in Vinh Thanh District, 2018

Total HHs Number of Number of % poor % near- Poor HH Near-poor poor HH Commune/town Vĩnh Thạnh Town 2075 688 151 33.2% 7.3% Vĩnh Sơn 896 468 81 52.2% 9.0% Vĩnh Kim 548 310 83 56.6% 15.1% Vĩnh Hiệp 1039 424 170 50.0% 19.1% Vĩnh Hào 902 519 198 47.0% 18.8% Vĩnh Hoà 584 225 46 58.0% 14.2% Vĩnh Thịnh 1887 339 83 47.0% 13.2% Vĩnh Thuận 422 497 251 53.3% 10.9% Vĩnh Quang 1475 887 249 33.7% 17.0% Vinh Thanh District total 9828 4357 1312 44.3% 13.3% Source: Summary of investigation findings on poor HHs and near poor HHs from 2014 to 2018 in Vinh Thanh District.

4. Ethnic minorities

52. The BaNa (also know as Ba Na Kriem, and Bahnar) is the largest of the ethnic minorities in Vinh Thanh district. In 2017 there were 2,468 BaNa HHs,18 Thái HH, 15 Chăm HH, 14 Mường HHs, 12 Dao HHs, 4 Hre HH, 4 Cao Lan HH, and 3 Tay HH, plus several households of various mixed ethnicity.

53. The BaNa are a Mon Khmer speaking indigenous people who traditionally occupied a 4,000 sq km area of the Central Highlands including the tropical rainforests of the Binh Dinh mountains. They have a bilateral descent system and the extended family and hamlet are traditionally the basic unit of social and political organisation. Traditional houses are built on stilts, and centre on the household fireplace. Villages commonly have a communal (“rong”) house, though the physical arrangements and structures vary by area and tribe/sub-group. The BaNa traditionally practised subsistence swidden agriculture based on dry rice cultivation, supplemented by vegetable growing, livestock rearing, and hunting and gathering. In Vinh Thanh district, BaNA households still cultivate slash and burn gardens in hillier areas, and built their temporary houses on stilts. The BaNa also held animistic beliefs, where all things in the natural world are imbued with a life force and therefore should be respected and cared for. All productive activities are therefore underpinned by ritual and a sense of collective endeavour.

54. Under the influence of the French colonists, BaNa were encouraged to move down from the forested uplands and take up irrigated rice agriculture, and with it, permanent settlements, Christian beliefs, and “modern” world views 4 & 5 The BaNa became culturally, economically, and geographically marginalized as the now dominant Kinh (Vietnamese) from the north settled in and commercialised indigeous peoples’ lands.

55. Today there are an estimated 228,000 BaNa, many of whom live in villages and towns of the low lands, including in Vinh Thanh district of Binh Dinh. They practise a mix of permanent plot agriculture, fish farming, and cash cropping, and shifting agriculture in remoter areas.

56. As a cultural minority, th BaNa suffer from social and economic disadvantage compared with the dominant Kinh people, often having little access to affordable education, training, health care, and agricultural technology. Nowdays, some are landless due to displacement and resettlement after compulsory acquisition of land for state development projects, including hydroelectricity dams. They are also often the victims of cultural and racial discrimination by the Kinh, and in the face of loss of lands and resources, they have struggled to maintain their way of life and livelihoods, including their unique arts, language, oral traditions and music.

57. In recent times, there has been an effort by the state to reduce EM disadvantage and achieve greater integration into the mainstream economy while providing for the preservation of culture. In 2017, 44,387 million VND was spent in Vinh Thanh on programmes and projects for EM, including infrastructure development such as road improvements and water supplies. Other programmes reportedly provide access to education, health care, and culture to EM residents.

4 Schrock, J.L.; William Stockton, Jr; Elaine M. Murphy & Marilou Fromme (1966). Minority groups In the Republic of Vietnam. Ethnographic Study Series, USA Department of the Army. 5 Bucanac, C. (2013). BaNa: Minority people in a majority world. Documentary film. Accessed from https://www.bana-movie.com/

58. Official district data for 2018 show that 59% of the EM households are poor, and 7% are near-poor. Locally in Vinh Thanh Town there are 219 BaNa HHs of which 56% are classed as poor. In Vinh Quang Commune, the main area within which the road project is located, there are only 3 EM HHs (all BaNa people) none of which is classed as poor.

Table 5: Ethnic Minority households in the project area (2018 preliminary data)

Year 2018 Total in the Number of EM HHs 2667 district Number of poor EM HHs 1564 % of EM households that are poor 58.6% Vinh Thanh Number of EM HHs 219 Town % of district EM HHs 8.2% Number of poor EM HHs 123 % of EM HHs that are poor 56.1% Vinh Quang Number of EM HHs 3 Commune % of all EM HHs 0.11% Number of poor EM HHs 0 % of EM HHs that are poor 0.00% Source: Summary of investigation findings on poor – near poor HHs from 2014 to 2018 Vĩnh Thạnh District

5. Economic development

59. Economic development at the district level is guided by the national 5-year plan (currently the 2016-2020 Social and Economic Development Plan), and official reporting on economic development relates to the plan targets as operationalised for the district. In Vinh Thanh, which is a rural district, trade and services is actually the largest sector (accounting for 53% of the district GDP), followed by agriculture, forestry and fisheries (40% of GDP) and manufacturing and handicrafts (7%). In 2018, the average annual per capita income in the District was approximately 24.5 million VND (approx. US$1,060). Official statistics from 2018 indicate that the number of employed persons rose by 720 in the previous 12 months and the proportion of households classified as poor fell slightly.

60. The 2018 official data indicates that the agriculture, forestry and fisheries sector is growing in terms of value – up 5.8% on 2017. The main crops in the district in terms of planted area and value are rice, peanuts, beans, cassava, corn, watermelon, vegetables, sugar cane, and cashew nuts, with minor volumes of coffee and rubber. There are approximately 26,000 ha of forest in the district under active management, 8,387 ha of which is acacia plantation. In 2018, 1,677 ha of acacia was harvested producing 134,196 tonnes of logs and chips. Offical data suggests that much of the planting is on EM lands. The acacia sector currently employs about 8.400 people (the equivalent of I person per ha).

61. Animal production is focused on poultry, pigs, cows, buffalo, and goats. Manufacturing and processing is also expanding in this district with products such as wood products, cassava

starch, and alcohol. The new Ta Suc Industrial Zone just south of Vinh Thanh town and adjacent to the proposed road works, is a planned hub for manufacturing, though its development is reportedly being constrained by the flood vulnerability of provincial highway 636. The planned DR637 and bridge upgrades should remove these contraints.

6. Education

62. Vinh Thanh district has a total of 3 kindergartens (with 155 children), 7 primary schools (with 2,670 pupils), 7 secondary schools (with 1,915 students), and 3 high schools (with approximately 600 students). Across the District, 2,889 of the 5,451 students in 2018 were females (i.e. 53%). In Vinh Thanh town, where 1,642 children (30% of district’s total) get their education, there is 1 preschool, 1 primary school, and 1 secondary school.

63. The Vinh Thanh town primary school lies immediately alongside PR 637 at the southern entrance to the town. In mid 2019, at the time of the PSA field studies, it had a roll of 634 students, all aged 6-11 years and drawn from 7 sectors/hamlets in the town. Ten of the students were EM children. The school had 23 classes and 42 teachers, and was operating 2 sessions per day. Approximately 80 students came from areas to the south of the school, and mostly travel to and from school on foot. In Vinh Quang commune where 495 (9% of children) get their education, there is 1 primary school and 1 one secondary school. There is also a Centre of Occupational Education and Continuing Education in Vinh Thanh District. It provides courses in economics, law, nursing, and pharmacy, and provides vocational training in agriculture to rural workers.

7. Health care and social welfare

64. The District has 1 hospital and 9 healthcare stations – one in each commune/town – collectively providing 80 patient beds. The population is served by 30 doctors 44 nurses, 45 nursing assistance staff, 18 midwives, 8 technical support personnel, and 7 pharmacy workers. The district health service levels are 36 beds per 10,000 people compared with 27.6 for the province, and 9.6 doctors per 10,000 persons which is fractionally more than for the province as a whole. The DPC reports that 100% of communes and towns met the National Criteria for Health, which covers family planning, protection and care for mothers and children, and child malnutrition prevention. 99% of children under 1 year of age were vaccinated and the rate of child malnutrition (for children under 5 years old) decreased to 13.5%.

65. The State provides social and health insurance for the poor and disadvantaged. For example, in 2017, 33.468 health insurance cards were in use in the District, including 13,652 for poor persons and 244 for near-poor, 2,536 for EM people, 8,692 for those living is extremely difficult areas, and 63 for veterans. Also, 297 households were in receipt of social subsidies, and 3,716 children under aged 6 were in receipt of public support. The state also has a program of support for EM people in mountainous areas which includes people in Vinh Thanh. This appears to include land and housing for resettlement

8. Local Communities

a) Vinh Thanh town

66. Vinh Thanh town lies in a valley that runs north-south and formed by the Kon River. PR 637 runs through the middle of the town, which has an area of 936.6 ha and is semi-urban in character. The town boarders the Kon river and Vinh Thinh commune on the eastern side, Vinh Thuan commune on the west, Vinh Quang commune to the south, and Vinh Hao commune to the north.

67. Vinh Thanh town has 2,075 households with a total of 6,678 people in 2018. Two of the town’s seven hamlets/sections (Kon Kring and Klot Pok) are made up mainly of BaNa people. In 2018, 688 local households (or 33%) were classified as poor and 151 households (7%) were classified as near-poor, though there had been a decline in the poverty rate over the previous year even though the population increased.

68. The town is primarily a service centre for the District, For example, service and sales account for 73% of the town’s economic activity, agriculture, forestry and fishing 19%, and manufacturing 9%. Per-capita incomes average 30.2 million VND/year (or about US$1301). All households in the town have access to network electricity and to clean water.

69. The local dry season from February to August. The northwest monsoon brings the rain from September to January and accounts for 80% of the total average annual rainfall of 1716mm. Tropical typhoons bring very heavy rain that cause flooding, slips and erosion, and disruption to transport and the movement of people. Local residents report that during such floods, Dinh Binh hamlet/quarter is usually flooded to depth of 1-1.2m, with the flooding lasting several days, and commonly 15 to 20 days . The town and surrounding areas become isolated. Heavy rain and flooding affect the daily life and work of people in the town and district, and emergency services struggle to cope.

70. As the commercial and cultural center of the District, Vinh Thanh town experiences both local and through traffic on PR 637. The current traffic volume is about 2,500 vehicles per day, plus pedestrians. Such traffic presents a risk to road users and pedestrians, and in 2018 there were three reported traffic accidents resulting in 6 injuries and 6 damaged motorcycles.

b) Vinh Quang Commune

71. Vinh Quang commune, which has an area of 2511.6 ha, lies to the south of Vinh Thanh town. It is made up of 5 hamlets containing 1,475 households and a total of 4,873 people. According to data from the DPC, the population increased by approximately 1,000 in the 2017-18 year.

72. The residents of Vinh Quang commune are mainly engaged in agriculture. The agriculture, forestry, and fishing sector accounts for 59% of the commune’s domestic product, followed by sales and service (38%), and manufacturing (4%). There are seven factories located in the industrial zone including Hoa Hung Company Limited, Petrol Shop No. 3, the Brick Joint Stock Company, and the Cassava Starch Co., Ltd. The Dinh Quang Agricultural Cooperative has about 400 local workers who earn on average 4.5 million VND/month.

73. The average annual per capita income is about 21 million VND (or US$904), somewhat lower than for Vinh Thanh town and the District as a whole. In 2018 there were 497 poor households and 251 near-poor households, representing, respectively, 34% and 17% of all households. The commune had only three EM households, all of which were BaNa.

74. In 2018, 9.5% of the children under 5 years old were judged to be malnourished, a lower rate than the rate for Vinh Thanh District. There is a commune health station which has one doctor, three nurses, one pharmacist, and one midwife. The whole commune had 301 people receiving social insurance. All households had reticulated electricity and access to clean water, 83% used hygienic latrines, 79% had bathrooms, and 20% used Biogas tanks. In 2018, there were four reported road accidents resulting in four injuries and five damaged motorcycles.

75. Dinh Truong hamlet lies immediately next door to Dịnh Bình hamlet (in Vinh Thạnh Town). In the rainy season Dinh Truong, like its neighbor, is very vulnerable to the flooding of PR637 and becomes completely isolated from the other hamlets. The proposed road project will alleviate most of the problems, and from consultations, local residents are strongly in favor of it.

9. Mobility

76. The focus of the PSA survey questions was on the use of Route 636 and this is discussed in more detail below. However, the available data provided gives some insight into householders’ transportation.

77. Almost all households own a motorcycle, and they are the main means of transport among the respondents who use Route 637. The importance of motorcycles for people’s lives and livelihoods can be seen in the very high percentage of their use for all of the listed activities, regardless of trip distance (table 18). It should be noted that not all members of the household will have the use of the vehicle, especially if only 1 is available and it is use for travelling to work or to the fields.

78. Bicycles are the second most important form of transport to local people who use Route 63. The level of ownership of bicycles across the community is not clear though the survey data suggests that 5 to 9% of HH have a bicycle. Very few of the respondents have or use a car, van, or other private motor vehicle for transporting goods or themselves. According to the locals consulted in the PSA study, not many of the trucks that use Route 637 are owned and operated by local people, and most are from the adjacent communes and districts.

79. The distance from people’s homes to common destinations via Route 637 is typically 2 - 4km. However, the trip to the district centre is the longest for most people, averaging 14km. The travelling time to these places (via Route 637) fluctuates from 14 to 40 minutes, depending on the mode of travel.

10. Use of Route 637

80. Route 637, which runs through Vĩnh Thạnh Town and Vinh Quang commune is the arterial route for freight, connecting the communes and town of parts of the central highlands and the district to Quy Nhon City. It is also the main local road for local people to access district administration facilities, the health station, police, other agencies and services. Importantly, this road is essential infrastructure for peoples’ livelihoods – providing the access to market locations and their paddy fields and farms.

81. Route 637 is used by the majority of the surveyed households for common activities involving travel, especially economic activities such as going to shops and markets to buy goods (93%), going to work on their land (83%), going to work elsewhere (72%), and much less common, to collect firewood (13%). The majority also use it to go to the health centre/station and government agencies (78%), over half use this road to visit family and friends, and 47% use it to travel to school.

Figure 3: Respondent use of PR637

visit family and friends

go to collect firewood.

go to the health station, PC, Police, other agencies

go to schools/Take kids to school

go to market to buy goods

go to work in the fields

to do non-agricultural work

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

82. There are differences within the community in their use of Route 637. For instance, households in Vinh Thanh town are more likely than those in Vinh Quang to use the road for going to visit family and friends (93% cf 8%) and for going to work (86% cf 52%). Poor households are less likely than others to use the road for going to the school and for visiting family and friends. EM households are noticeably less likely than others to use the road to go to the health station, other government services, and to go to school, which may reflect the location of their neighbourhoods (on the western side of the town). On the other hand, EM HHs are more likely to use it to visit family and friends, implying that their contacts may be living outside of the local area.

83. During community discussion groups EM participants noted that people from various ethnic groups rely on having the road to be able to travel to and from their fields (which are located on their traditional lands north of the district), to be able to transport their products and freight to markets outside the district, and to be able to get together to practice their culture and maintain their social solidarity. Flooding especially affects their ability to move products to market, and in some cases prevents children from getting to school.

Table 6: Transport mode and distance on Route 637

Transport means (% of HH)

Purpose On Cycle Motor- Truck Other Average Average foot bike distance time (km) (minutes) Taking products to 2.9 1.5 94.1 1.5 2.9 21 points of sale (n=85) * Going to work 4.3 5.3 90.4 2.7 16.9 (n=113) Going to school, 1.9 9.3 88.9 1.7 14.1 taking children to school (n=56) Shopping (n=115) 1.1 5.3 93.7 2.6 19.8 Going to healthcare 2.6 6.5 90.9 3.4 26 centre ( n=77) Going to CPC/TPC 2.2 6.7 91.1 3 23.2 ( n=90) Going to the district 1.8 7.1 87.5 1.8 1.8 14.4 40.1 centre (n=56) Visiting family & 3.8 7.7 88.5 4.4 19.5 friends in the district (n=68) * non-users include those who do not undertake this activity and/ or may not use Route 637.

84. Using a scale ranging from “several times per day” through “once a month or less”, householders were asked how often they made the various trips noted above. Among those who report using Route 637 at all ( i.e., 94%), their most frequent trips are to (and from) school (89%) and work (82%) – both of which are done at least daily, and resectively take an average of 14 minutes and 17 minutes per one-way trip. Of those who use the road for going shopping 91% use it at least once a week,and 60% use it as often for taking products to market to sell. As well as being important for people’s livelihoods, the road is important for social wellbeing for the 68 households who use it regularly to visit family and friends. According to the local people in the focus groups, visiting the CPS, DPC or health centre etc is done as required and for most this is infrequent..

85. Among the survey respondents monthly HH spending on transport ranged from 50,000 to 1.2 Million VND, with an average of 338,000 VND. There was little difference between Vinh Quang and Vinh Thanh residents in their spending on transport, though female headed HHs, poor

HH, and Kinh HH all spend approximately a third less on transport/travel than male-headed HH, non-poor HH, and EM HH.

Table 7: Trip frequency on Route 637 Trip frequency (% of households) % several % several % once Purpose % several times/day % daily times /month or times/week /month less Taking products to points 5.9 29.4 20.6 32.4 11.8 of sale (n=85) * Going to work (n=113) 3.2 81.9 5.3 9.6 Going to school, taking 3.7 92.6 3.7 children to school (n=56) Shopping (n=115) 1.1 51.6 39.8 1.1 6.5 Going to healthcare 1.3 1.3 28.6 7.8 centre (n=77) Going to CPC/TPC 1.1 2.2 16.7 26.7 (n=90) Going to the district 19.6 8.9 5.4 centre (n=56) Visiting family & friends in 34.6 36.5 5.8 the district (n=68) * non-users include those who do not undertake this activity and/ or may not use Route 637.

Design Summary

86. The subproject section of PR637 is currently rural road category VI (plain roads) with an asphalt concrete surface. The alignment of the upgraded road uses the existing road with some locations needing modification to avoid agricultural and residential land acquisition and meet the technical specifications of the road category. The road upgrade is included in the Transport Development Plan of Vinh Thanh district, approved by Binh Dinh People’s Committee at Decision No.3507/QD-UBND dated 8 October 2015. The planning documents identify the road as being upgraded to Category V (plains).

87. The existing road section has 3 girder bridges, (i) Ta Suc 1 bridge built in 1985, the aperture of 1x9m (10m) long and a width of 6.5m; (ii) Ta Suc 2 bridge built in 2012, the aperture of 2x8m (17.5m) long, a width of 6.5m and the (iii) Suoi Xem bridge built in 1996 and repaired in 2012, aperture L = 14x12m (177.45m) long, width B = (5 to 6.5) m. Currently, the condition of bridges is deteriorating in part due to the inadequacy of their design weight limit of 13 tonnes for the current traffic demand.

88. During the wet season heavy rain causes both the low lying road and bridges to be completely submerged, causing traffic congestion for several days lasting up to 6 to 7 days per flood event.

11. Traffic Demand Considerations

89. PR637 road is currently a category VI plains road. Current traffic demand data is distorted by the restriction of heavy trucks due to bridge weight limits. The size of trucks is limited by the bridge weight loadings effectively excluding both container trucks and large acacia forestry loads, increasing the both the number of vehicels required to move production outputs and the cost of transport.

90. The subproject road section floods on average between 2 to 4 times per year for up to 7 days per event effectively cutting the left bank Con River communes off from the wider road network. The Suoi Xem bridge at Km 12+650 is 168m long, 5m in width and only supports one way traffic, in the flood season, such that in addition to loosing connectivity the road mobility decreases during heavy rain and monsoonal rain events resulting in traffic congestion, increased travel times and costs.

91. The traffic volume on the road is relatively high especially at the northern end point in Vinh Thanh Town. Traffic counts undertaken in April 2019 (see table 2) highlights the high proportion of heavy vehilces that contribute 50% of recorded passegner car units (PCU). This proportion is inflated by the limitation on truck and vehicle axle weigths due to the bridge conditions resulting in more smaller vehicles being required.

Table 8: Traffic Counts (2019- April) Source ADB TRTA 8957

SECTION: Data on investigation at the vehicle count station Km7+900, PR637 – April, 2019

No. Type of vehicle In 2019 In 2029, t(*)=10year, In 2035, t=15year, PCU (i) q(**)=7% q=7% equivalent Number pcu/day Number pcu/day Number pcu/day

of of of Vehicle Vehicle Vehicle 1 Trailer 4.00 18 72 33 132 46 184

2 Heavy truck (more 2.50 25 63 46 115 64 160 than 3 axles) 3 Medium-load truck 2.00 126 252 232 464 325 650 (2 axles with 6 wheels) 4 Truck (1axles with 2.00 115 230 211 422 297 594 6 wheels) 5 Big passenger bus 2.50 21 53 39 98 54 135 > 25 seats 6 Small passenger 2.00 45 90 83 166 116 232 bus <25 seats 7 Car 1.00 149 149 274 274 384 384

8 Rickshaw 0.30 4 4 7 7 10 10

9 Motorbike 0.20 1,865 560 3,429 1,029 4,809 1,443

Total PCU 2,368 1,473 4,354 2,707 6,105 3,792

(i) PCU/Day – based on standard car units; (*) t= time; (**) q = traffic growth

SECTION: Data on investigation at the vehicle count station Km13+600, PR637 - April, 2019

No. Type of vehicle In 2019 In 2029, t=10year, In 2035, t=15year, PCU q=7% q=7% equivalent Number pcu/day Number pcu/day Number pcu/day

of of of Vehicle Vehicle vehicle 1 Trailer 4.00 1 4 2 8 3 12

2 Heavy truck (more 2.50 27 68 50 125 70 175 than 3 axles) 3 Medium-load truck 2.00 262 524 482 964 676 1352 (2 axles with 6 wheels) 4 Truck (1axles with 2.00 47 94 86 172 121 242 6 wheels) 5 Big passenger bus 2.50 22 55 40 100 57 143 > 25 seats 6 Small passenger 2.00 40 80 74 148 103 206 bus <25 seats 7 Car 1.00 201 201 370 370 518 518

8 Rickshaw 0.30 14 14 26 26 36 36

9 Motorbike 0.20 2,056 617 3,780 1,134 5,301 1,590

Total PCU 2,670 1,657 4,910 3,047 6,885 4,274

92. The DOT plans for the road upgrade indicate the planned road categorisation was Category V (plains). The traffic count data from April 2019 clearly indicate that the existing traffic demand exceeds the Category V PCU range (see table 3) and is currently mid-range PCU ratings for Category IV (plains).

Table 9: MoT PCU Rating by Road Category

Design Traffic Volume (Daily Passenger Car Design Category (TCVN 4054 Standard) Unit (PCU) I >15,000 II >6,000 III >3,000 IV >500 V >200 VI <200

12. Climate Change Consideration

93. The sensitivity of the Vinh Thanh Road Subproject to climate change is considered high as determined by the initial rapid environmental assessment of the Project6 and ADB’s AWARE screening. The impact of climate change (see CRIEM CRVA – Annex ___ ) for the detailed projections that indicate significant changes to the future hydrological and temperatures likely to be experienced. With respect to the subproject design the most impactful parameter is likely to be daily maximum rainfall that is used to establish the maximum flood events that need to be withstood. These are currently stated in terms of required strength or design parameters to withstand exceedance frequencies that are specified for differing aspects of roads and their supporting structures – see Table 4. For the subproject a Category IV road is designed to withstand P4 (I in 25 year) events whilst medium and large bridges are required to withstand P1 (1 in 100 year) events. Drainages structures need to be sized for P4 events. .

Table 10: Design Frequencies (Px values) Applied to Different Road Categories and Component Structures (TCVN 4054:2005)

Component Structure Road Category*

Expressway 1 and 2 3, 4 and 5** Embankment and protection works The design frequency is based on the calculated frequency for the associated/adjacent bridge or culvert Medium and large bridges7 P1 P1 P1 Small bridges and culvert crossings P1 P2 P4 Intercepting and lateral (side) ditches P4 P4 P4 *The road category is defined in terms of use and traffic forecast for the specific road section – lower category numbers (category 1 and 2) have higher traffic forecasts. **The frequencies apply for both mountain roads and roads located on flat areas, i.e., “plain roads”.

94. The estimation of P1 and P4 events has traditionally used the data from the nearest meterology stations and the daily maximum rainfall record for this site. As such the raw data uses the historical record. Under the influence of future climate change scenario the likely scale of events will increase. The claimte change scenarios are used to project future rainfall intensity and indicative substantial changes to daily maximum rainfall. To address the incremental risk from climate change GOV policy requires incorporation of climate change into the road design. ADB TRTA 8957 (BIIG_2) proposed and then applied extreme events methodology to develop adjustment factors to be applied to the historical daily maximum rainfall and then to apply this adjusted daily maximum rainfalls into the design process. ADB (2018) subsequently adopted the framework and this Feasibility Study applies this framework.

6 CRIEM Vinh Thanh PR637 road IEE Report, June 2019. 7 Large bridges are those with drainage aperture (or opening) exceeding 100 meters. Medium bridges are those with aperture between 25 to 100 meters. And small bridges are those with less than 25 meters aperture.

95. Details of the methodology for developing estimates of extreme events and the resultant daily maximum rainfall projections are found in ADB 2018. The modelling uses an ensemble of modelled data taken from the KNMI climate database. For P1 estimates of daily maximum rainfall the historical period of 1915 to 2015 is used. The resultant adjustment factor for mid to late century under the IPCC RCP 8.5 pathway scenario is 60% i.e 1.6 times the historical daily maximum rainfall. For P4 estimates the data from 1986 to 2005 was sued resulting in a adjustment factor of 40% see table 4.

Table 11: Projected Climate Change Adjustment Factors

Annual Maximum Daily Rainfall (mm) Frequency Historical Rainfall Adjustment Factor Projected Daily record Maximum Rainfall (mm) P1 (I in 100yrs) 352.4 +60% 564 P4 (1 in 25yrs) 278.1 +40% 389 Source TRTA estimates.

96. Within the subproject the proposed replacement of the two Ta Suc Bridges with a single structure will move this structure from P4 to P1 whilst Soui Xem Bridge is P1 based on late century projections. The road elevations and drainage will apply P4 standards based on mid century projections.

F. Necessity for the subproject investment

97. Especially, the proposed road section from Vinh Quang commune to Vinh Thanh town with a length of 2.4 km from Km 11 + 300 to Km13 + 665 has 3 girder bridges, namely Ta Xuc 1 bridge built in 1985, the aperture of 1x9m (10m) long, and a width of 6.5m; Ta Suc 2 bridge built in 2012, the aperture of 2x8m (17,5m) long, a width of 6.5m and Suoi Xem bridge built in 1996 and repaired in 2012, aperture L = 14x12m (177.45m) long, width B = (5 -: - 6.5) m. Currently, the bridges are weak and have been deteriorated, the load allows to exploit is 13T and especially in the heavy flood both the road and bridges are completely submerged, causing traffic congestion without traveling in many days. There were some years with heavy floods such as 2016’s flood caused 5-7 days of flooding. Therefore, the proposed road section subproject is assessed necessary to invest in construction to upgrade and expand and new construction of bridges to ensure the year-round transportation.

98. The current road section constrains mobility and services due to (i) weight limits on the Xem Bridge that preclude container and large trucks, (ii) regular flooding due to maximum flood levels that are influenced by the Xem River catchment and also due to back flow from the confluence of the Con River. At the position of Suoi Xem bridge the alignment shall be adjusted east of the old bridge to minimize the scale of impacts and to ensure the old bridge supports traffic during construction.

99. The road topography is relatively flat, on mainly alluvial soil along the Con River. In the rainy season the route is flooded several times a year due to the higher water levels in the Con River and Xem Stream. During the 2013 flood, water levels were about 1.2 m higher than the existing bridge elevation, and inundation lasted between 5–7 days.

100. The proposed road section will connect the center of Vinh Thanh district with Tay Son district and NH19 to create a complete transport infrastructure system in the area that will help rescue work in flood season quickly and safely, contributing to socio-economic development, thereby maintaining national defense and security. Therefore, the investment in the road subproject is absolutely essential.

101. The proposed subproject will meet the following objectives:

(i) In accordance with the transportation development planning of Binh Dinh province and of Vinh Thanh district. Gradually this will complete the road transport network according to the transport planning of the province and the district, facilitate the development of the road network in the area where the road passes.

(ii) Construction and upgrading of the road and bridges ensure the target of flood prevention on the road and ensure climate resilience and year-round traffic.

(iii) Economically, the project plays a very important role in creating favorable conditions for intra-regional exchanges, and inter-regional economic connections in the province.

(iv) Contribution to the construction of infrastructure, to gradually improving the lives of local people in the area, especially the ethnic minorities in the district and the region.

(v) Facilitate the development of urban areas and industrial zones in the center of Vinh Thanh town and 2 sides of the road.

102. Investment in the upgraded road subproject will bring the following benefits:

(i) The road upgraded to connect to the existing provincial and national highways in the area, creating a link between regions, connecting local transportation system with NH19, NH1 and NH14.

(ii) The PR637 will be a main transport axis of Vinh Thanh district connecting the communes where it passes through as well as to neighboring Gia Lai and Tay Son District.

(iii) Reliable year round transportation services for goods and passengers in the project area that reduce the costs of travel and the risks to human lives and property due to high intensity rainfall.

(iv) Contribution to improvement of the transport infrastructure system in the region and Binh Dinh province, facilitating the circulation of goods with localities in the province, domestic areas and creating a driving force for socio-economic development, improve the living standards of local people, reduce poverty, promote employment and business opportunities, improve living standards for people in the project area.

II. FIELD INVESTIGATIONS

A. Introduction

103. Objects of the survey: the survey of the existing PR637 from Vinh Quang commune to Vinh Thach town (Km11 + 300 - Km13 + 665) Vinh Thanh district, Binh Dinh province will upgrade the road section to category IV plain road.

104. Surveys were used to assess current condition of the road to identify the existing problems and obstacles for the proposed works and for determination of the need for upgrading.

B. Traffic forecast and design category

105. The traffic count data survey was carried out at two sites to estimate traffic volume at each end of the road section (i) vehicle counting station 1, at Km7 + 900, DT637 position outside the beginning of the project. (ii) vehicle counting station 2, at Km13 + 600 at the end of the project section – see table 2 above.

Table 12: Traffic Count and Traffic Projections

106. Future traffic volume is estimated from the traffic count data – see Table 2 above and table 7 in terms of annual average daily traffic (AADT) by class of vehicle. Notable aspects of the AADT estimates is the increase in all truck sizes and public transport ie buses highlighting the need to ensure structures have sufficient strength for the growth in axle weights. By mid to late late economic life the road strength will likely deteriorate as the PCU loadings approach and then exceed the maximum PCU rating for a category IV road.

Table 13: Total traffic volume (PCU) calculated for future years, investigated by TRTA consultant Starting Point Traffic Year AADT AADT AADT AADT AADT PCU PCU (Farm AADT Total (car) (small ((medium (truck ≥3 (Contain (Motorize (big vehicle) Motorbi PCU truck) truck) axles) er) d) (small passeng ke – passenge er bus) (motor r bus) bike) 2019 149 230 252 63 72 90 53 4 560 1473 2029 274 422 464 115 132 166 98 7 1029 2707 2035 384 594 650 160 184 232 135 10 1443 3792 End Point Traffic

AADT AADT AADT AADT AADT PCU PCU (Farm AADT Total (car) (Motorize (Motorize (truck ≥3 (Contain (Motorize (….) (big vehicle) Motorbi PCU d) (small d) axles) er) d) (small passeng ke – truck) (medium passenge er bus) (motor truck) r bus) bike) 2019 201 94 524 68 4 80 55 14 617 1657 2029 370 172 964 125 8 148 100 26 1134 3047 2035 518 242 1352 175 12 206 143 36 1590 4274

C. Alignment Study and Identification of upgrading requirements

107. The proposed road section will be constructed in which:

(i) Uses to the extent possible the existing alignment.

(ii) From Km 11 + 300 - km 12 + 485 the road follows the old road passing Dinh Quang Hamlet Vinh Quang commune, the status is an asphalt pavement, average width 5.5 m - 6.0 m, roadbed is 6.0m - 6.5m wide, the road surface has been deteriorated.

(iii) From Km12 + 485 - Km13 + 327, this section belongs to Suoi Xem Bridge, the alignment will adjust to the east of the existing to minimize use of agricultural land and ensure the technical parameters of the road design category (category IV plain TCVN 4054-05), whilst ensuring traffic circulation during the construction period..

(iv) From Km 13 + 327 - km 13 + 665 the road follows the old road passing the territory of Quarter 5, Vinh Thanh town, the status is asphalt pavement, average width 5.5 m - 6.0 m. The roadbed is 6.0m - 6.5m wide, currently the road surface has been deteriorated.

(v) Bridges: There are currently three bridges on the road section: (i) Ta Suc I bridge (Station: Km 11 + 565.76) is reinforced concrete girder bridge L = 10m, Bm = 6.0m, (ii) Ta Suc II Bridge (Station: Km 11 + 547.96) is 17.5m RC plate girder bridge, Bm = 6m, and (iii) Suoi Xem overflow bridge (Station: Km 12 + 736.55) with length L = 168.52 m. At present, these 3 bridges have been seriously degraded with exploited load of H13, on the road and all three bridges in the rainy season, often flooded by water levels of Song Con and Suoi Xem rising from 0.5 to 1.5m high.

(vi) Culvert works: On the road, there are 3 old culverts with aperture from 0.6 to 1.0m. In general, the aperture of these culverts are too small with inability to support the required drainage flow, and are degraded.

108. Based on the calculated traffic volume (PCU) for future years and the condition of the road proposed to upgrade and expand on scale of road category IV plain (TCVN 4054-2005) and the bridge structures to Cat III plains with specifications as in Table 8.

Table 14: Design Standards

Parameter Standard (TCVN 4054-2005

Road Category IV (plains) specification Designed speed 60 km/hr. Road Base Width 9.0 m Pavement Width 8.0 m Sidewalk Width 2 x 0.5m Bridges – Category III (Plains) Road Base width 12.0 m Pavement Width 11.0 m Sidewalk Width 2 x 0.5m

D. Structures

1. Bridges

109. The existing bridges being: (i) the Ta Suc I Bridge at Km11+553.31; (ii) the Ta Suc II bridge at Km Km11+700; and (iii) the Suoi Xem Overflow Bridge at Km12+736.55 will be replaced. The two bridges over the Ta Suc river will be replaced by a single structure.

110. The existing Ta Suc I Bridge is a 10m RC T-girder bridge, and the Ta Suc II bridge is a 17.5m RC plate girder bridge. Both of these bridges are deemed small bridges and have a technical specification based on P4 hydrological conditions, designed for a 25-year recurrence interval. The Suoi Xem Bridge, a pre-stressed concrete (PSC) composite bridge, is 177.45m long, and is a P1 category bridge, designed for a 100-year recurrence interval see Table 7.

Table 15: Existing bridges No. Bridge /Station Existing bridges Bridge type / Length Structure Aperture (m) 1 Ta Suc Bridge RC T-girder / 1x9.0 (10) RC T-girder Km11+565.46 B=6.5m (crossing stream) RC plate girder 2x8.0 RC plate girder / B=6.5m (17.5) 2 Suoi Xem Bridge RC T-Girder 14x12 RC T-Girder Km12+736.55 / B=(5-:-6.5)m (177.45) ( Crossing Xem Stream )

111. In addition to the bridges there are three culverts that are insufficiently sized for the current water flows, and in some road sections there are also longitudinal ditches. The drainage design follows typical design standards set by the Ministry of Transport based on P4 exceedance frequency (historical data): minimum of 3 culverts per km with design pipe culverts range in

diameter from 0.75 to 1.5 m, and box/slab culverts at 1 m height. The drainage design spacing and slope also comply with MoT’s design standards: culvert headwalls and foundation will be of stone masonry, and side ditches will be of trapezoidal cross-section 0.4 m deep and 1.2 m wide at the top. The latter are lined with mortar riprap, and feature a 30-cm vertical lip on cliff sides to prevent eroded soil from falling directly into the ditch and silting up the culverts.

112. Significant flooding is already affecting the road sub-project. The current design criteria for design flow and runoff parameters (based on catchment area) do not adequately represent future climate conditions.

113. The work proposed under TRTA 8957 will, based on climate adjusted design parameters, upgrade the road to a Category IV (plain) road, replace the two Ta Suc bridges with a single bridge and replace the Suoi Xem Bridge. All bridges will be to P1 hydrological conditions inclusive of climate change.

Table 16: Proposed Bridge Upgrading Bridge /Station Proposed Bridge type / Aperture Length (m) Ta Suc Bridge RC plate girder 2x18.0 Km11+565.46 DƯL/B=12.0m (50.15) (Crossing Stream) Suoi Xem Bridge RC I-Girder 6x33.0 Km12+736.55 DƯL/B=12.0m (212.35) ( Crossing Xem Stream )

2. Drainage

114. Drainage on the road uses conventional reinforced concrete, designed according to the process of 22TCN 18-79, design load H30-BX80, design frequency of P4%, scale according to the designed road base.

115. Bridges on the road were permanently constructed with reinforced concrete; Design standards according to 22 TCN272-05; Design load: Live load HL93, pedestrian 30Mpa; Design frequency of big bridge and medium bridge P = 1%; Bridge size (Bridge width): B = 0.5 + 11 + 0.5 = 12.0m.

E. Surveys and investigation

116. The design conducted the following surveys – see Table 11

Table 17: The content of the field survey

Preliminary technical survey Survey, collect data and work with stakeholders (i) Observe the entire road (ii) Survey, collect existing topographical and geological survey documents (iii) Survey, collect existing documents related to hydrology and climate (iv) Survey and collect other related documents

Topographical drawing survey. (i) Survey for topographic drawing of the road

(ii) Update and supplement topographical drawing survey documents

Geological Survey. (i) Check and evaluate the collected the geological survey borehole documents (ii) Survey and investigate Geology along the road (iii) Check CBR current road base with a DCP.

Survey of road status (i) Survey the current state of the road surface (ii) Survey the status of road structures (iii) Survey the current state of talus (iv) Survey cross-sectional situation (v) Survey sub-roads

Survey of bridges and culverts’ status (i) Survey the current status of bridges on the road. (ii) Survey the status of horizontal culverts

Hydrographic survey (i) Survey hydrology of water levels along the road (ii) Survey hydrology of bridges, rivers and streams along the road

Site clearance survey (i) Preliminary comments on Site clearance

Survey of construction materials and disposal sites on the field IRI survey (road surface roughness) Survey traffic volume on the road

F. Topographical survey

1. Topographical survey

117. The road survey documents includes: Plan of surveyed road, longitudinal profile of the road, cross-section of the road with average section width of about 40m and the distance between average cross section is about 50m.

118. The survey method is conducted by the TRTA consultant team as follows:

(i) Elevation system: Using VN2000 coordinates and specific national elevations:

(ii) Coordinating elevation class IV: VT01; X=1560153.336; Y=557402.559; H=57.703

(iii) Coordinating elevation class IV: VT02; X=1559654.618; Y=557481.942; H=52.657

(iv) Planimetric survey of the road: Planimetric survey with scale 1/2000, the measurement using GPS measurement technology (RTK) to record details on topography, terrain, houses, rivers and streams, garden fields. The crossroads, bridges, drains were surveyed to facilitate the design and control of intersections and bridge positions.

(v) Pegging-out and arrangement of curve: pegging-out is based on the construction category to select the position of the IP-point of intersection, radius, making maximum use of old road surface, reducing the investment cost.

(vi) Angular measurement is conducted using an electronic total station, measured at all IP-point of intersections. The angular measurement determines the vertical angle, horizontal angle and notes, carefully design the angle direction to facilitate checking and comparing records with the field

(vii) Piling in the curve: piling in the curve includes the selection of the radius of the curve R, the calculation of the curve elements and main pegging-out of curve on the field: TD, P, and TC. The selection of the R radius is suitable for road category IV and is consistent with the old curve.

(viii) Length measurement, detail piling: Length measurement was measured twice by steel measuring tape, tape measure or by electronic theodolite. For the first time, measure the distance between the piles and pile H piles, combining the detail piles. The second time to check again, tolerance must be satisfied with the prevailing process and regulations.

(ix) Elevation measurement: Elevation measurement used surveyor’s level Ni030, the measurement was conducted with 2 steps including general leveling and detailed leveling.

(x) Topographic horizontal surveying: Topographic horizontal surveying is conducted in combination of machine and manually using steel measuring tape, tape measure and A-shaped measuring tool to measure detailed changes in topography, measuring perpendicularly to the road. Centerline of the road, road base width, road surface, drainage ditch and talus of road.

2. Results of topographical drawing survey

(i) Road plan: the road has a length of 2,369m (2.4km). Plain metric survey of the whole road, scope of road plan survey from the road’s centerline to each side about 25m on average, the width of road plan surveying from 50m on average. Result on quantity of road plan survey for the road is 11.85ha.

(ii) Slot the road: slot the road section with the length 2365m.

(iii) Cross section: The total number of cross sections of the road section is 55, the cross section from the road’s centerline to both sides is 25.0m each, the width of the cross section is 50m; Result on quantity of cross section is 2750m.

119. The topographic survey confirmed the data are sufficient to prepare basic design documents for the project.

G. Survey of the current status and inventory

120. The method of survey and assessment of road surface condition is based on direct observation on the basis of referring to the provisions in Item 4.3 Procedures for Designing Flexible Pavement 22 TCN 211-06. The state of the road and the damaged form are assessed and classified based on observations and descriptions in the field. The status of roads and the extent of damage are assessed, measured and statistically calculated into existing road surface evaluation tables.

121. The average width of the existing road surface has the average road width of 5.5-6.0m, the road base of 6.0 - 6.5m. Specifically, the survey results of road surface condition are listed as follows:

Table 18: Condition Assessment of Existing Roadbase

Section of road Bn Bm Length Appearance, road base (m) (m) (m) condition Asphalt road surface (sublayer is macadam Km11+300 Km11+535 6.5 6.0 235.0 TB:20cm thick) moderately damaged Km11+535 Km13+553 6.0 6.0 2018.0 Asphalt road surface (sublayer is cement concrete

TB:20cm thick) vertically and horizontally cracked in the size of cement concrete (3x5)m Asphalt road surface (sublayer is macadam Km13+553 Km13+669 6.5 6.0 116.0 TB:20cm thick) moderately damaged

122. The existing pavement structure is an asphalt road surface, sub-layer is cement concrete with an average thickness of 20-22cm. For the starting and ending section of the road there is an asphalt road surface on sub-layer of macadam, and both are significantly damaged with horizontally cracking in the cement concrete (3mx5m).

123. Survey results of old pavement structure as shown in table 13 below.

Table 19: Existing Pavement Structure No. Station Structure thickness (cm)

1 Km11+300 – Km11+535 Asphalt road surface 7cm thick, on sub-layer of macadam 20cm thick on average (at the junction at the end point of road at Dinh Binh Bridge junction 2 Km11+535 – Km13+553 Asphalt road surface 7cm thick, on sub-layer of cement concrete 20cm thick on average, bedding layer of macadam 10cm thick. 3 Km13+553 – Km13+669 Asphalt road surface 7cm thick, on sub-layer of macadam 20cm thick on average (at the junction at the end point of road at Dinh Binh Bridge junction

124. Based on the survey and field inspection records, it can be seen that in general, the survey road has a medium vertical slope of 0% - 4%. Specifically, the survey results of the slope along the road surface are as shown in the table 14.

Table 20: Existing Slope of Road Surface Road section Slope along existing Total(m) Remarks road (%) Km11+300 Km11+535 3% - 4% 235 Average slope

Km11+535 Km13+335 0% - 1% 1800 Small slope

Km13+335 Km13+669 1.5% - 2% 334 Small slope

125. Survey of the existing condition of the road shows that the plain shape, the cross-section of the existing road is mainly embankment, relatively flat. Specifically, the survey results of the cross-sectional shape of the existing road are shown in table 15.

Table 21: Statistics of cross-sectional shapes of existing road Road Road section Total (m) Shape of cross-section

1 Km11+300 Km11+535 235

2 Km11+535 Km13+535 2000

3 Km13+535 Km13+669 134

Source: TRTA consultant’s field survey results, April 2019.

H. Geological survey

1. Geological survey method

126. The method of the geological assessment along the road is carried out on the basis of observing natural and artificial exposures to determine the distribution of rock layers and preliminarily assessing geological conditions in the area. The scope of observation is about 30m each side along the road.

127. The geological survey conducted by a local consulting company by borehole method determines the stratigraphic layers of rocky soil layers of road base and the positions expected to build bridges and drains. Borehole in combination with SPT piling, taking undisturbed and disturbed samples to determine the mechanical and physical criteria of the rock stratum for the design of road base and bridge. Borehole is carried out by rotary drilling machine.

128. DCP test is conducted according to the regulations in DCP cone penetrometer manual by Institute of Transportation Science and Technology. Test density is performed with an average distance of 500m. DCP test results are analyzed using software UKDCP Version 3.1 set up by British Road Research Institute (details on field DCP tests and calculation of CBR values of roadbed are presented in appendix of survey documents).

2. Geological conditions along the road

129. The results of geological survey and investigation along the road show that road base’s geology on the road the studied depth is relatively homogeneous, formed by the deposition process. The main materials are clayish sand, clay, wad, russet, quasi-plastic to semi-solid. Details of geological conditions along the road are listed as follows;

(i) Section from Km11+300 – Km11+500 excavated road foundation is soil category 3.

(ii) Section from Km 11 + 500 – Km 13 + 500 full embankment road, covered over low land area, often flooded in the rainy season. The soil of flower field is clayish sand, wad, filemot, the main component is organic soil, soil category 2;

(iii) Section from Km13+500 – Km13+669 of flat road is soil category 3;

3. Geological conditions of road base and bridge, drains

130. From the results and the documents of geological survey and the results of the geological survey at the field of the boreholes, in combination with the collected data of the local consultant, the division of rock and soil at the construction site into soil layer in order from top to bottom is as follows:

(i) Layer D: Asphalt concrete + soil filling ( grade aggregate, fawn, hardness).

(ii) Layer 1: Clay mixed with grit, fawn, semi-solid. Thickness of layer varies 3.2 m (LK1) – 3.3 (LK2), layer is originated from hill debris and homogeneously distributed in the study area. Conditional probability [R’]= 3.0 Kg/cm².

(iii) Layer 2: Clay, fawn, quasi-plastic. Thickness of layer varies between 0.7m (LK2) – 0.9m (LK1), layer is originated from alluvial deposit and homogeneously distributed in the study area. Conditional probability [R’] =1.5 Kg/ cm².

(iv) Layer 3: Clay sand, filemot – russet, plastic behaviour. Thickness of layer varies between 1.3m (LK2) – 1.6m (LK1), l layer is originated from alluvial deposite and homogeneously distributed in the study area. Conditional probability [R’] =1.5 Kg/ cm².

(v) Layer 4: Loamy grit, filemot – russet, hardness. Thickness of thin layer varies between 0.2m (LK2) and 0.5m (LK1), layer is originated from vestige. Conditional probability [R’] >4.0 Kg/ cm².

131. From the results of the project’s geological survey, in combination with the inspection and assessment of road base’s strength indicates the existing road foundation is quite stable. The strength of the roadbed is mostly medium to fair (i.e., roadbed CBR> 5) and is sufficient to construct road base. However, some sections passing through adjacent agricultural land or involving irrigation ditches, and low lying areas within the existing road base are weak. These weak areas will need the removal of organic soil layer on short sections involving a replacement thickness of 0.5 – 1.0m.

132. Positive talus of the existing road is 0.5 m to 3.0 m high and is assessed as stable with vegetation developing on the talus. On the road, the positive talus of the existing road in section from Km11 + 300 to Km11 + 500 the excavation excavated foundation geology is stable, with no landslide seen on the slope.

133. In conclusion, weak soil is detected in thin layer requiring an estimated about 0.5 m to 1.0 m thick removal.

4. Geological conditions of bridges

134. The borehole results of geological survey shows that strata at the position which is expected to locate the bridge foundation include the rock layers in order from top to bottom as follows:

(i) Layer 0: Asphalt concrete + soil filling (grade aggregate, fawn, hardness)

(v) Layer 4: Loamy grit, filemot – russet, hardness. Thickness of thin layer varies between 0.2m (LK2) and 0.5m (LK1), layer is originated from vestige. Conditional probability [R’] >4.0 Kg/cm².

(vi) Layer 5: Granite, granosyenit, grey white – black, average degree of weathering, quality factor of core is [R]=65%.

5. Geological and hydrological conditions of the works

135. Based on the geological and hydrological conditions, upgrading road PR637 from Vinh Quang commune to Vinh Thanh town is quite convenient. However, some sections will face disadvantages due to hydro-geological conditions. Specifically: according to survey data of historical flood water level causing flooding on some sections such as Km11 + 500 - Km13 + 500 and Ta Suc and Suoi Xem bridges are flooded every year.

6. Dynamic geological phenomena

136. The project construction area does not have dynamic geological phenomena.

7. Results of road base CBR with dynamic cone penetrometer DCP

137. The tested layer is the upper substrate and uses the dynamic cone penetrometer method DCP to evaluate the load bearing capacity of subgrade. Test results are listed in the following table.

Table 22: Statistic statement on DCP testing result

Code Station Location Depth CBR (m) (%) DCP1 Km11+370 right-side of road 0-0.58 51.16 DCP2 Km11+970 left side of road 0-.0.70 48.73

DCP3 Km12+500 right-side of road 0-0.72 37.11

DCP4 Km13+00 right-side of road 0-0.43 37.89

DCP5 Km13+610 right-side of road 0-0.89 45.15

Note: Depth is calculated from the upper substrate layer.

138. The DCP road strength tests – see Table 16 found the current roadbed strength to be relatively high indicating the current road bed to quite stable. The governmetn road specificaiton is for a minimum CBR for a rad bed in excess of 6%.

8. Recommendations

139. On the basis of the stratigraphic conditions, the locations that are expected to construct drains and bridges, some recommendations are proposed as follows:

(i) Solution to talus protection can use masonry stone to protect the slope, inner layer of macadam and geotextile. (ii) Based on topographical characteristics, scale and bridge’s load, it is recommended to replace drains with small apertures, poor drainage, and use foundation of cast- in-situ bored piles. (iii) The section is not affected by the hydrological regime of the Con River, it is recommended to design normal road base, to place the road base directly on the surface of the remaining soil layers, before filling the road base, it is necessary to remove the organic soil layer. (iv) The filled section is affected by the hydrological regime of the Con river, which is flooded every year, it is recommended to design embankment with steps to increase the stability of the road base to integrate green elements and to be resilient to climate change; the road embankment is directly on the natural surface, before embankment of the road foundation, it is necessary to excavate the organic soil and treat the soft ground (if there is weak soil).

I. Hydraulic and hydrological investigations

140. In reference to Standard 22 TCN263-2000 regarding “Procedure for investigation of mortor road”, the approach of hydrological investigation is based on the obeservation of outcrop and the investigation made by asking the residents in the area. The data from hydrological investigation of bridges, rivers, streams and water level along the road are assessed, categoried based on observation and description on the field and listed into tables of hydrological statistics.

141. The average annual rainfall in Binh Dinh ranges from 1700 mm-3300 mm. Rainfall decreases gradually from North to South, the highest in the mountainous areas of An Lao district with rainfall of over 3300 mm, the lowest in the communes in the East of Tuy Phuoc district with rainfall below 1700 mm.

142. The rainy season is from September to December during which time 70% to 80% of the total annual rainfall is received. The intensity of heavy rain often causes floods and waterlogging with damages to production and people's lifes. The dry season lasts 8 months from January to August and accounts for 20% - 30% of the total annual rainfall often resulting in drought.

143. Investigation of the existing and propsoed bridge sites indicated no erosion on both sides of the river or from the riverbed.

144. The results of hydrologic survey of the bridges and drains on the road: the road investigation follows the existing road, at present, the section has 2 locations for new bridge construction and 3 locations of drains. In years with small floods, these works still ensure people’s travelling, but in the years with heavy floods (often appearing once every 4 to 5 years), people cannot travel due to inadequate cross drainage and high flood levels.

Table 23: Hydrology of bridges, drains and hydrology along the road

Bridge / Station Year of Elevation of Elevation Highest highest of average Reported Reported flood Flood Flood Ta Suc Bridge, 2013 +43.27 +40.27 Km11+565.46 Suoi Xem Bridge, 2013 +43.53 +41.73 Km12+736.55 Km13+460 2013 +43.63 +42.43

145. According to the investigation results, the flood in 2013 (The latest year) have the maximum historical flood level, flooding road surface, bridge surface and people could not travel – see Figure .

Figure 4: Flood at the end area of the road Km13+460, in 2013

146. Data from the Binh Nghi Reservoir hydroment station captures data from 1958 to 2015 (Station is non-functional) located on the left bank of the Con River), data measuring flood since 1958 updated to 2015 – See Annex 2 for output data.

Table 24: Result of Maximum Actual Rainfall X1 and Corresponding to the frequency

Station Actual Maximum Frequency Frequency Frequency Frequency measure data actual P=1% P=4% P=10% P=50% chain measured day rainfall (mm) Bình Nghi 1976 to 2015 352.4 352.4 278 250.5 161.5

Source: Binh Nghi Hydromet Station Results, April 2019.

147. Hydrological characteristics of the project area, the road passes through the plain area, planting two secondary crops, flat topography. In the dry season, the water level on this section is insignificant. In the rainy season, the amount of water from upstream of reservoirs discharging over large spillways is likely to cause partial flooding on the road;

148. On this section, according to the survey data, historical floods flooded residential areas, with an average depth of 0.9m to 1.5m (compared to the existing road surface). The length of the flooded section when there were historical floods is: Km11 + 500 - Km13 + 500, which is flooded due to the low embankment road with the scale of the overflow road. Historical floods occurred in 1985, 2013 and 2016 due to prolonged heavy rain and backwater from the Con river.

Table 25: The results of bridge hydrological calculation are as follows

Station Bridge QP H1% , Htk VP Lo (m3/s) (m) (m/s) (m) Km11+565.46 Ta Suc 166.4 43.27 1.27 33.83

Km12+736.55 Suoi Xem 1697.7 43.53 1.76 17.82 Source: TRTA consultant’s calculation results, April 2019.

149. For the highest flood level of 43.5m occurred in 2013 using data from the Binh Nghi met station record the daily maximum rainfall for 2013 was 227mm resulting in an equivalent flow elevation of 19.8m. However the Pmax record from the Binh Nghi station was 536mm resulting in a met station elevation of 21.32m. the likely flood elevation at the Con River confluence with the Xem River for Q max conditions is estiamted to be 45m.

150. Using the available data records from Binh Nghi (57years) the reported P1 daily maximum rainfall is 352mm whereas he P4 level is 278mm. If the climate change adjustments – see table 4 – of 60% and 40% for P1 and P4 conditions respectively result in expected daily maximum of 564mm and 389mm. These daily maximum flow rates are sued for the design of both bridge and other structures and the road elevations.

Table 26: Hydrology of bridges, culverts, ans hydrology along the road (with climate change)

J. Bridge survey

151. Investigation approach, assessment of the existing bridge are based on observation and measurement with measurement instrument and electronic total station, thorough review of every part of the bridge such as abutment, bridge pillars and other items to assess the existing condition of the bridge. The status of the bridge is assessed and categorized based on observation, description on the site and listed in the table of assessment of bridges on the road.

152. On the road there are three old bridges, including:

(i) Ta Suc I Bridge Km11+553.31 is a bridge with RC T-girder opening L=1x9m (10m) long, bridge width B=6.5m. The bridge is skewed 45 degree to the flow. The bridge was built in 1995, with service load of 13T. The bridge has one beam span “T”, the height of the main

girder H=0,4m, girder spacing a=1,2m. The stucture of abutment has RC croa head, mortared stonework abutment body. RC deck 5cm thick. RC handrail. Slope protection is consolidated with stone and concrete parapet. Currently there are signs of degration on the bridge, erosed asphalt cause exposed aggregates, strong vibration caused by heavy load trucks crossing bridge span. Especially, the bridge is flooded in rainy season (at the bridge head on the road side, there is a notice board with a warning of no access during flooding torrent).

(ii) Ta Suc II bridge Km11+700 is a bridge with RC plate girder ( type of box culvert with big aperture), aperture L=2x8m (17.5m) long, bridge width B=6.5m. The bridge is skewed 45 degree to the flow. The bridge was built in 2012. Exploited load is 13T. The bridge has two plate girder spans 2x8m, the height of plate H=0,4m. Structure of supports is of RC wall type. Asphalt deck 5cm thick. RC handrail. Slope protection is consolidated with stone and concrete parapet. Currently the asphalt is eroded and it causes aggregates exposed. The bridge is regularly flooded in rainy season (at the bridge head on the road side, there is a notice board with a warning of no access during flooding torrent).

(iii) Suoi Xem Bridge Km12+736.55 is a RC oveflow bridge, aperture L=14x12m (177.45m) long, bridge width B=(5-:-6.5)m. The bridge is perpendicular to the flow. The bridge was built in 2012. The exploited load is 13T. The bridge has 14 T-girger spans, the height of plate is H=0,5m, girder spacing is a=(1,1-:-1,2)m. The stucture of abutment has RC croa head, mortared stonework abutment body. Bridge pillars are of blind type with narrow body made on concrete and RC. The bridge deck is made of RC 5cm thick. The curb is made of RC blocks 250x500x200mm, spacing a=1m. Slope protection is consolidated with mortared stonework. Currently there are signs of degration on the bridge, erosed asphalt cause exposed aggregates, big vibration caused by heavy load trucks crossing bridge span. The gap at the span causes water flowing to girger, pillar’s bearing and support. The curbs on the bridge is too low to ensure the safety for commuters and vehicles, especially at night. Especially in the rainy season, the bridge is regularly flooded and no vehicles can access, causing traffic disrruption, and no safety for vehicles, influence on the age and safety of bridge.

Table 27: Summary of bridge status on the road

No. Bridge + Km Type Width (m) Aperture Status (m) 1 Ta Suc 1 Bridge 6.5 1x9.0 (10m) Skewed 45 degree to the flow. The Bridge with RC long bridge was built in 1995. Exploited Km11+553.31 T-girger load is 13T. Currently there are signs of degration on the bridge, erosed asphalt cause exposed aggregates, big vibration caused by heavy load trucks crossing bridge span. Especially, the bridge is flooded in rainy season ( at the bridge there is a notice board with a warning of no access during flooding torrent”).

Skewed 45 degree to the flow. The 2 Ta Suc 2 bridge Bridge 6.5 2x8.0 bridge was built in 2012. Exploited Km11+700 with RC (17.5m) long load is 13T. Currently the asphalt plate is eroded and it causes girder aggregates exposed. the bridge is (type of regularly flooded in rainy season box (at the bridge there is a notice culvert board with a warning of no access with big during flooding torrent”). big aperture)

3 Suoi Xem Bridge 5-:-6.5 14x12m The bridge is perpendicular to the Bridge with RC (177.45m) flow. The bridge was built in 2012. Km12+736.55 T-girger long The exploited load is 13T. BTCT Currently there are signs of degration on the bridge, erosed asphalt cause exposed aggregates, big vibration caused by heavy load trucks crossing bridge span. The gap at the span causes water flowing to girder, pillar’s bearing and support. The curbs on the bridge is too low to ensure the safety for commuters and vehicles, especially at night.

Especially in the rainy season, the bridge is regularly flooded and no vehicles can access, causing traffic disrruption, and no safety for vehicles, influence on the age and safety of bridge.

Source: TRTA Surveys, April 2019.

K. Culverts and Drainage System

153. Similar to the bridge survey, the survey method, assess the existing condition of the drains crossing roads based on direct observation and direct measurement with tape, review and evaluate the technical parameters and parts of the drains such as drains size, current situation of wing walls, invert and drainage. The status of cross-road drains is assessed and classified based on observation and description at the site and it is listed into tables to assess the status of the drains crossing roads.

154. On the road, there are 3 horizontal culverts with aperture (0.6 - 1.0) m including round drains. In general, the drains have inadequate apertures, with low load strength and are currently degrading. From the field observation and survey, the drains system on the road section is no longer suitable. On the road at some sections, some sections of ditch are still in good condition, some of the remaining parts along the road are soil grooves, often flooded in rainy season, hard to drain quickly.

Table 28: Drainage Structure and Condition

Station Drain Structur Length Apertur Existing drains type e (m) es (cm)

Km11+449.68 Round RC 12 100 Topographic drainage drains, old but possible to use. It is recommended to extend with the same apertures, D=1.0m Km12+484.46 Round RC 10 80 Topographic drainage drains, old, flooded with mud 3/4, poor drainage. It is recommended to

replace with new drains D=1.0m Km13+391.16 Round RC 10 60 Topographic drainage drains, old, flooded with 2/3, poor drainage. It is recommended to replace with new drains D=1.0m Source: TRTA Surveys, April 2019.

155. On the road, basically there is no vertical ditch system. Survey findings on ditch along the road are listed below:

Table 29: LongItudinal Drainage

Station Length Basic information Status of ditch / remarks (m) Left Right N/A Km11+300 Km11+402 102 x Trapezoidal cement concrete ditch, in quite good condition Km13+343 Km13+665 322 x The trapezoidal cement concrete ditch, bottom is 0.7m wide and in quite good condition Source: TRTA Survey, April 2019.

L. Preliminary assessment survey of site clearance

156. Compensation and site clearance are carried out on the basis of the land use demand of the project in combination with studying the situation and aspirations of the people whose land is acquired and prevailing regulations of the state. The amount of compensation for site clearance is not much, mainly agricultural land for growing secondary crops, and the land of the Con River, without relocation and resettlement, specifically.

Table 30: Preliminary statistics on land use situation (reference data)

Road section Total (m) Preliminary statistics on land use situation

Km11+300 Km11+550 250 Garden land and hill land for planting trees

Km11+550 Km11+600 50 Two sides are Ta Suc stream land

Km11+600 Km11+960 360 Garden and non-agricultural land

Km11+960 Km12+650 690 On the left, the crops are grown, on the right is the Con river land Km12+650 Km12+820 170 Both sides are Xem stream land

Km12+820 Km13+340 520 On the left, the crops are grown, on the right is the Con river land

Km13+340 Km13+665 325 On the left is residential land, garden land, on the right is the Con river land Source TRTA Surveys, April 2019.

M. Construction materials - Survey of Quarries

157. The lcoation of available construction materials is presetned in Figure 5.

Figure 5: Planning of borrow pits and quarries of PR637 road construction

1. Soil quarry at Ta Suc Industrial Zone in Vinh Quang commune, Vinh Thanh district

(i) Location: Soil quarry is located on the left of the road at Km 11 + 350 in Vinh Quang commune, Vinh Thanh district, Binh Dinh province.

(ii) Management unit: Currently, the soil quarry is under the management of Vinh Quang Commune People's Committee

(iii) Reserve: Soil quarry with large reserves of about 2hectares x 5m = 100000 m³

(iv) Pathway from soil quarry to road: From the soil quarry to road PR637 at Km11 + 350 is 100m. "For location details, see construction material quarry map”

(v) Transport conditions: Convenient for transporting by 10 tonne vehicles on the road.

(vi) Other related issues: Currently the quarry is being exploited, but with small scale.

Photos of soil quarry at Ta Suc Industrial Zone (a) 2. Sand quarry of Tay Thuan Agricultural and Service Cooperative

(i) Location: At Km1 + 00, PR637 on the right of the road, in Thuong Son and Tay Thuan Hamlets;

(ii) Management unit: Tay Thuan Agricultural and Service Cooperative, Tay Son District, Binh Dinh Province, Phone at sand quarry: 0256.3584.245

(iii) Supply capacity: Supply about 100 m³/day.

(iv) Pathway from sand gathering yard to road: Distance from sand yard to PR637 is 10m. For location details, see construction material quarry map.

(v) Transport conditions: Convenient for transporting by 10 tonne vehicles on road.

(vi) Price: According to the price announcement of the Department of Finance and Construction of Binh Dinh Province.

Figure 6: Photos of sand quarry owned by Tay Thuan Agricultural and Service Cooperative

(a) 3. Nhon Hoa Quarry, Binh Dinh province.

(i) Location: Tan Hoa Hamlet, Nhon Hoa Ward, An Nhon Town, Binh Dinh Province.

(ii) Management unit: Tan Hoa Hamlet, Nhon Hoa Ward, An Nhon Town, Binh Dinh Province

(iii) Reserves: 2.0 million cubic meter, good stone quality

(iv) Conditions of transportation: convenient for transporting by vehicles on road.

(v) Price: According to the price announcement of the Department of Finance and Construction of Binh Dinh Province

(vi) Other related issues: Stone quarry has is enough conditions for use to cast concrete bridge girders M≥450#,(45Mpa).

Figure 7: Photos of Nhon Hoa stone mine, An Nhon Town, Binh DInh Province

(a) 4. Phu Tai Concrete Co., Ltd. batch plant

(i) Location: Phu Tai Industrial zone, Tran Quang Dieu, Qui Nhon City, Binh Dinh

(ii) Management unit: Phu Tai Concrete Co., Ltd.; Phone 090 359 40 47

(iii) Supply ability: According to the needs of Clients;

(iv) Transport conditions: Convenient for transporting by vehicles on road.

5. Mekong Binh Dinh Concrete Co., Ltd.

(i) Location: Centre, Tran Quang Dieu, Qui Nhon City, Binh Dinh

(ii) Management unit: Binh Dinh Mekong Concrete Co., Ltd.; Phone 0256 6552 277

(iii) Supply ability: According to the needs of Clients;

(iv) Transport conditions: Convenient for transporting by vehicles by road.

N. Survey of disposal sites

(i) Disposal site 1: In the area of Km11 + 648, on the left of the road, the land area of old flume of Ta Suc bridge is located in Vinh Quang commune, Vinh Thanh district, Binh Dinh province, the size of the land is 100m long, 50m wide, average height 5m; Area allowed for disposal: 5000m², volume allowed to disposal 25,000 m³.

(ii) Disposal site 2: In the area of Km11 + 648, on the right of the road, the land area of old flume of Ta Suc bridge belongs to Vinh Quang commune, Vinh Thanh district, Binh Dinh province, the size of the land is 100m long, 50m wide, and the average height 5m; Area allowed for disposal: 5000m², volume allowed to disposal 25,000 m³.

Photos of disposal site on the left Photos of disposal site on the right

O. Design Recommendations

158. The design issues to be noted in the investment implementation step include:

(i) Based on the transport planning of Binh Dinh province, actual traffic volume CPU checked at the field, the function and importance of the road is to upgrade the road cat IV plain to ensure flood protection and to be resilient to climate change. It is recommended investing in construction and upgrading of the road according to the road category IV plain, bridges according to the road category III plain;

(ii) It is recommended to study to adjust the alignment to increase the minimum radius of all curves to Rmin = 130m, to ensure specification and traffic safety.

(iii) Design frequency of medium bridge, large bridge 1%; road base 4% but suitable for actual conditions and require to ensure that the road is not flooded during exploitation.

(iv) The road base sections that are stable and not influenced by hydrology, the red-line design elevation equal to existing road elevation plus the new structure thickness is the best plan for economic and technical assurance.

(v) Design locations for high embankment road base (the road section 2 on the start point of the bridge) need to have measures to reinforce and stabilize talus, minimizing the phenomenon of landslide on talus.

(vi) The sections passing through the residential area at the end of the road of Vinh Thanh town, it is recommended to design reinforced concrete trench with aperture B = 0.6m.

III. PRELIMINARY DESIGN

A. Overview

159. Preliminary design of the proposed works for upgrading and expanding PR637 rroad subproject from Vinh Quang commune to Vinh Thanh town (Km11 + 300-Km13 + 665), Vinh Thanh district, Binh Dinh province is described in this section. Surveys and investigations have been carried out for the design and findings mentioned in the previous chapters. As described in the previous section to perform the task according to the TOR, the design for upgrading the road is required as follows – Table 25.

Table 31: Preliminary design contents 1 Road alignment design 2 Site plan design 3 Longitudinal section design 4 Cross-section design 5 Road base design 6 Road surface design 7 Design of intersection design, horizontal roads 8 Bridge design 9 Design of drainage works 10 Traffic safety design 11 Design with green element and climate change resilience

B. Design Principles

160. The PR637 road from Vinh Quang commune to Vinh Thach town (Km11+300- Km13+665), Vinh Thanh district, Binh Dinh province is designed to upgrade and expand including the following upgrades:

(i) Soft road surface reducing the ability to use due to degradation of the pavement, weak bridges that limit the load or in poor condition.

(ii) Roads are unable to support heavy vehicles especially with larger loads

(iii) Roads are often coarse / rough

(iv) Asphalt road requires strengthening, restoring the road surface.

(v) Some sections that shorten the length of the road.

(vi) New construction of 2 bridges to ensure load and appropriate hydrology, climate change resilience.

C. Scale and standards for road design

161. The proposed subproject is invested in compliance with the category IV plain (TCVN 4054-05) with some main technical parameters as follows:

Table 32: Scale - Technical standards for roads No. Category Unit Technical standards (category IV plain) 1 Design speed km/h 60 2 Cross section Width of road base m 9,00 Road surface width m 7,00 Sidewalk width m 2x1,00 Reinforced sidewalk width Gradient of road surface and sidewalk m 2x0,5=1,0 Gradient of talus embankment road % 2%; 4% Gradient of excavated talus for road 1/n 1/1.50 1/m 1/1.00 3 Largest vertical gradient % 7 4 Horizontal curve radius Limited minimum m 125 Common minimum m 250 Minimum without super high layout m 1500 5 Front view of vehicles in other m 150 direction(S2) 6 Minimum radius of vertical curve Limited minimum convex radius m 1000 Common minimum convex radius m 1500 Limited minimum concave radius Common minimum concave radius m 2500 m 4000 7 Minimum vertical curve length m 50 8 Highest super-high slope % 7 9 Design frequency

+ Road base, trench, drains % 4% + Big and medium bridges % 1% 10 Design load + Bridge, In-situ big box culvert HL93 + Precast small boxes H30-XB80 + Road base, road surface Single axle 10T 11 Eyc road surface structure Mpa 140

D. Standard of pavement design

162. Design of concrete road surface according to "Decision 3230 / QD - BGTVT, December 14, 2012" with average traffic category with heavy trucks.

163. Refer to the document No. 1106 / BGTVT-KHCN on October 16, 2013 to design the separation layer between the concrete surface and macadam foundation reinforced cement. Technical regulations on construction and acceptance of concrete road surface BTXM1951/QĐ BGTVT.

E. Technical study

164. The results and technical survey data are used to: (i) prepare a road inventory plan to express the existing characteristics, intersections, stable conditions, structures and links to other roads; (ii) identify needs upgrading to improve alignment - matching the design standards; (iii) select types of reinforcement and drainage systems; (iv) determine the type of section (road, bridge) and drainage works (culverts); (v) assessing the specific disadvantages in the field and determining slope stabilization / slope protection measures.

165. The status of the existing features such as road surface, drainage, reinforcement structures, slope contributes significantly to upgrading and improvement of the road. In particular, the geometry of the road, the status and quality of other features (such as lateral drainage, horizontal drainage, reinforcement structures), and the presence of destabilizing factors such as instability, erosion, torrent along the roads / slopes , flooding status, the effects of climate change ... are important aspects in assessing works volume and cost to upgrade and improve roads. Other factors including new road works are required to supplement the road to the proposed standards. The emphasis on detailed inventory and evaluation of the current characteristics of the road and the determination of the level of additional works based on the mentioned considerations helped to collect and analyze the information level suitably to the design of upgrading and expanding the road.

166. The survey results assessing the road surface strength have been analyzed to determine the remaining life of the road surface. Along with the results of the DCP test to determine roadbed CBR , traffic data and the requirement for improved geometry (e.g. lane expansion), data on hydrology and climate change will determine elevation of road and bridges. All surveyed and

48 investigated data have helped to determine the scope of the strengthening, recovery (partial/full) methods, periodic maintenance (backfilling), and the most appropriate use of road surfaces is cement concrete.

F. Study of selected options

167. According to the survey results of the traffic count and the calculation of the current and future traffic volumes as follows: the current year 2019 is 1,473 PCU, the future year 2029 is 2,707 PCU, the future year 2035 is 3,792 PCU) select to invest in the road on the scale category IV plain.

168. The hydrological survey findings combined with the study of climate change impacts regarding the calculated water level corresponding to the frequency of P = 1% for design inputs are presented in Tabl 27.

Table 33: Hydrology of bridges, culverts and hydrology along the road (with climate change)

No. Bridge / Station Hmax1 H1%=Htk H1%=Htk Remarks Investigation Without climate With climate 2013 (m) change (m) change (m) 1 Ta Suc Bridge, +43.27 +43.27 +44.00 Ta Suc Bridge Km11+565.46 2 Suoi Xem +43.53 +43.53 +44.26 Suoi Xem Bridge Bridge, Km12+736.55 3 Km13+460 +43.63 +43.63 +44.36 Location of Hien Lac Gasoline station Source: TRTA Surveys, April 2019.

169. In order to meet the investment objectives of the project, the construction works must be suitable and resilient to climate change in the future. Therefore, the design has been completed with two scenarios being (i) without cliamte chagne adjustment, and (ii) with cliamte change adjustment.

G. Road design

1. Alignment design

170. The alignment follows the existing alignment to minimize the area occupying the cultivated land and reduce the construction quantities; at Suoi Xem Bridge the alignment will be adjusted to the right the old bridge to minimize the scope of the site clearance of agricultural land and ensure the technical parameters of the road design category (category IV plain TCVN 4054- 05), suitably to construction method of the new bridges that the old bridges are still remained to endure traffic circulation during the construction period.

2. Design of horizontal alignment (site plan)

171. Design Solutions: Design of site plan to ensure the standards of road category IV plain (TCVN 4054-2005). design speed Vtk = 60 km/hr. The propsoed centerline follows the centerline of the existing road, with local improvements to be more suitable with actual terrain conditions, on the basis of harmony with the surrounding landscape and minimizing earthwork volume and land clearance volume. Specifically;

(i) From Km11 + 300 - Km12 + 485 the road follows the old road through the territory of Dinh Quang hamlet, Vinh Quang commune. The current road status is asphalted road surface, averaging 5.5m - 6.0m. The road base is 6.0m wide - 6.5m, and the road surface is now degraded.

(ii) From Km12 + 485 - Km13 + 327, this section is the Suoi Xem Bridge, which is modified to the right side of the old bridge to minimize the scope of agricultural land clearance and ensure the technical specifications of the designed road category, suitable for the construction method of new bridges.

(iii) From Km13 + 327 - Km13 + 665, the road follows the old road through the area of Quarter 5, Vinh Thanh town, the present status is asphalted road surface, average width 5.5m - 6.0m, width of road bed 6, 0m - 6.5m, the road surface is now degraded.

172. Results of horizontal alignment design.

Table 34: Horizontal alignment design

Curve radius Number of vertices Percentage (%) (vertices) 0 ≤ R < 130 0 0.00 130 ≤ R < 250 3 37.50 R ≥ 250 5 62.50 Vertex without arrangement of curve 0 0.00 Total 8 100.00

Sourse: TRTA Survey Results Report, June 2019.

3. Longitudinal profile design

173. Longitudinal alignment is designed to ensure compliance with the scale and standard of category IV plain, harmoniously combined with the elements of site plan and cross-section elements to ensure smoothness and safety during exploitation and use;

(i) The red line design elevation is designed to ensure that the designed hydrological water level elevation of P = 1% taking into account the climate change.

(ii) The section is normally not affected by hydrology, the red line elevation is equal to the old road elevation plus the thickness of the pavement structure; suitable for culvert aperture, in accordance with the actual terrain, limiting the volume of earthwork and site clearance; (iii) The road section between the two bridges of Ta Suc and Suoi Xem bridges is designed based on the design elevation of the two bridges and ensures that this section is not flooded during the rainy season, so the TRTA consultant advises to propose that this road section should be also designed with frequency P=1%. (iv) The design elevation on longitudinal profile is the elevation of the centerline.

174. The longitudinal profile design is summarised in Table 29.

Table 35: Longitudinal profile design

Slope (%) Length (m) Percentage (%) i=0 1400.03 59.18 0 ≤ i < 4 965.59 40.82 i ≥ 4 0 0 Total 2365.62 100.00

Sourse: TRTA Survey Results Report, June 2019.

Figure 8: Ta Suc bridge cross section drawing

Figure 9: Suoi Xem bridge cross section drawing

4. Cross-section design

175. Design Solutions; cross-section of the road is designed to ensure compliance with the scale, the standard of road category IV plain, harmoniously combined with the elements of site plan, cross-section to ensure smoothness, stable and safety during exploitation and use;

176. The normal road designed according to scale of category IV plain as follows:

(i) Road width: Bn =9,00m.

(ii) Road surface width: Bm = 2x4,0m =8,00m

(iii) Sidewalk width: Bl = 2x0,5m= 1,00m.

(iv) Pavement cross slope I=2%, Sidewalk I=4%.

177. Section at the bridge end is designed according to scale of category III plain as follows:

(i) Road base width: Bn =12,0m.

(ii) Road surface width: Bm = 2x5,5m =11,0m.

(iii) Sidewalk width: Bl = 2x0,5m= 1,00m.

(iv) Pavement cross slope I=2%, Sidewalk I=4%.

178. (Note: Sections at bridge ends are designed runoff from scale of Category III to scale of Category IV.

Figure 10: Road cross-section drawings

179. The super-high slope (Esc) and the extension (W) in each specific curve are defined according to TCVN 4054-05 with a design speed of 60km/h, designed to ensure a reverse front view (Two-way view L=150m).

5. Road base design

180. Design Solutions: the design road bed is mainly in the form of complete embankment, low excavation, particularly the road section from Km11 + 400 - Km13 + 450 that is formed on low terrain affected by hydrological and flood and influence from backwater from the Con river. The

54 designed road foundation integrates the hydrological design frequency of 1% adjusted for climate change to ensure resilience to flooding.

181. Normal road base; Road embankment with compaction K ≥ 0.95, (load-bearing capacity determined by CBR index> 6 ). Particularly, 50cm at the bottom of the road coating for embankment and 30cm for foundation excavated or not excavated or not backfilled to achieve compaction K ≥ 0.98 ( load bearing capacity is determined according to CBR index> 8 ). The road surface extension, after excavation, must be compacted to achieve the required compaction K ≥ 0.98 before constructing the pavement structure layers.

(i) The slope embanked with soil, 1/1.5 is planted grass for protection and erosion prevention on the slope, the grass is planted in apricot shape, creating green and beautiful landscape, easy to take care and maintain. (ii) The slope of the excavated foundation: the geology of slope is soil C3 and soil C4 with the gradient of 1/1.

182. When embankment slope with a natural slope is greater than 20%, it is necessary to excavate bend cutting, a normal width of 1.0m, if filling with gravel, then the step width is not smaller than 2m. When the embankment encounters an unsuitable underlying soil layer (organic, muddy, etc.), it is necessary to immediately remove this unsuitable soil layer and replace it with soil to embank the roadbed and depth of excavation of unsuitable soil layers from 0.30–0.50m.

183. Special roadbed: section from Km12 + 00 - Km13 + 00, high embankment above 6.00m, embankment divided into 2 steps, the height of the high step is 3.00m, the width of the step is 2.0m slope 4% out of the roadbed. At the 2.0m-wide step position, it is designed to grow coconut trees to create a shady landscape, creating a green element for the construction works and for climate resilience. (See appendix - Detailed Design Drawings).

184. At the road locations affected by the water flow, the embankment is reinforced with open facing tiles or enclosed reinforced concrete facing tiles 15Mpa, size (40x40x8) cm, under the compacted macadam bedding with 5cm thickness, cutoff using masonry stone with cement mortar 10Mpa size 50x100cm the gradient of the slope according to the gradient of the designed road base.

185. The construction will use the cut-fill transition along the road to backfill, however, before embankment, it is necessary to conduct experiments to determine the physical and mechanical criteria, to ensure that the technical standards are sufficient to embank the roadbed.

6. Road surface design

186. Road surface design

(i) Design parameters of materials and soil; (ii) Based on vehicle volume calculation data and annual vehicle growth coefficient. (iii) Based on the design process of road coating 22TCN211-06 (reference) (iv) Based on the design process of hard road coating at Decision 3230 / QD-BGTVT, December 14, 2012

(v) Based on the project investment policy.

187. Results of design of pavement structure ; Design of cement concrete pavement 36Mpa;

(i) Main road surface structure • The cement concrete surface layer 36Mpa is 23 cm thick, (fr=4,5 Mpa) • Separation layer with oil paper • Asphalt emulsion H>=5mm thick (TC=1.2kg/m2) • Adhesive asphalt on the layer of macadam reinforced cement 5% (TC=0.8kg/m2) • Macadam foundation reinforced cement 5%, 20 cm thick

(ii) Structure of residential road surface • Cement concrete surface 25 Mpa 20cm thick • Separation layer with oil paper • Adhesive asphalt on the layer of macadam (TC=0.8kg/m2) • Macadam foundation type 1 thickness 15cm 188. Details of the pavement structure are shown in Annex 1 Detailed Drawings

7. Intersection Design and Horizontal Line

189. The intersections are designed to runoff the old road in the form of intersection with self- control with paint lines and signs; traffic island designed in painted island form. The pavement structure at the intersections is similar to the road structure of the main line.

190. Any residential roads that runoff along the same level as the existing road surface (the length of runoff is 20m, or the slope along the designed horizontal road is not more than 4%, the radius of runoff R = (2-5) m depending on each position); structure of residential intersection surface is cement concrete.

H. Bridge Design8

1. Design principles:

191. Design principles: the selection of bridge structures is based on the following principles:

(i) Being suitable with the natural conditions and requirements at the bridge construction site (especially geology, hydraulic and hydrology). (ii) Satisfying the drainage aperture according to the irrigation requirement. (iii) Applying structure suitable with current technology. (iv) Meeting the technical requirements in design and exploitation. (v) Requiring that bridges must ensure the convenience of using local and domestic materials.

8 Detailed Drawing and bridge assessment is presented in Annex three

(vi) Convenient construction, short construction period, little impact on the environment. (vii) Maximum savings of construction costs, easy maintenance.

2. Determination of bridge design:

192. On the road there will be 2 new bridges designed for construction, including:

Table 36: New bridges design No. Bridge /Station Currently Proposed Bridge type / Length Structure Bridge type / Length Remarks Aperture (m) Apertur (m) e 1 Ta Suc Bridge RC T-girder / 10.0 RC T-girder RC plate 2x18.0 New design Km11+565.46 B=6.5m girder (50.15m) (Crossing DƯL/B=12.0 long Stream) m RC plate 17.5 RC plate girder girder / B=6.5m 2 Suoi Xem Bridge RC T-Girder 168.0 RC T- RC I-Girder 6x33.0 New design Km12+736.55 / B=(5-:- Girder DƯL/B=12.0 (212.35m ( Crossing Xem 6.5)m m ) Stream ) long

Source: TRTA Estimates, June 2019.

3. New bridge design:

193. Ta Suc Bridge: plate girder with 2 spans L=18,0m is designed permanently with pre- stressed RC with the following specifications:

(i) Design frequency P= 1%; and taking into account climate change (ii) Design load HL93; Stream without floating trees (iii) Span structure Ln= 2x18m= 36.0m, bridge length 50.15m. (iv) Bridge size: K = 12.0m, bridge surface width B = 11+0.5x2 = 12.0m; (v) Cross section including 12 pre-stressed RC girder installed steel with length L=18m, concrete main girder 40Mpa. (vi) In-situ reinforced concrete U-shape abutment 30Mpa. Bridge abutment is placed on natural stone foundation. (vii) Pillar of a narrow, cylindrical shape made of in-situ reinforced concrete. Pillars are placed on natural stone foundation. (viii) Galvanized steel pipe handrails.

Figure 11: Main drawing of Ta Suc bridge front and cross section of bridge

chÝnh diÖn cÇu § i QL19 t û l Ö 1/300 ®I TT v Ünh t h ¹ n h

50150 7000 50 18000 50 18000 50 7000

45.65 45.65 45.65 LTN 45.65 45.65

1:1 1:1

M1 T1 M2

mÆt c¾t ngang t¹i mè t û l Ö 1/125

12000 500 11000 500

BT nhùa dµy 70mm T í i nhùa dÝnh b¸ m 0.5kg/m2 Lí p phßng n í c d¹ ng phun B¶n mÆt cÇu dµy 150mm 45.65 45.54 2.00% 2.00% 45.54

m=1.5 m=1.5 m=1 m=1

ThÐp neo D32@1m

mÆt c¾t ngang t¹i trô t û l Ö 1/125 12000 500 11000 500 BT nhùa dµy 70mm T í i nhùa dÝnh b¸ m 0.5kg/m2 Lí p phßng n í c d¹ ng phun B¶n mÆt cÇu dµy 150mm

45.54 2.00% 45.65 2.00% 45.54

ThÐp neo D32@1m

194. Suoi Xem Bridge: I-girder with 6 spans L=33,0m is designed permanently with pre- stressed reinforced concrete with the following parameters:

(i) Design frequency P= 1%; and taking into account climate change (ii) Design load HL93; Stream with floating trees. (iii) Span structure Ln= 6x33m= 198.0m, bridge length 212.35m. (iv) Bridge size: K = 12.0m, bridge surface width B = 11+0.5x2 = 12.0m; (v) Cross section including 5 pre stressed reinforced concrete I-girder installed steel with length L=33m, concrete main girder 40Mpa. (vi) In-situ reinforced concrete U-shape Abutment Bridge 30Mpa. Bridge abutment is placed on the bored pile system with diameter D=1.2m, expected length L=8m. (vii) In-situ reinforced concrete pillar of a narrow, cylindrical shape 30Mpa. Pillars are placed on piles with diameter D=1.2m, expected length L=8m. (viii) Galvanized steel pipe handrails.

Figure 12: Main drawing of Suoi Xem bridge front and cross section of bridge

mÆt c¾t ngang t¹i mè t û l Ö 1/125

12000 500 11000 500

BT nhùa dµy 70mm T í i nhùa dÝnh b¸ m 0.5kg/m2 Lí p phßng n í c d¹ ng phun B¶n mÆt cÇu dµy min 200mm B¶n v¸ n khu«n 80mm 47.19 47.11 2% 2% 47.11

5 Cäc khoan nhåi D1.2m Ldk=8.0m

chÝnh diÖn cÇu t û l Ö 1/750 § i QL19 Ph¹ m vi ® êng cong ®øng R6000 ®I TT vÜnh t h¹ nh L toµn cÇu=212350 7000 33000 50 33000 50 33000 50 33000 50 33000 50 33000 7000 50 50

47.09 47.19 47.64 LTN 47.91 LTN 48.00 LTN 47.91 LTN 47.64 47.1947.09

M1 T1 T2 T3 T4 T5 M2

mÆt c¾t ngang t¹i trô t û l Ö 1/125

12000 500 11000 500

BT nhùa dµy 70mm T í i nhùa dÝnh b¸ m 0.5kg/m2 Lí p phßng n í c d¹ ng phun B¶n mÆt cÇu dµy min 200mm B¶n v¸ n khu«n 80mm 47.64 47.56 2% 2% 47.56

5 Cäc khoan nhåi D1.2m Ldk=8.0m

5. Design of longitudinal drainage system:

195. Side ditch: designed according to the forming structure of ditch size 1.20x0.40x0.40m, arranged at the positions of excavated road base, low embankment for longitudinal drainage. The ditch sections have a large vertical slope Id ≥ 4%, reinforced with assembled cement concrete slabs 20Mpa 10cm thick on the macadam layer 5cm thick. At the locations where the houses are arranged, the reinforced concrete slabs of 20Mpa T2 kt (1,4x1,0x0,1) m are placed on the side ditch to facilitate people's passage.

196. Horizontal culvert: at the locations of crossroads, there is a longitudinal drainage system with the design of the construction of horizontal stone culvert B=0.5m.

197. Load-bearing longitudinal ditch: the sections passing through the center of the commune, the residential area designed for Load-bearing longitudinal ditch of reinforced concrete along both sides of the road, aperture B=0.6m.

4. Design of drainage system across the road

198. For old culverts in good condition, aperture ≥ 1,00m, they will be maintained or designed to extend for sufficient design roadbeds, aperture as the old culvert aperture.

199. On the road, there are 3 old culverts, which are now damaged slightly or have insufficient drainage aperture, so they need to be designed to replace topographic drainage, longitudinal ditches and irrigation. Newly designed culverts selected RC pipe culvert or box culvert under actual terrain conditions. Drain aperture is not less than 1m.

(i) For box culvert with aperture B <2m aperture it is designed according to shaping in 86-04X and 86-05X of the Ministry of Transport (MOT), load H30-XB80; drains pipes and culverts are designed with reinforced concrete M 25 0; Parapet, wing walls are constructed concrete M150; Culvert, reinforced with embankment are designed with masonry riprap grade 100. (ii) For pipe culvert D <2m, it is designed according to shaping in 533-01-01: 533-01- 0: of the MOT, load H30-XB80; drains pipes and culverts are designed with M250 reinforced concrete; Parapet, wing walls are constructed concrete M150; Culvert, reinforced with embankment is designed with masonry riprap grade 100. (iii) Particularly for box culvert with aperture B ≥ 2m it is designed according to TEDI with design load of H30-XB80. Culvert body, wing walls are constructed reinforced concrete M300. 200. Design results: The three circular culverts are designed D=1.0m, total length is 65m.

5. Traffic safety design

201. The road safety design inputs in a guide post system, signs, milestones, corrugated sheet ... are designed in accordance with the national standards for road signs - QCVN 41: 2016 / BGTV; includes the following types:

(i) Corrugated iron; Arranged on 2 sides of the road embankment above 4m, at the construction sites on the roadsides and along the two sides of the new road section passing through the deep flooded area with design frequency 1%, including the system of water level measuring column (if yes). (ii) Signboards: Designed according to the provisions of the Road Signs Regulation. Signboards are arranged at the positions of bridges, intersections, large population places…. (iii) Road painting includes: painting to mark lanes along the road; Road painting on the road at intersections; Painted striped lines (road humps) at intersections; the paint line are type of a heat-reflective thermoplastic.

I. Climate Change Resilience – Incremental Design 202. Study and calculation of data on climate change to integrate in design special data are on future rainfall data and hydrological effects of Suoi Xem and hydrological regime of the Con river9, to determine water level elevation corresponds to the selected climate change scenario, calculating the construction design elevation, ensuring stable and long-term stability in the future.

Table 37: Comparison table of hydrological elevation of construction design No. Bridge / station Hmax1 H1%=Htk H1%=Htk Remarks investigate Without With climate 2013 (m) climate change (m) change (m) 1 Ta Suc Bridge, +43.27 +43.27 +44.00 Ta Suc Bridge Km11+565.46 2 Suoi Xem Bridge, +43.53 +43.53 +44.26 Suoi Xem Bridge Km12+736.55 3 Km13+460 +43.63 +43.63 +44.36 Location of Hien Lac Gasoline station Sourse: TRTA estimates results Report, June 2019.

9 See Annex 4

203. Select an appropriate road cross-section to integrate green design solutions, create environmental landscapes and mitigate the impacts of climate change.

Coconut trees Coconut trees planting 10m/plant planting 10m/plant

204. The suitable road surface for the hydrological conditions of the works, ensuring a stable and suitable long-term construction in the future, using local materials. The preliminary design uses a pavement structure made of cement concrete.

IV. COST ESTIMATES

A. Overview

205. In order to ensure that the road subproject can meet the design life cycle and requirements for the operation that includes both management and maintenance. The start of management and maintenance can be done from the time of checking the signed as-built documents and operation management unit who takes over the road.

206. The work items are determined based on the nature of the work and requirements on the method of treating the road surface as well restoring, strengthening, rebuilding and constructing a new road surface, or the plan of using concrete pavement. Cost estimates have been prepared on the basis of investigation, surveys and basic design of proposed works. Field surveys on the road such as inventory helped build detailed cost estimates for the road subproject.

207. Quantity calculations are also carried out based on survey and basic design and drawings of the proposed project. The analysis of unit prices is mainly based on the latest criteria about unit price analysis. The reference is used in price analysis has been cited. Detailed

estimates, BOQ, Price analysis is shown in the summary table of estimates –the detailed breakout of the BoQ are presented in the annexes.

B. Detailed design and approval

208. The preliminary design of the work is carried out based on the survey data, hydrological calculation data, climate change that are selected by the TRTA consultant to use in the design of the works in accordance with selected scale and compliance with the government’s current road design process and ADB criteria.

C. Quantity estimates

209. Table 32 present the summary fo the Bill of Quantities – a detailed BoQ is available in Annex 5. The BoQ is presented for both “without climate” change and future “with climate change” adjusted designs.

Table 38: Summary of BOQ TRTA-8957.VIE: Climate Resilient Infrastructure for Ethnic Minorities Sector Project in Five South Central Region Provinces - (CRIEM)

Design steps: Preliminary Design SUBPROJECT: PR637; FROM VINH QUANG COMMUNE – VINH THANH TOWN

SUMMARY OF QUANTITIES ON THE ROAD SURFACE No. Work items Unit Option 1 Option 2 Quantities Quantities (without (with climate climate change) change) I Technical specifications 1 Total length of the road m 2,365.62 2,365.62 2 Bridge length + Intersection m 262.50 262.50 3 Road length minus bridges and intersections m 2,103.12 2,103.12 4 Designed longitudinal slope m 2,365.62 2,365.62 + 0% = i m 1,400.03 1,400.03 + 0% ≤ i ≤ 4% m 965.59 965.59 5 Design curve Curve 8.00 8.00 + R < 130 Curve + 130 < R < 250 Curve 3.00 3.00 + R ≥ 250 Curve 5.00 5.00 II Road base 1 Road base excavation m³ + Excavation of soil category 3 m³ 146.11 146.11 2 Unsuitable soil excavation m³ + Organic removable (crops excavation) m³ 11,979.37 14,375.25 3 Road area excavation m³ + Cell excavation C3 m³ 309.69 309.69 5 Soil filing the road base m³ + Soil filling K95 (including filling for m³ 198,604.84 215,989.46 compensation, sludge, organic) + Soil compaction K98 m³ 11,255.12 11,255.12 + Digging, compaction K98 m³ 1,156.99 1,156.99 6 Sodding m² 32,688.04 35,956.84 7 Clearance of the plan m² 60,618.10 66,679.91 8 Transport surplus soil in average distance m³ 11,979.37 14,375.25 (01 km Provisional) 9 Transport soil from quarry to site for filling, m³ 209,859.96 227,244.59 in average distance (3 km Provisional) III Weak soil treatment

1 Length of weak soil section that needs to be m treated (no weak soil) IV Road surface - Total of design road surface m 20,686.86 20,686.86 - Area of cement concrete road surface m² 17,799.36 17,799.36 36Mpa - Area of road surface in the scope of bridge m² 2,887.50 2,887.50 construction 1 Structure of main road surface (KC1) m² 17,799.36 17,799.36 a Structure of main road surface m² 17,799.36 17,799.36 - Cement concrete layer 36Mpa thickness m² 17,799.36 17,799.36 23cm - Separation layer of oil paper m² 17,799.36 17,799.36 - Coating emulsion of 1 layer Hmin=5mm thick m² 17,799.36 17,799.36 (TCN=1.2kg/m2) - Coating emulsion of adhesive asphalt over m² 17,799.36 17,799.36 macadam reinforced cement (TCN=0.8kg/m2) - Cement reinforced macadam foundation 5%, m² 17,799.36 17,799.36 thickness 20cm b Longitudinal slot and horizontal slot - Longitudinal slot m 2,103.12 2,103.12 - Shrinking joint (with transmission bar) m 2,617.22 2,617.22 - Expansion joint m 186.94 186.94 c Reinforced steel on top of drain positions Location 3.00 3.00 - Deformed steel bar F=12mm kg 5902.35 5,902.35 - Round steel bar F=8mm kg 74.64 74.64 - Length cutting cement concrete on the road m 48.00 48.00 surface 40 mm deep d Reinforced steel at the corner of cement Slab 792.00 792.00 concrete slab - Deformed steel bar F=12mm kg 13502.02 13,502.02 e Reinforced steel at the position of structural m 16.00 16.00 transfer joints - Round steel bar F=25 mm kg 129.57 129.57 - Cement concrete 36Mpa m3 9.92 9.92 f Wooden formwork for road surface m² 969.38 969.38 (calculated for 1 lane =1/2 road surface) 2 Structure of local crossroad surface m² 1,660.00 1,660.00 - Cement concrete surface layer 25 Mpa m² 1,660.00 1,660.00 thickness 20cm - Separation layer of oil paper m² 1,660.00 1,660.00 - Macadam layer type 1 thickness 15cm m² 1,660.00 1,660.00 - Coating adhesive asphalt emulsion over m² 1,660.00 1,660.00 macadam L1 (TC=0.8kg/m2) - Excavation for compaction K98 thickness m³ 83.00 83.00 50cm

- Filling road base K95 m³ 3,320.00 3,320.00 - Excavation of soil road base category 3 m³ 49.80 49.80 - Formwork for local crossroad surface m² 41.50 41.50 V Drainage works 1 Bridge (see details in the separated summary of quantities) - Ta Suc Bridge each/m - Suoi Xem bridge each/m 2 Culvert (see details in the separated summary of quantities) - RC pipe culvert D=1,0m each/m 3/65.0 3/65.0 in length 3 Drainage ditch 3.1 Trapezium side ditch (RC slab) m 424.00 424.00 3.2 Steps (masonry stone) Location 10.00 10.00 3.3 Irrigation channel B=1.0m m 300.00 300.00 - Excavation of soil category 2 m³ 600.00 600.00 - Soil filling K90 m³ 300.00 300.00 4 Culvert of horizontal lines m 50.00 50.00 VI Works protecting road base 1 Reinforce with tiling cement concrete slabs m² 7,200.00 7,200.00 8cm thick on the slope 2 Plant coconut trees on two sides of the road Plant 200.00 200.00 10m/tree to create landscape on two sides VII Traffic safety 1 Marker posts Post 50.00 50.00 2 Rectangular signboard Board 6.00 6.00 3 Triangular signboards Board 20.00 20.00 4 Circular signboards Board 6.00 6.00 5 Sub-signboards Board 20.00 20.00 6 Milestone Km Column 2.00 2.00 7 H Column Column 21.00 21.00 8 Corrugated sheet, length 3m m 2,000.00 2,000.00 9 Painted road lines (thickness 2mm) m² 1,006.25 1,006.25 10 Painted lines for deceleration (thickness m² 48.00 48.00 5mm) VIII Material yard; Casting structures and Batch plant 1 Area of rented land (Provisional) m² 1,000.00 1,000.00 2 Soil filling, leveling, compacting for being flat m³ 300.00 300.00 30cm 3 Yard for cement concrete structures 15Mpa m³ 15.00 15.00 thickness 10cm (equal to 15% of area) 4 Macadam bedding 10cm m³ 15.00 15.00 IX Demining

1 Area of demining (from talus to each side m² 74,811.82 80,873.63 3m)

210. The calculation of the earthwork quantity is based on the documents and cross-section design with full details - all basic designs are made or based on typical sections showing the uniformity of the roads. The calculation of the drainage system quantity and the horizontal drainage / protection facility is based on the detailed information collected during the survey, design and road inventory. Road work quantity calculation is based on design and drawing.

211. Calculation of the bill of quantities are derieved from from basic design documents and road statistics survey data.

D. Cost estimate

1. Preparation for cost estimates

212. The estiamtion of subproject unit price analysis for each work item is derieved from the Provincial Circular Construction Ministry's Circular No. 06/2016/TT-BXD of March 10, 2016, guiding and managing construction investment expenses.

213. The unit price analysis for each work item includes labor costs, materials and machinery. At this stage, distance calculations are considered average for the road, based on potential material sources. The analysis of unit prices is based on the unit price of April 2019.

2. Cost of materials

214. Material prices: Based on the announcement of material prices No. 25/TB-TC-XD dated April 22, 2019 of the Joint-Finance-Construction Department of Binh Dinh province; market quotes; fuel prices according to prices at the time of estimation;

215. Price of stone materials used for the project: According to the investigation documents, Nhon Hoa stone quarry is eligible to supply for the project. Location, reserves, transportation roads, physical criteria ... stated in material mine records.

216. Soil Quarry: The subproject is to source soil from the soil quarries at Km11 + 350 in Ta Suc industrial zone.

217. Labor costs: Labor wages according to Decision No. 6301/UBND-KTN dated December 31, 2015 on the announcement of labor cost unit in managing construction investment costs in Binh Dinh province.

218. Costs of construction machines: Price list of machine and construction shift equipment was built under the guidance in Circular No. 5180/UBND-KTN dated November

14, 2016 of Binh Dinh People's Committee, with fuel costs according to press release on April 17 / 2019 of Petrolimex

219. Summary of the proposed sub-project total investment estimated costs

Table 39: Summary of total investment costs

Without Climate Change With climate change

No. Cost items Option 1: VND Option 1: US$ Option 2: VND Option 2: US$

Compensation, support and 1 8,931,501,480 8,931,501,480 resettlement 384,150.60 384,150.60 costs (Provisional)

5 Other costs 6,134,557,000 6,224,364,000 263,851.91 267,714.58

6 Contingency costs 16,611,000,000 16,893,000,000 714,451.61 726,580.65

121,218,941,000 5,861,720.41 123,287,020,000 5,954,532.71 TOTAL Plus 1.6%

E. Financing Plan

220. The proposed subproject financing plan is presetned in table 34. ADB will finance the construction and works program along with the construction supervision. The construction supervision costs will also be financed by ADB however this will require a higher cost that is adjusted in the table below where it is assumed to increase from 1.85% of CAPEX to 2.5% of CAPEX.

Table 40: Indicative Financing Plan (USD)

Cost Category Total Cost ADB OCR Counterpart Funded Funded 1 Land acquisition and resettlement 380,064 380,063 costs (Provisional) 2 Construction costs 4,261,952 4,261,952 ¤ (i) Road construction cost 1,543,813 1,543,813

(ii) Bridges construction cost 2,718,138 2,718,138 3 Project management costs 70,112 70,112 4 Cost of construction 195,342 78,846 116,496 investment consultancy (i) Construction supervision 78,846 78,846 Govt rate (1.85% CAPEX))1 (ii) Other consultancy 116,496 116,496 5 Other costs 264,867 264,867 6 Contingency costs (i) 718,814 107,822 610,992 (5% price and 10% physical) Subtotal (from table 33) 5,891,187 4,448,620 1,470,260

Adjustment for ADB contracted Construction Supervision 27,703 27,703 (1) ADB CMS rate (0.025%) $108,865 TOTAL 5,918,880 4,340,798 1,470,260 Share of Financing (%) 100% 75% 25% (i) Final contingency figures will be derived according to ADB cost estimation procedures Source: TRTA estimates, June 2019.

F. Operational and Maintenance Plan

1. Operational management

221. Legally roads when put into use, must be managed, exploited and maintained according to the current Road Traffic Law; Decree 11/2010/ND-CP, dated fFebruary 24, 2010, regulating the protection of road traffic infrastructure; Decree 100/2013 /ND-CP, September 3, 2013 regulates some articles of Decree 11/2010 / ND-CP; Decree No. 10/2013 / ND-CP, dated January 11, 2013 of the Government regulating the management, use and exploitation of road transport infrastructure assets; Decree No. 46/2015/ND-CP dated May 12, 2015 of the Government on

71 quality management and maintenance of construction works; Circular 37/2018 / TT-BGTVT, dated 07/6/2018 of the Ministry of Transport and related legal documents.

222. Circular No.37/2018/TT-BGTVT dated June 7th, 2018 regulations on management, operation and maintenance of road construction works. According to the Circular, road works, when being put into exploitation and use, must be managed, exploited and maintained according to law provisions on quality management and maintenance of construction works and law. on road traffic and provisions in this Circular. Maintenance of road works must comply with the provisions of the maintenance process, technical regulations and standards on road work maintenance announced by competent agencies. The process of management, operation and maintenance of road works is made in accordance with the parts of works and equipment installed in the works, the type of works (roads, bridges, tunnels and ferries, pontoon bridges and other works), construction levels and use purposes. The management, operation and maintenance of road works must ensure the maintenance of the service life.

223. The management, operation and maintenance of road works must ensure the maintenance of the work life, ensuring safe and smooth traffic, safety for people and properties, and safety of works, fire prevention and fighting and environmental protection. The start management and maintenance of road works responsibilities starts from the date of acceptance and handover of the works for the use. This is formally established on the handover of the assets management to a management unit who also retains the responsibilities and obligations under the construction contract guarantee.

Figure 13: Orders and methods for maintenance of road works

224. Road management and operation management requirements are as follows:

(i) Regularly patrolling, conducting inspections to promptly identify defects and violations for works.

(ii) Periodically, emergency inspection and update of demand, road and storm data, flood situation.

Perform traffic counting, data analysis and increase traffic flow, type and form of traffic vehicles.

(iii) Managing corridor and road safety connection.

(iv) Periodical and irregular reports as prescribed

2. Maintenance works

225. Currently, the management and maintenance of road works of Binh Dinh province is implemented according to the Decision No. 02/2018/QD-UBND, dated 17/01/2018. Road maintenance contents include:

(i) Inspection of road works.

(ii) Monitoring road works

(iii) Inspection of road construction is the activity of checking and assessing the quality or cause of failure, value, expiry date and other technical parameters of road works through observation. , experiments combined with calculations, analysis.

(iv) Road maintenance is carried out according to the annual maintenance plan and the approved maintenance process.

(v) Repair of road works are activities to overcome the damage of the works discovered during exploitation and use to ensure the normal and safe work of the road works.

226. Regular maintenance of road works means activities of monitoring, caring for and repairing minor failures, maintaining equipment installed in road works and regularly conducting regular maintenance works to ensure the road in the state of normal exploitation and use and limit the occurrence of road works damage.

227. The design scale of the road is a level IV plain road, the structure of the road surface is cement concrete, so the periodical maintenance items will include the following main tasks:

(i) Road components: . Excavation and repair of small defects of slope . Clear the ditch after a storm . Fill any erosion from the shoulder . Adjust the shoulder to maintain proper crossover

. Remove small materials from landslides . Clean up debris from inside drains and channels Repaint the horizontal line . Patch the pothole surface and break the surface edge . Repair crack surface (ii) Bridge components: . Bridge check Repaint and repair bridge railings . Extend joint maintenance . Clean the expansion joints . Clean the bridge, bridge abutment and abutment surfaces 228. Repair of road works means activities of repairing damage of works discovered during exploitation and use in order to ensure the normal and safe work of road works. Road repair works include periodic repairs and unexpected repairs.

(i) Periodical repair of road works: is a repair activity carried out according to the plan to restore and improve the technical condition of road works, but regular maintenance of works does not meet the following requirements: Repair damaged and replaced parts of works, equipment and damaged technology equipment are periodically implemented in accordance with the process of road maintenance. (ii) The duration of road repair and overhaul is stipulated according to the type of road surface structure and vehicle flow calculation for pavement design (see table 35 below).

Table 41: Expected Pave Life and Rehabilitation Periods Type of pavement Medium repair time Major repair time (year) No. structure (year) 1 cement concrete 8 24 2 Asphalt concrete 4 12 3 Bitumen 3 6 Source: DoT Binh Dinh, April 2019

(iii) Unexpected repair of road works: is a repair activity which must be performed abnormally when the construction of works or works is damaged due to unexpected impacts such as storms, floods, earthquakes, bumps and fires or other unexpected natural disaster impacts or manifestations may cause sudden damage, affecting the road function.

G. Operation and Maintenance Costs 1. Management and routine maintenance estimated costs:

Direct expenses for management and regular maintenance for 1km of PR637, Vinh Thanh district, Binh Dinh province are: 18.815.872 VND/ year. The subproject has 2.23km (net of bridge length) for an annual cost of 41,959,395 VND (A).

229. Direct expenses for management and regular maintenance for a bridge with a length of less than 300m and over 25m are: 11.460.703 VND / year with two bridges this equates to 22,921,406 VND (B).

230. Total cost of management and regular maintenance for the 2,4 km section of road PR637, Vinh Thanh district, Binh Dinh province is: (A) + (B) = 64,880,800VND/ year.

2. Periodic maintenance estimated costs

231. Estimates of the expected periodic maintenance costs are:

(i) The total construction cost of cement concrete pavement structure is 15,706,403,764 VND. (ii) The cost for overhaul of pavement structure after 25 years is: 15.706.403.764 VND x 34, 2% =5.371.590.087 VND. (iii) The cost of repairing the road surface structure after 8 years is: 15.706.403.764 VND x 4, 1% =643.962.554 VND.

Table 42: Periodic repair costs for the route (Annex IV at Circular 37/2018 / BGTVT, June 7, 2018) Percentage of repair cost compared Time period in years Road surface to the cost of road construction structure Medium Major Medium repair Major repair repair repair Cement concrete 8 24 4.1% 34.2% Total (VND) 643.962.554 5.371.590.087 Total (USD) 27,403 228,578 Source TRTA Estimates, June 2019

V. PROCUREMENT

A. Contract Packaging

232. The procurement packaging will use a single works contract with an estimated value of $4,234,249 including contingency of $107,822. The package will be bid using National Open Compettive bidding using a twpo envelope system – see the Procurment plan for details. It is expectred that the contract would be awarded prior to Decemebr 2021 enabling the works contractor to mobilize for the 2022 and 2023 construction season.

VI. IMPLEMENTATION ARRANGEMENTS

A. Execution and Implementation Agencies

233. After the completion of the construction, the PR637 will be handed over to the Binh Dinh Department of Transportation to operate and maintain in accordance with the MoT's circular No. 10/2010/TT-BGTVT dated 19/4/2010 on Road Management and Maintenance.

B. Implementation procedures 234. The Binh Dinh Department of Transportation will be responsible to directly manage the road, including the following tasks:

(i) Ordering or organizing bidding for selection of the road management and maintenance implementation contractor. (ii) Assessment and approval routine maintenance plan and estimated costs. (iii) To direct the management and maintenance implementation contractor in preparing maintenance procedure of the road and approval it. (iv) Establishment organization, assessment and approval cost estimate to periodic maintenance with total investment less than 500 million VND. (v) Establishment organization, submitting for assessment and approval economic- technical report or project investment report to the periodic maintenance, that its total investment is more than 500 million VND. (vi) Bidding organization to the contractor selection to implementation of periodic maintenance works that their total investment is more than 500 million VND. (vii) Organization of periodic, irregular checks and assessment of deterioration condition and degradation of the road.

235. The selected contractor will be responsible for implementation of management and maintenance the road under the management, supervision and combination of the Department of Transportation, including the following works:

(i) Prepare maintenance procedure of the road to submit DOT for approval. (ii) Planning and maintenance cost estimate of the road to submit DOT for approval. (iii) Regularly, periodically and irregularly check to the road. (iv) Directly implements management and routine maintenance to the road. (v) Preparation and management of the road maintenance document under inspection, direction of the Department of Transportation.

236. After maintenance plan and estimated costs of the road is approved by DOT, the road maintenance will be conducted regularly, periodically and irregularly.

237. Routine maintenance or periodic maintenance with total investment fund of under VND500.000.000 of the road will be carried out by the management and maintenance implemented contractor under the inspection and supervision of DOT through the Road Repairing Management Unit belong to the DOT. The acceptance will be carried out by a monthly or quarterly basis between the Road Repairing Management Unit under the DOT and the management and maintenance implemented contractor.

238. For the periodical repair work with total investment fund of over VND500.000.000, the Road Repairing Management Unit under the DOT shall prepare and submit the economic- technical reports or investment project reports to the higher management level for assessment and approval, then organize the bids and sign the procurement contract for implementation.

239. Responsibility of the provincial authorities to manage and maintain the road is specifically defined as follows: The Department of Finance, Planning and Investment and Government Treasury of Binh Dinh province will be responsible to coordinate with the Department of Transportation in the assessment of the plan, arrangement of the annual planning of fund allocation and disbursement for operation and maintenance fees as governed by current regulations.

Construction schedules

240. The construction is scheduled from 2022 with detailed design and safeguard approvals in the first quarter 2022 followed by site clearance. Contract award is expecfted to be in Q3 2022 enabling preliminary work prior to the 2023 construction season. The works program is scheduled for two calender years being completed in Q4 2024.

VII. SOCIAL IMPACTS

A. Long term benefits to households

241. The household survey asked respondents to indicate what they thought the benefits of the proposed road improvements might be to them and to their community. Most think that the main benefits to them will be directly related to transport, that is, improved travel convenience (92% of HH) and a reduced risk of being involved in road accidents (75%). Comparatively few felt that they would benefit from lower freight costs (29%) or reduced travel times for them (23%). Table 23 disaggregates the responses on perceived household and community benefits by residence, economic status, ethnicity and gender.

242. The various sections of the community are generally in agreement on the benefits of the development to them. Typically, they feel that the biggest benefit would be more convenient travel, followed by reduced risk of traffic accidents. EM respondents are more likely to believe they would benefit from reduced freight costs but, unlike others, don’t see any environmental, educational, or land value benefits to them. Residents of Vinh Quang are more likely than their neighbours to believe that the development will increase the value of their land, possibly because their land is close to the bridges where flooding is most frequent.

1. Perceived benefits to the community

243. Those participating in the focus group discussions felt that the whole community will benefit from the upgraded road if it free from flooding. Though they may not directly benefit themselves, the survey participants believe that the greatest benefits to the community from the road improvements will be a reduction in transport costs generally, and increased local economic development. Relatively few believe that the communities will gain improved access to markets or have an increase in transport services.

244. There are mixed views between different groups on whether the road improvement will result in economic improvements in the community Residents of Vinh Quang are noticeably more optimistic that there will be opportunities for new jobs, and yet are they are less optimistic than their neighbours that the improved road will stimulate local economic development.

245. On the whole, local people appear to be realistic about the benefits that will flow from the proposed improvements to Route 637, seeing it as reducing the current inconvenience of periodic road closures, reducing the risk of road accidents, cutting down on the cost of transport, and, by eliminating a significant insecurity to the movement of freight and people, remove a barrier to local economic development.

2. Benefits to women

246. Nearly 90% of females in the area use Route 637, mainly for marketing agricultural products, purchasing household goods and services, and accessing health and other social services. Women and girls see benefit directly from the road upgrading by making these activities safer and more efficient. For example, those who walk to and from Vinh Thanh primary school will have formed sidewalks and safer stream crossings in the wet season. Women believe that they will also have increased access to local paid employment in industries and services that will have a more secure operating environment and able to grow.

247. Ethnic minority people will benefit in similar ways, especially in the production and movement of primary products, including acacia, sugarcane and cassava from their fields and production areas near Dinh Binh reservoir (in Vinh Hao commune) and other communes to processors located near Vinh Thanh town.

3. Summary of long term benefits

248. Based on discussion with the local government and the beneficiaries in the Vinh Thanh Road Project (VTRP) and the responses to the household survey area, the proposed upgrading of the 2.4km section of Route 637 immediately to the south of Vinh Thanh town will make a positive contribution to the economic and social wellbeing of the people and

enterprises of the district and beyond. In the longer term these economic and social benefits include

(i) More secure and efficient freight and passenger transport in the district that will be ongoing despite the effects of climate change, with an associated increase in business confidence. (ii) More reliable local exchange and movement of agricultural products, and an associated increase in trade and its profitability. EM households could particularly benefit; (iii) An increase in local job opportunities, particularly in primary production and local processing, the latter being of particular benefit to women; (iv) Improved and more secure access to social, educational, and medical services (especially in emergencies in the rainy season), and social interaction between families and communities; (v) Reduction in anxiety and social separation caused by extended road closures and road flooding, and reduction in of risk-taking behaviour; (vi) Improved road user convenience, with decreased travel time and costs, regardless of trip purpose; (vii) improved road safety through the elimination of an accident “hot spot”, and subsequent reduction in the personal and social costs of accident-related injuries, and (viii) possibly, improved drainage of seasonal flood waters from the Xem stream and an associated reduction in flood-related property and crop damage.

B. Short term benefits

249. Participants in several focus group discussions expressed a desire to get employment on the construction and that local participation should be part of it. The expectations seem to be for day work, noting that that daily pay rate for a senior male worker is 250,000 to 270,000 VND, for a more junior person 220,000 per day. They also expect that female day workers would be paid 20,000 VND per day less than males. Those in Dinh Truong Hamlet felt that they should be able to get work because the project was in their immediate neighbourhood and they are in need of work since land for cultivation is in short supply.

Table 43: Expected benefits of the road upgrading to households and the community Economic Residence Ethnicity Head of HH All status HH Vĩnh Vĩnh Not Poor EM Kinh Male Female Benefits to households Quang Thanh poor More convenient N 110 41 69 73 37 20 90 81 29 traveling % 91.7% 82.0% 98.6% 89.0% 97.4% 100.0% 90.0% 89.0% 100.0% Reduced risk of traffic N 90 40 50 57 33 14 76 69 21 accidents % 75.0% 80.0% 71.4% 69.5% 86.8% 70.0% 76.0% 75.8% 72.4% Cleaner and less N 44 19 25 34 10 0 44 32 12 dusty environment % 36.7% 38.0% 35.7% 41.5% 26.3% 0.0% 44.0% 35.2% 41.4% Reduced cost of N 35 11 24 24 11 15 20 25 10 freight % 29.2% 22.0% 34.3% 29.3% 28.9% 75.0% 20.0% 27.5% 34.5% Time saving N 28 4 24 16 12 5 23 20 8 % 23.3% 8.0% 34.3% 19.5% 31.6% 25.0% 23.0% 22.0% 27.6% Improved access to N 17 5 12 12 5 5 12 14 3 public transport % 14.2% 10.0% 17.1% 14.6% 13.2% 25.0% 12.0% 15.4% 10.3% Increase in value of N 14 11 3 11 3 0 14 11 3 land % 11.7% 22.0% 4.3% 13.4% 7.9% 0.0% 14.0% 12.1% 10.3% Improved education N 6 3 3 4 2 0 6 4 2 results % 5.0% 6.0% 4.3% 4.9% 5.3% 0.0% 6.0% 4.4% 6.9% Benefits to the community Local economic N 93 25 68 59 34 20 73 68 25 development % 77.5% 50.0% 97.1% 72.0% 89.5% 100.0% 73.0% 74.7% 86.2% Reduced transport N 81 32 49 50 31 14 67 56 25 cost % 67.5% 64.0% 70.0% 61.0% 81.6% 70.0% 67.0% 61.5% 86.2% Opportunities for new N 30 21 9 24 6 0 30 25 5 jobs % 25.0% 42.0% 12.9% 29.3% 15.8% 0.0% 30.0% 27.5% 17.2% Increased N 15 6 9 12 3 7 8 14 1 transportation % services 12.5% 12.0% 12.9% 14.6% 7.9% 35.0% 8.0% 15.4% 3.4% Improved access to N 14 7 7 13 1 0 14 12 2 markets % 11.7% 14.0% 10.0% 15.9% 2.6% 0.0% 14.0% 13.2% 6.9% Source: TRTA Social Impact Survey

250. During the construction local businesses could benefit economically from spending by contractors and construction workers, especially if they reside in the immediate district over the period of the construction. As noted elsewhere there also potential for disruption to businesses including shops and the fuel station located on the left side of Route 637 on the southern boundary of Vinh Thanh town.

251. Other businesses could benefit from the project construction if the contracting arrangements specifically include opportunities for local providers, such as materials suppliers, transport and plant operators, tradespersons, and accommodation providers. The total workforce for the project is not known, nor is the number of day labourers and trades persons that might be required from the local labour force.

C. Adverse impacts 252. As with the potential benefits, local people were asked their views about the potential negative impacts of the project. These views were sought in both stakeholder and community consultations and in the household survey.

253. The survey findings, show that the most common concerns local people have are about the effects of the construction on the physical living environment. For example, 75% are concerned about dust in the environment and 68% are concerned about the noise of construction activities. All sections of the population (as noted on table 24) rate these as the most likely negative impacts.

254. Less common is a concern about potential social ills and conflict arising from having outside construction workers present in the district. Depending on the combination of skills required for the construction, the potential for social problems and conflict with outside construction workers could be avoided by maximising the employment of people who already live in the district, as hoped for by local communities.

255. Perceived longer-term negative impacts among the survey respondents include increased risk of traffic accidents (35% of respondents) and loss of land and assets on the land (31%). Others also note that they expect damage to nearby assets from construction activities (17%) – problems which might persist if they are not resolved prior to or at the time of the construction. Those living in Vinh Quang are very concerned about construction dust and are the most concerned about loss of land and property to the project. As a participant in a focus group said

“Local households will be required to provide their land in order to make the road higher . . “my family and my house will be affected and some of my acacia and eucalyptus trees but it is okay because I think about the community, and I agree that the project should be implemented. However, the state should pay compensation and the level of compensation should be appropriate. ” (Dinh Binh focus group participant). 256. Other participants in this meeting noted the following:

(i) there will be only minor loss of productive land, most of which belongs to the commune; (ii) there could be a negative economic impact on retail businesses during the construction due to restricted operating hours and physical access; (iii) there will be temporary inconveniences and delays to road users during the construction. (iv) there could be road accidents during the construction and people will need to be warned using signage;

257. Among ethnic minority households there is really only one expected negative impact, that is, social problems associated with incoming workers. Female heads of households appear to be the most concerned about potential construction noise (82% of females), are more concerned than male heads of households about potential increase in risk of traffic accidents, and are less concerned about potential social problems with workers. Poor households are also more concerned about construction noise than others.

Table 44: Expected negative impacts of the road upgrading

Economic Residence Ethnicity HH head status All Vĩnh Vĩnh not poor not EM EM male female HH Quang Thanh poor Increased dust N 90 40 50 61 29 89 1 66 24 % 75.0% 80.0% 71.4% 74.4% 76.3% 89.0% 5.0% 72.5% 82.8% Noise from road N 82 33 49 53 29 82 0 58 24 and % construction 68.3% 66.0% 70.0% 64.6% 76.3% 82.0% 0.0% 63.7% 82.8% Increased risks N 42 0 42 28 14 42 0 29 13 of traffic % accidents 35.0% 0.0% 60.0% 34.1% 36.8% 42.0% 0.0% 31.9% 44.8% Loss of land and N 37 32 5 23 14 36 1 29 8 property % 30.8% 64.0% 7.1% 28.0% 36.8% 36.0% 5.0% 31.9% 27.6% Social problems N 22 10 12 18 4 16 6 19 3 from workers % 18.3% 20.0% 17.1% 22.0% 10.5% 16.0% 30.0% 20.9% 10.3% Construction N 20 6 14 16 4 20 0 14 6 damage to % assets 16.7% 12.0% 20.0% 19.5% 10.5% 20.0% 0.0% 15.4% 20.7% Total cases 120 50 70 82 38 100 20 91 29 Source: TRTA Social Impact Survey

D. Overall attitudes to the project

258. As well as confirming that they approved of the project or not, respondents to the survey were asked to express their opinion about aspects of the project implementation Table 45 presents the “agree” responses to a series of propositions for each of the project target subgroups. This shows that there is clear agreement across the various groups that the project be implemented as soon as possible, that it be implemented on schedule (once it’s known), that the contractor should actively minimise the number of negatively affected households, and that the contractor should have compensation and pay rates that comply with government policy. It seems that it is less important for people that the contractor actively manage the environmental and social impacts or provide support to vulnerable households.

Table 45: Attitudes to the project Economic Residence status Ethnicity Household head Vĩnh Vĩnh not poor Kinh EM male female The project/contractor All HH Quang Thanh poor should… . Implement the N project as soon as 114 48 66 77 37 97 17 85 29 possible % 95.0% 96.0% 94.3% 93.9% 97.4% 97.0% 85.0% 93.4% 100.0% be implemented N on schedule 79 42 37 51 28 59 20 63 16

% 65.8% 84.0% 52.9% 62.2% 73.7% 59.0% 100.0% 69.2% 55.2% minimize the N number of 78 38 40 51 27 58 20 58 20 negatively affected % households 65.0% 76.0% 57.1% 62.2% 71.1% 58.0% 100.0% 63.7% 69.0% have N compensation & 62 13 49 44 18 42 20 48 14 pay rates consistent with % govt.policy 51.7% 26.0% 70.0% 53.7% 47.4% 42.0% 100.0% 52.7% 48.3% manage N construction 27 3 24 19 8 22 5 19 8 impacts on people & environment % 22.5% 6.0% 34.3% 23.2% 21.1% 22.0% 25.0% 20.9% 27.6% support vulnerable N households 26 8 18 20 6 21 5 19 7

% 21.7% 16.0% 25.7% 24.4% 15.8% 21.0% 25.0% 20.9% 24.1%

Source: TRTA Social Impact Survey

259. The EM respondents were of the view that the project should be implemented on schedule, that the number of negatively affected households should be minimised and that compensation rates comply with government policy. Female-headed households were very strong on seeing the project implemented as soon as possible. Residents of Vinh Quang were more strongly in support of having the project implemented on schedule than the residents of Vinh Thanh town. Those living closest to the project construction site are very keen to see the potential impacts on them being well managed. This can be seen in the clear statistical correlation between being resident in Vinh Quang and the two attitudes of wanting compensation payments to be consistent with government policy, and wanting the contractor to manage the construction social and environmental impacts (Spearman correlations respectively 0.43, 0.33, p<0.01).

E. Involvement in the project

260. PSA survey participants were asked if they were willing to participate in the road upgrade construction and maintenance. The majority (71%) said that they were willing to do paid road maintenance work and paid work on the construction (63%), but almost no one said they were willing to do unpaid road maintenance work or to pay for the use of the upgraded road. Residents of Vinh Quang, poor HH, Kinh HH, and female headed HH expressed greater willingness to be involved in working on the road project than those in the town, non-poor HH, EM HH, and male headed HH.

F. Impacts issues and management

261. The survey and discussions with local people and local government representatives show that local people and communities are clearly in favour of the proposed upgrade to Route 637, and recognise the potential practical and economic value of increasing the resilience of the transport infrastructure for the district. In the discussions, local people also expressed concerns about the project and its implementation. These concerns are focused on (i) the quality of the completed road (ii) the implementation progress, and (iii) the management of impacts.

262. Those consulted suggested that to ensure the quality and sustainability of the road, and to avoid negative impacts on the community and the environment, local communities need be involved in project monitoring at all stages, including in the road upgrade design. For this involvement to happen, dissemination of project information by the local government and the contractor is paramount. This should cover the schedules and physical plans for the construction including proposed times and dates of road closures and openings so that road users from the district and beyond can plan ahead to delays and additional costs .

263. Details of proposed on–site and through-site traffic, stock, and pedestrian management and safety (especially of children travelling to and from the primary school) need to be made available widely, along with proposed emergency and environmental management plans (including for dust, emissions, noise, and water). The community also needs to be made aware early on about the contractors plans for workforce recruitment and accommodation, with the latter subject to community and official scrutiny.

264. In order for local communities to benefit from the construction, there needs to be information dissemination and planning around employment opportunities for women, especially EM women, employment for people who loose assets to the road construction, and opportunities for local businesses and suppliers to be involved.

265. Avoidance of negative health impacts should be boosted by promoting awareness among local people about construction dangers, road safety, human trafficking, and sexual health care and HIV/AIDS prevention.

VIII. RESETTLEMENT AND ETHNIC MINORITY DEVELOPMETN PLAN (REMDP)

A. Replacement cost

266. A rapid replacement cost assessment has been undertaken via consultation with local authorities and local people to determine compensation unit price issued by the PPC and the results indicate that the current prices for houses and structures and crops/ trees issued by Binh Binh provincial People's Committee for compensation are acceptable.

267. The compensation prices for lands and non-land assets will be updated at time of resettlement implementation based on results of replacement cost survey conducted by independent agency. For the REMDP, the unit price for compensation used the issued unit price. The estimated market price of land, structure and crops are presented in tables below based on the latest declared values however these need to be updated prior to detailed design to reflect current market values. The unit prices will be be updated during REMDP implementation process.

Table 46: Replacement cost for land Unit price Proposed regulated No. Items Unit Location replacement by PPC cost (VND) (VND)10 1 Residential land VND/m2 Vinh Thanh 630,000 630,000 2 Annual crop land VND/m2 district 24,000 24,000

10 Decision No: 34/2014/QD-UBND dated 22/12/2014

Table 47: Replacement cost for structures Unit price Proposed regulated No. Items Unit replacement by PPC cost (VND) 11(VND) Vinh Thanh I district 1 Storehouse VND/m2 300,000 300,000 2 Brick fence VND/m2 215,000 215,000 3 Gate foundation VND/m2 969,000 969,000 4 Iron gate VND/m2 800,000 800,000 5 Mesh fence b40 VND/m2 35,000 35,000 6 Concrete yard VND/m2 213,000 213,000 7 Iron roof VND/m2 273,000 273,000 8 Animal shed VND/m2 150,000 150,000 9 Structure of art VND/m2 570,000 570,000

Table 48: Replacement cost for tree/crop Unit price Proposed regulated No. Type of trees Unit replacement by PPC12 cost (VND) (VND) 1 Papaya VND/tree 80,000 80,000 2 Banana VND/tree 25,000 25,000 3 Cashew VND/tree 320,000 320,000 4 Custard-apple VND/tree 200,000 200,000 5 Mango VND/tree 450,000 450,000 6 Eucalyptus VND/tree 130,000 130,000 7 Acacia VND/tree 61,000 61,000 Stream VND/tree 8 280,000 280,000 Barringtonia 9 Chinese Banyan VND/tree 120,000 120,000 10 Neem VND/tree 100,000 100,000 11 Panama berry VND/tree 32,000 32,000 12 Elephant grass VND/m2 12,000 12,000 13 Corn VND/m2 3,700 3,700

B. Budget for resettlement:

268. The estimated cost in accordance with the unit prices above, including compensation for land and asset on land, allowance, costs for administration and contingency is VND 7,604,419,350 equivalent to USD 326,230 (see Table 18). EM action plan will be

11 Decision No: 54/2017/QD-UBND dated 21/9/2017 12 Decision No: 21/2017/QD-UBND dated 19/5/2017

implemented in combination with gender action plan and current agriculture extention program of communes, so it is no need arrangement of budget for EM activities.

269. The resettlement budget is funded by Binh Binh PPC, using the provincial budget and will be allocated sufficiently and on time based on the subproject resettlement implementation schedule.

Table 49: Cost estimate for compensation

Rates Amount No Type of cost Unit Quantity (VND) (VND) A. Compensation and assistance cost =A1+A2 6,913,108,500 A1 Compensation cost (1-3) 4,835,402,500 1 Compensation for land 1,063,172,000 1.1 Residential land m2 451 630,000 284,130,000 1.2 Agricultural land m2 29,961 22,000 659,142,000 1.3 Public land m2 5,450 22,000 119,900,000 2 Compensation for structure m2 3,248,763,000 2.1 Storehouse m2 58 1,228,000 71,224,000 2.2 Brick fence m2 163 393,000 64,059,000 2.3 Gate foundation m2 10 3,780,000 37,800,000 2.4 Iron gate m2 38 552,000 20,976,000 2.5 Mesh fence b40 m2 200 70,000 14,000,000 2.6 Concrete yard m2 238 138,000 32,844,000 2.7 Iron roof m2 148 260,000 38,480,000 2.8 Animal shed m2 10 552,000 5,520,000 2.9 Structure of art m2 30 6,000,000 180,000,000 2.1 Electric poles 0.4kV Pole 21 1,349,000 28,329,000 2.11 Electric wire 0.4kV m 1,050 192,700 202,335,000 18,197,00 2.12 Electric poles 35kV Pole 20 363,940,000 0 2.13 Electric wire 35kV m 2,000 436,051 872,102,000 2.14 HDPE water pipe m 2,360 548,900 1,295,404,000 2.15 Zinc water pipe type m 300 72,500 21,750,000 Compensation for crops and 3 523,467,500 trees 3.1 Elephant grass m2 26,175 12,000 314,100,000 3.2 Corn m2 11,095 3,700 41,051,500 3.3 Papaya Tree 21 80,000 1,680,000 3.4 Banana Tree 135 25,000 3,375,000 3.5 Cashew Tree 5 320,000 1,600,000 3.6 Custard apple Tree 2 200,000 400,000

3.7 Mango Tree 6 450,000 2,700,000 3.8 Eucalyptus Tree 885 130,000 115,050,000 3.9 Acacia Tree 655 61,000 39,955,000 3.1 Stream Barringtonia Tree 8 280,000 2,240,000 3.11 Chinese Banyan, Tree 6 120,000 720,000 3.12 Neem Tree 5 100,000 500,000 3.13 Panama berry Tree 3 32,000 96,000 A2 Assistances cost (1-3) 2,077,706,000 Job change and creation m2 1 29,961 66,000 1,977,426,000 assistances Assistances for life 2 44,280,000 stabilization Loss from 10% to 30% of total perso 2.1 41 1,080,000 44,280,000 agricultural land n Special allowance for social 3 and economically vulnerable 56,000,000 households poor HHs who loss 10% or 3.1 HH 6 5,000,000 30,000,000 more their land poor HHs who loss less than 3.2 HH 10 2,000,000 20,000,000 10% their land 3.3 HHs with headed by women HH 3 2,000,000 6,000,000 B Provision cost (10%xA) 691,310,850 C Total (A+B) in VND 7,604,419,350 Total in USD (rate 23,310 per USD) 326,230

C. Institutional arrangement 1. Provincial level

270. The Binh Dinh Provincial People’s Committee with the role of Executing Agency, is responsible for implementation of resettlement activities within its administrative jurisdiction. The main responsibilities of PPC include:

(i) Endorse the REMDP and the updated REMDP prepared for the Project and submit to ADB for concurrence; (ii) Approve the unit rates which are detailed in the replacement cost survey report as proposed by the qualified appraiser to enable the Compensation, Assistance and Resettlement Board of Vinh Thanh district in finalizing the compensation plans; (iii) To timely provide the budget for compensation, support and resettlement; (iv) To directly supervise provincial relevant departments to implement effectively the REMDP. (v) To authorize the Vinh Thanh district People’s Committees to approve compensation, assistance and resettlement plans;

(vi) To direct the relevant agencies to settle APs’ complaints, grievances related to compensation, assistance and resettlement according to their law-prescribed competence; (vii) To direct the relevant agencies to examine and handle the violations in the compensation, assistance and resettlement (viii) Supervising project implementation and settle complaints and concerns at the provincial level.

271. The Ethnic Minority Committee of Binh Dinh province will direct Ethnic Minority Department of Vinh Thanh districts and supervise on implementation of ethnic minority action plan.

272. Professional Project Management Unit of Construction Investment Works for Agriculture Rural Development of Binh Dinh Province has been assigned responsibility for the project. The PPMU will also be responsible for:

(i) Participate in preparation and implementation of the REMDP and the updated REMDP; and monitor REMDP implementation of subprojects; (ii) To guide CARB of Vinh Thanh district to implement all resettlement activities in compliance with the approved REMDP; and handle with any mistakes or shortcomings identified by internal monitoring to ensure that the objectives of the REMDP are met. (iii) To coordinate with CARB of Vinh Thanh district and its CPCs, conduct information campaigns and stakeholder consultation in accordance with established project guidelines; (iv) To coordinate with relevant agencies to ensure timely: providing compensation, support and rehabilitation measures, and handle with complaints or grievances of APs; (v) To conduct internal resettlement monitoring, establish and maintain resettlement and grievance databases in accordance with procedures and requirements in approved REMDP and providing regular reports to Binh Dinh PPC and ADB; (vi) Implementing prompt corrective actions in response to internal monitoring

2. District level

273. The Peoples’ Committees of the Vinh Thanh district undertakes comprehensive management on compensation, assistance and resettlement. The DPC is responsible to the Binh Dinh PPC to report on progress, and the result of land acquisition. They will direct its CPC on implementation tasks for the REMDP and will resolve complaints and grievances of affected persons. The Vinh Thanh DPC’s primary task are:

(i) To approve the schedule and monitoring the progress of land acquisition and resettlement implementation in compliance with REMDP; (ii) To establish a District Compensation, Assistance and Resettlement Board (CARB) and direct them and relevant district departments to appraise and implement the detailed compensation, assistance and resettlement; (iii) To approve and take responsibility on the legal basis, and accuracy of the detailed compensation, assistance and resettlement plans in the local area; To approve

cost estimates on implementation of compensation, assistance and resettlement work; (iv) To take responsibility for issuing and adjusting LURC, certificate on land owning right of HHs and individuals who have land, house recovered, in accordance with authorization; (v) To direct Communal People’s Committees and relevant organizations on implementation of various resettlement activities; (vi) To review and confirm the REMDP approved by PPC and ADB; (vii) To resolve complaints and grievances of APs in district level.

274. Ethnic Minority Department of Vinh Thanh districts in combination with PPMU and CARB of Vinh Thanh district and other agencies is responsible to carry out:

(i) All mitigation measures to reduce potential negative impacts of the subproject on ethnic minority people; (ii) Programs of information propagation and technical assistance to the ethnic minority community; (iii) Information propagation of HIV/AIDS, women trafficking; Information dissemination on social evils and propaganda on indigenous cultural values and preservation of the values (iv) District Compensation, Assistance and Resettlement Board (CARB). (v) Members of the CARB in Vinh Thanh district include the chairman/deputy chairman of the DPC (to be the head of the CARB), representative of Environmental and Natural Resource Division, Division of Ethnic Minority; Division of Finance, Division of Agriculture and Rural Development, chairman of CPC, affected households, members of farmer union and women union. The main role of the CARB includes: (vi) To organize, plan and carry out compensation, assistance and resettlement activities; (vii) To conduct DMS, consultation and information dissemination activities, design and implement income restoration program, coordinate with various stakeholders; (viii) To prepare compensation detail plan and submit to DPC for approval. (ix) Implement compensation, assistance and resettlement alternative; to take responsibility for legal basis applied in compensation, assistance and resettlement policy following approved REMDP; (x) To assist in the identification and allocation of land for relocated HHs; (xi) To lead and coordinate with the CPC in the timely delivery of compensation payment and other entitlements to AHs; and (xii) To assist in the resolution of grievances.

3. Commune level

275. The CPC of Vinh Quang commune and Vinh Thanh town will assist the CRAB in their resettlement tasks. Specifically, the CPC will be responsible for the following:

(i) In cooperation with district level and with commune level local mass organizations, mobilize people who will be acquired to implement the compensation, assistance and settlement policy according to approved REMDP;

(ii) Cooperate with CARB and working groups to disclose project information and resettlement policy; notify and publicize all resettlement options on compensation, assistance and resettlement which are approved by DPC; (iii) Assign commune officials to assist the CARB in implementation of resettlement activities; (iv) Identify replacement land for affected households; (v) Actively participate in all resettlement activities. (vi) Sign the Agreement Compensation Forms along with the affected households; (vii) Assist in the resolution of grievances and comments. All sheets of compensation price application must be checked and signed by the DPs to prove their consensus.

D. Implementation Schedule

276. The implementation schedule for resettlement activities for the subproject is presented in Table 50 including (i) activities that have been completed to prepare the REMDP; (ii) resettlement implementation activities and, (iii) internal monitoring activities.

Table 50: Initial Schedule of Resettlement and compensation activities Activities Time Approval and disclosure of final draft REMDP Endorse final draft REMDP by PPC and ADB 9/2019 Disclose the endorsed REMDP in ADB website and disclose locally to 10/2019 APs and communes Implementation of the approved REMDP Detailed engineering and demarcation of land to be acquired Quarter I/2020 Conduct public consultation meeting with APs Quarter I/2020 Conduct DMS and prepare the draft compensation plans (replacement Quarter I/2020 cost survey if required) Consult APs on the draft compensation plan Quarter II/2020 Update the REMDP based on results of DMS (if required) Quarter II/2020 Submit compensation plan to DPC for review and approval Quarter III/2020 Disclose approved compensation plan to Aps Quarter III/2020 Conduct all payments of compensation and allowances Quarter III/2020 Conduct site clearance Quarter IV/2020 Carry out construction Quarter Ii/2021 Monitoring Conducting monthly monitoring on the implementation of REMDP Quarter III/2020 Preparation of semi-annual monitoring report to submit CPMU and Quarter III/2020 ADB

IX. GENDER ACTION PLAN

277. This section focuses on analysis of the gender related data from the baseline PSA survey carried out at the Vinh Quang – Vinh Thanh PR637 subproject site in June & July 2019. The survey sample consisted of representatives of 120 local households with 67 men and 53 women, including 29 female heads of households, and 6 members of an ethnic minority. The survey also collected baseline social and economic data about all members of the household.

A. Household division of labour and responsibility 1. Income generation

278. According to the survey respondents, most (87%) consider that females and males are both responsible for generating income for the household. This is reflected in the percentages of household incomes attributed to males and females: in male-headed households the HHH provides approximately 56% of the income, and the spouse 39%. In female headed households the HHH provides 62% (though the level is income is typically lower).

B. Production activities

277. The project communities are essentially involved in agriculture as a whole household activity. Females and males are both typically involved in harvesting crops, cultivation, weeding, and plantation work. Females tend to be responsible for harvest processing, animal husbandry, and small business/retailing. Males are primarily responsible for heavy labour jobs such as land preparation and maintenance, forest harvesting, and doing wage/day labour (table 26).

278. There are no significant gender differences in who carries out the work on common tasks such as such as crop cultivation, weeding, and harvesting. Females tend to do the post harvest processing work while males do the plantation forest work, where relevant. The details of the various production activities in the surveyed households are as follows:

Table 51: Gender and production

% of survey respondents Production activities N Done Done Done by more by more by both males females equally Land work (land preparation, ploughing etc) 101 14.9 10.9 74.3 Cultivation (rice, crops) 104 4.8 10.6 84.6 Weeding 102 2.0 16.7 81.4 Harvest 95 2.1 13.7 84.2 Processing 33 6.1 66.7 27.3 Husbandry 91 13.2 18.7 68.1 Tree plantation management 14 21.4 7.1 71.4 Forest exploitation (NFTP) 11 0 9.1 90.9 Workers/hired labor 20 45.0 5.0 50.0 Small business/selling 10 0 50.0 50.0 Conducting business far away 2 50.0 0 50.0 Source: PSA survey, Vinh Thanh, June-July 2019

C. Reproductive activities

279. Reproductive activities cover the work of taking care of the wellbeing and needs of family members. Table 52 shows that females are almost exclusively responsible for cooking and for cleaning the home, and tend to be more involved than males in childcare and education. While both males and females fetch water as required, this work tends more to be done by males.

Table 52: Gender and reproductive activities

N % of survey respondents Activities Done more by Done more Done by both Males by Females equally Caring for & teaching children 90 1.1 6.7 92.2 Cleaning house 110 0.9 55.5 43.6 Cooking/housework 111 1.8 64.0 34.2 Fetching water 71 5.6 7.0 87.3

D. Social and community maintenance

280. Participating in the life of the community is important for building social capita/solidarity and social wellbeing which, in small communities, is essential for development and even for survival. In the surveyed communities there minor gender differences, with males participating more than females in hamlet/quarter meetings, commune meetings, and production training, while women are more likely to participate in socio-political organizations (such as the Women’s Union), Of the 53 female survey respondents, 70% say they participate in the Women’s Union, 38% participate in the Farmers’ Union, just under a quarter participate in the Elders Union.

Table 53: Gender and community & social maintenance

N % of survey respondents Community activities Done Done more Done by more by by females both equally males Participating in hamlet/quarter meetings 112 37.5 22.3 40.2 Participating in commune meeting 111 32.4 22.5 45.0 Participating in production training 112 26.8 20.5 52.7 Participating in social-economic organizations 113 20.4 14.2 65.5 Source: PSA survey, Vinh Thanh, June-July 2019

E. Decision making

281. With respect to decision-making within households in the project area, almost all the key decisions are taken equally by the woman and the man together. The only exception is

decisions about a large expenditure item: while in over three quarters of households the decision will be made equally, and about 15% of households the decision is more likely to be taken by men.

Table 54: Gender and decision making

N % of survey respondents Done more Done more Done by Decisions about by males by females both equally Big expenditure in family 114 14.9 7.9 77.2 Having children, gender/number of children 97 0 1.0 99.0 Education and career for their children 101 0 4.0 96.0 Investment and production activities 99 5.1 5.1 89.9 Selling their products and livestock 101 4.0 5.9 90.1 Source: PSA survey, Vinh Thanh, June-July 2019

F. Gender Action Plan

282. A Gender Action Plan (GAP) is provided for this subproject to address concerns of women and to improve their social and economic status in their communities. For details, see below. Note that the proposed project directly addresses the major concerns of both males and females with respect to the road construction and operation.

Table 55: Gender Action Plan, Vinh Quang - Vinh Thanh Section PR637

Project Component Gender Actions proposed Civil works Community consultation should aim to achieve at least 50% female Output 1: participation during the final stage of subproject planning/design and Improvement implementation. of road Choice of timing and location must be suitable for female participants. network The costs of participation by community members, including women, should connectivity be covered by the project. Particular attention in consultations to be given to addressing hours of work on the site, dust and noise management, and other potential effects on women and children during project construction. For mobilization of local labor during the subproject construction, there should equal opportunity for female participants who should be paid equally for equal work. Employment opportunities for women should favor female heads of households and residents of Vinh Quang. No child labor is to be used. For the operation and maintenance of the upgraded section of Route 637 that involves local residents, at least 50% of those engaged should be females provided that is is a guaranteed paid input and they are paid equally to males for equal work. The contractors will supply written summaries of meetings on gender to community monitoring committees and to the PPMU gender focal point monitoring staff. Traffic The safety of children and pedestrians should be of the highest priority during safety both the construction and the long-term operation of the upgraded Route 637. The subproject must include traffic safety provisions as an integral part of the detailed engineering design including a final review of alignment to ensure the maximum safe space is retained at the site of the school, to ensure adequate space for pedestrian access to the school that is well marked and protected from vehicular intrusion The project site should include best practice safety and traffic management, including video monitoring, and active enforcement for breaches. In addition to the installation and upkeep of within pavement speed control, sidewalks, bridge safety rails, and pedestrian crossings, speed limits and warning signs and other appropriate safety measures should be put in place in the vicinity of schools, health centres, and built-up residential areas. The contractor should provide for hi-visibility vests for school children travelling to and from school during the construction period as part of a traffic safety awareness campaign that is delivered to children, women and stakeholders living along the road alignment. Any public information materials relating to the construction will include gender-sensitivity and be appropriate for all sections of the community, including people of low literacy, and be designed in collaboration with local people. PMU and public/social-economic organizations will promulgate adopted traffic safety measures throughout communes/hamlets, schools, and the transport industry to raise awareness of traffic safety during construction and operation. HIV/AIDS Before the commencement of the project, there will be a campaign of prevention HIV/AIDS education and awareness for project construction workers and the

and human residential community. The priority should be on reaching girls, women and trafficking EM groups in EM areas; A campaign on raising awareness of human trafficking will be conducted for the local people at the commencement of construction. Community coordinators will participate in information dissemination and interaction with the local community at the locality. At least 30% community coordinators will be EM people and 30% will be females. Output 4: Gender mainstreaming training for executing agencies at national level, Strengthened provincial level and local level (PPMU and other stakeholders) through input FNEP subregional contracted withint he Loan implementation consultant team. investment The contractors will attend the meetings on gender PMU and PPMU will be planning and responsible for monitoring and reporting the performance indicators of GAP. development Local people should be involved in the monitoring, Including women and EM management people. Monitoring should include female participation, training and occupation targets, the HIV/AIDS and human trafficking prevention campaigns, and safety targets and responses. The project will provide adequate funding for the implementation of the subproject GAP, and the budget will be regularly reviewed against performance targets.

1. Implementation mechanism for GAP

283. The PPMU will nominate a focal point for gender issues, - currently this position is acknowledged but needs to be formalized as a role. The PPMU will alos include a social and gender expert within the loan implementation consultant team that will work across all subprojects in the Province and who will support the PPMU and local contractors to implement the GAP.

284. The PPMU as project Implementing Agency (IA) will be responsible for supervising the implementation of the GAPs. Implementing Units will work closely with the relevant provincial, district and commune agencies to implement the GAP.

285. The implementation arrangements and estimated costs of the GAP are incorporated in the overall arrangements and total budget of the project. The project budget provides allocation for capacity building and participation with specific targets set for female beneficiaries. The PPMUs will provide information about progress of GAP implementation in quarterly progress reports submitted to ADB and the province.

2. Estimated costs for training and capacity building for the GAP

Table 56: Performance and estimated costs for GAP PERFOMANCE / COSTS Unit Number Amount Total TRAINING AT COMMUNE LEVEL ON VND SUBPROJECT One training course on traffic safety Allowances for trainees: 07 participants in person 7 100,000 700,000 each commune including: 2 member of WU, 2 primary and secondary school teachers; 1 leadership staff at commune level; 1 commune health center staff; 1 person under youth union.

Travelling costs person 7 100,000 700,000 50 posters (paper size A0) on traffic safety Poster 50 100,000 5,000,000 (30 copies for commune and hamlets; 10 copies for school x2 schools) Break time (costs for tea, water, fruit …) session/ 14 20,000 280,000 person Guideline materials and stationery person 7 30,000 210,000

Total cost for 1-day training course for 6,890,000 trainees in 1 commune Total 02 commune/town 13,780,000 Allowances for teachers from provincial day 3 1,500,000 4,500,000 traffic safety committee (1 lecture day, 1 day for material preparation, 1 day for report written)

One training day on HIV/AIDS prevention (TOT training course) Allowances for trainees’ meals person 7 100,000 700,000 Travelling costs person 7 100,000 700,000 50 posters (paper size A0) on traffic safety Poster 50 100,000 5,000,000 (30 copies for communes and hamlets; 10 copies for each school x 2 schools) Break time (costs for tea, water, fruit …) session/ 14 20,000 280,000 person Guideline materials and stationery person 7 30,000 210,000

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Total costs for 1-day training course for 6,890,000 trainees in 1 commune Totally 2 communes 13,780,000 Allowances for teachers from provincial day 3 1,500,000 4,500,000 center of HIV/AIDS prevention ((1 lecture day, 1 day for material preparation, 1 day for report written)

Accommodation for teachers night 2 300,000 600,000 Stationary for teachers person 1 20,000 20,000 Rental car day 3 1,000,000 3,000,000 Renting convention hall day 1 1,500,000 1,500,000 Total 1-day training courses on HIV/AIDS 23,400,000 prevention One training day on human trafficking (TOT training course) Allowances for meals for trainees person 7 100,000 700,000 Costs for travelling person 7 100,000 700,000 50 posters (paper size A0) on traffic safety Posters 50 100,000 5,000,000 (30 copies for communes and hamlets; 10 copies for each school x2) Break time (costs for tea, water, fruit …) session/perso 14 20,000 280,000 n Guideline material and stationery Person 7 30,000 210,000

Total costs for 1-day training course for 6,890,000 trainees in 1 commune Total costs for trainees in 2 communes 13,780,000 Allowances for teachers from Provincial day 3 1,500,000 4,500,000 Women Union (1 lecture day, 1 day for material preparation, 1 day for report written)

Accommodation for trainer night 2 300,000 600,000 Stationary for teachers Person 1 20,000 20,000 Rental car day 3 1,000,000 3,000,000 Renting conventional hall day 1 1,500,000 1,500,000 Total 1-day training courses on human 23,400,000 trafficking Total (I) 70,200,000 COMMUNITY TRAINING Allowances for hamlet coordinators (1 male Person/day 36 50,000 1,800,000 and 1 female in each hamlet) x 6 hamlets x 3 days (1 day for traffic safety, 1 day for HIV/AIDS prevention and 1 day for human trafficking prevention)

Guideline material and stationary Person/day 36 30,000 1,080,000

Break time (cost for tea, water, fruit …) session/perso 72 20,000 1,440,000 n Allowances for teachers (1 teacher of one Person/day 6 500,000 3,000,000 topic and 1 lecture day, 1 day for material preparation) Renting commune convention hall day 3 500,000 1,500,000 Stationary for teachers person 3 200,000 600,000 Total training courses in 1 commune 9,420,000 Total (II) for 2 commune/town 18,840,000 INFORMATION DISSEMNIATION Allowances for 2 hamlet coordinators x 6 Person/month 72 200,000 14,400,000

hamlets/2 communes/town x 6 months Allowances for primary school teachers to time 24 100,000 2,400,000 disseminate information on traffic safety in school for 6 months (once/ week) Allowances for high school teachers to time 24 100,000 2,400,000 disseminate information on traffic safety in school for 6 months (once/ week)

Photo, stationary, materials for HHs in 8 hamlet 6 300,000 1,800,000 hamlets Speakers month 6 200,000 1,200,000 Total Information dissemination in 1 22,200,000 commune Total (III) for 02 communes 44,400,000

Total (I + II + III) 133,440,000

Contingency and management costs (10%) 13,344,000

GRAND TOTAL (VND) 146,784,000

Total USD $6,326

Note these amounts exclude the costs of expertise provided through the Loan Implementation Consultant Contract

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X. ENVIRONMENTAL SAFEGUARDS

286. An Initial Environmental Examination (IEE) has been prepared. The IEE has confirmed the subproject cateogirsation as Catgegory B. The IEE provides the following Environmetnal Management Plan to be implemented and monitored during the Project implementation.

A. ENVIRONMENTAL MANAGEMENT PLAN 1. Introduction

287. An environmental management plan (EMP) has been prepared for Project. The EMP integrates the results of the IEE into a formal plan for the implementing agency and Contractor to prevent or minimize potential environmental impacts. The EMP addresses the results of the public consultations on the Project that were convened as part of the IEE. The EMP consists of an Impacts Mitigation Plan, a Monitoring Plan and institutional responsibilities for the EMP.

288. The objectives of the environmental management plan are to address environmental protection issues that arise before, during and after the project, including the following:

(i) Develop a management plan for the implementation of environmental mitigation measures throughout the project as approved by the PPMU. (ii) Describe the role and responsibilities of relevant organizations in environmental and social management. (iii) During detailed design, identify any changes to the project concept which may have environmental consequences and update the IEE. (iv) Ensure that all necessary environmental approvals have been obtained. (v) Provide regular measurement of environmental quality during project implementation, to detect negative impacts on the environment and to propose measures to prevent and reduce environmental pollution according to the current regulations in Viet Nam. (vi) Provide a rapid response mechanism for environmental problems and incidents, and manage emergency resolution of environmental incidents (vii) Ensure that the project reaches an acceptable conclusion with no significant residual adverse environmental effects.

2. Institutional Arrangements and Responsibilities

289. The Executing Agency (EA) is the Binh Dinh PPC, who will establish a Professional Project Management Unit (PPMU) as the Implementing Agency (IA). The PPMU will be responsible for carrying out the feasibility studies, detailed design, day-to-day management of sub-project implementation, and for arranging environmental assessment and monitoring and reporting during implementation of review of the subprojects. Each PPMU will include an environmental safeguards officer (ESO) who will be responsible for the preparation and implementation of environmental and social safeguards.

290. Following approval of the loan agreement, the PPMU will appoint a Loan Implementation consultant (LIC) to support subproject implementation in the province. The LIC will include

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an Environment Safeguard Specialist (ESS) who will support the PMU to review and update the IEE/EMP based on the detailed designs, update the bidding documents in respect of environmental requirements and monitor the implementation of the subprojects. A construction supervision consultant (CSC) will be appointed by the PPMU to supervise all provincial subprojects. The CSC will include an environmental specialist to supervise, monitor and report on the implementation of the subproject EMPs by the contractors.

291. A summary of the environmental management responsibilities of the concerned parties during project implementation is provided in Table 43.

Table 57: Environmental Management Responsibilities of Concerned Parties Organization Environmental Management Responsibilities

• Support LIC ESS update IEE & EMP during detailed design and obtain endorsement from PPC • Ensure updated EMP included in tender document with support from LIC • Support CSC & LIC ESS in supervising and enforcing contractors implementation of EMP/CEMP PPMU (ESO) • Review CSC monthly site environmental performance reports • Review LIC quarterly EMP compliance reports • Continue stakeholder consultation as part of GRM • Prepare semi-annual monitoring reports to ADB/DPC and DONRE • Prepare subproject environmental report indicating overall subproject environmental performance and CEMP compliance at completion of construction to ADB/DPC and DONRE • Update IEE & EMP during detailed design • Support PPMU ESO to include updated EMP in tender document • Review and approve contractors CEMP • Provide support to PPMU ESMO and CSC in supervising contractors implementation of CEMP/EMP • Review CSC monthly site environmental performance reports and LIC (ESS) monitoring results • Support PPMU ESO in stakeholder consultation as part of GRM • Prepare quarterly EMP compliance reports to PPMU • Support PPMU ESO in preparing semi-annual monitoring reports for ADB approval and upload to ADB website • Support PPMU ESO prepare subproject environmental report indicating overall subproject environmental performance and CEMP compliance at completion of construction to ADB/DPC and DONRE • Supervise and monitor contractor’s implementation of CEMP/EMP and GRM on daily basis CSC • Request contractor undertake corrective actions in case of noncompliance with CEMP/EMP • Prepare monthly site environmental performance reports to PPMU/LIC on compliance status of CEMP/EMP and monitoring results • Prepare bid including CEMP (based on EMP in tender document) • Appoint environmental officer responsible for environmental management responsibilities of contract Contractor • Implement approved CEMP/EMP • Implement GRM • Implement corrective action as requested by CSC in case of noncompliance with CEMP/EMP

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Organization Environmental Management Responsibilities

• Prepare monthly progress reports on status of CEMP implementation and GRM to CSC and PPMU • Endorse IEE/EPP for each subproject DONRE • Review PPMU semi-annual monitoring reports • Review PPMU subproject environmental report at completion of construction • Review IEE and provide no objection and upload on ADB website • Review semi-annual monitoring reports and upload to ADB website • Undertake periodic monitoring of the EMP implementation and due ADB diligence as part of an overall project review mission. • If required, provide advice to PPMU in carrying out its responsibilities to implement the EMP for the project. • Review PPMU subproject environmental report at completion of construction

3. Impact Mitigation Plan

292. In order to minimize adverse environmental impacts, several measures were proposed during the preparation stage of the Project. Surveys and design activities were conducted to consider alternatives to minimize the Project’s impacts during construction and operation stages. The following principles were adopted in devising the mitigation measures:

(i) Disturbance to the life and transportation of the local people must be minimized. (ii) Proposed measures must be environmentally, socially and economically feasible. (iii) Technical standards and regulations must be complied with. (iv) Construction equipment and methods must be environment-friendly. (v) Monitoring activities must be conducted on a regular basis.

293. This Section identifies mitigation measures for key impacts during the pre-construction construction and operation phases of the project. Given that most of these impacts will occur from civil works and transportation of construction/waste materials, many of the potential negative physical, biological, social and environmental impacts can be mitigated through implementation of standard mitigation measures typically associated with good engineering practice.These include measures to mitigate and manage noise, dust, water pollution, waste and community and occupational health and safety risks, etc. The proposed construction and operation phase mitigation measures are summarized in Table 38.

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Table 58: Mitigation Measures Potential Estim Responsibility Activity Environ Proposed Mitigation ated Superv Implem Component Location Timing Reporti mental Measures Cost13 ised by ented ng Impacts (USD) by Pre-Construction, Detailed Design Phase Confirmation of No required negative resettlement, environm Not applicable NA NA ------relocations, & ental compensation impacts For all No Disclosure, & No Beginni As Initiate Information Disclosure construct margin engagement of communit ng of require PPMU PPMU and Grievance process of IEE ion al community y impacts project d Sites. cost14 IEE report to be approved in 2019. Within No Before As PPMU/ Construction contractor Construc cost of PPMU/ GoV approvals negative constru require Contrac prepares CEMP in line with tion site contra DoNRE impact ction d tor GoV's regulations prior to ctor construction. A disposal site for the construction works of the Confirm GoV project agreed by local approved No authorities. Waste is collected Before As No PMU/D construction negative and treated as prescribed by All sites constru require margin PMU ONRE waste impact Hai Minh waste collection and ction d al cost disposal sites processing limited Company which signed contract with the Contract Client. 1. Ensure EMP is included in contractor tender document, and that tender document specifies that requirements of EMP must be budgeted. Detaile 2. Specify in tender d No document that contractor design Preparation of negative must have experience and Once No the Contractor environm with implementing EMPs, All sites prepar for all margin PPMU LIC E&S ental and provide staff with the ation of tenders al cost Specifications impact necessary experience. tender 3. Specify in tender docum document that Contractor ent must prepare and submit a CEMP based on the EMP to PPMU for approval before commencement of

13 Costs need to be updated during detailed design phase 14 No marginal cost indicates that costs to implement mitigation are to be built into cost estimates of bids of contractors

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Potential Estim Responsibility Activity Environ Proposed Mitigation ated Superv Implem Component Location Timing Reporti mental Measures Cost13 ised by ented ng Impacts (USD) by construction work. The CEMP shall include separate plans as follows: a) Erosion and Sedimentation Control Plan, b) Construction Camp Management Plan, c) Air pollution, dust and noise management plan, d) Waste Management Plan, e) Hazardous Materials Management, Plan, f) Traffic Management Plan, g) Community Health and Safety Plan, h) Occupational Health and Safety Plan i) Emergency Response Plan j) Air quality monitoring plan k) Water quality monitoring plan l) Cultural resources protection plan, m) Environmental training plan Prevent Before or constru 5,000 PPMU/ Contrac Prepare CEMP As specified in 3 a) - m) above All sites Once minimize ction 15 LIC tor impacts begins Prior to construction, Beginni Prevent Contractors to comply with all Obtain & ng No or statutory requirements set out Contrac activate permits All sites of Once margin PPMU minimize by GoV for use of construction tor and licenses constru al cost impacts equipment, and concrete ction batching (if any). No 1. Develop and schedule All sites Initially, Before negative training plan for refresh No Capacity constru environm PPMU/CSC/Contractor to er later margin PPMU LIC development ction ental be able to fully implement if al cost begins impact EMP/CEMP, and to needed

15 It is recommended that cost of preparation of CEMP be included as a BOQ item to ensure sufficient resources are made available for this important document.

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Potential Estim Responsibility Activity Environ Proposed Mitigation ated Superv Implem Component Location Timing Reporti mental Measures Cost13 ised by ented ng Impacts (USD) by manage implementation of mitigation measures by contractors. 2. Create awareness and training plan for contractors (CC) who will implement mitigation measures. Spread of Throug sexually Use local workers as much as hout Worker No Recruitment of All work EA/PP Contrac transmittepossible thereby reducing constru hiring margin workers forces MU tor d disease number of migrant workers ction stages al cost phase Construction Phase 1. Secure approval of CEMP including sub-plans that are completed in pre- Beginni Prevent construction phase PPMU ng No Initiate CEMP & or 2. Pre-mobilization meeting & All sites of Once margin LIC sub- plans minimize with contractors after Contrac constru al cost impacts approval of CEMP to tor ction ensure contractors understand and adhere to CEMP. Beginni 1. Contractor to commit and ng of retain dedicated staff for PPMU civil Implement Prevent project duration to office, work After No Environmental impacts oversee CEMP construct and each margin LIC LIC training plan through implementation ion through event al cost education 2. 2. Implement training and sites constru awareness plan for ction PPMU/CSC/CC. phase 1. Locate worker camps Throug - away from human All hout No LIC/CS Contrac Generatio settlements and water worker constru Monthly margin C tor n of bodies. The camp will be camps ction al cost Domestic located along the road phase wastewat with open spaces, away Waste and er and from business areas of disturbances solid local people. from wastes 2. Ensure adequate housing construction - and waste disposal activities Disturban facilities including pit

ces to the latrines and garbage bins.

local At worker camps, mobile communit toilets will be arranged to ies due to collect domestic workers wastewater. camp 3. A solid waste collection program must be

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Potential Estim Responsibility Activity Environ Proposed Mitigation ated Superv Implem Component Location Timing Reporti mental Measures Cost13 ised by ented ng Impacts (USD) by established and implemented that maintains clean worker camps. 4. Locate separate pit latrines for male and female workers away from worker living and eating areas. 5. A clean-out or infill schedule for pit latrines must be established and implemented to ensure working latrines are available at all times. 6. Worker camps must have adequate drainage. 7. Guns and weapons not allowed in camps. 8. Hazardous waste including waste oil, oily and greasy rags to be separated from non- hazardous waste and stored in separate bins. 9. HIV Aids education should be given to all workers. 10. Camp areas must be restored to original condition after construction completed. - 1. Volume balance of Throug Generatio excavated soil to be All hout No LIC/CS Contrac n of calculated properly so that construct constru Monthly margin C tor constructi the volume of additional ion sites ction al cost on solid backfilled soil is phase wastes minimized. Waste and from the 2. As much as possible disturbances constructi excavated soil should be from on site reused at other construction - construction locations activities Generatio3. Excess/waste spoil n of (uncontaminated) to be waste oil transported and disposed from the at a designated disposal maintena site nce of 4. Spoil must not be vehicles disposed of on sloped and land, or in culturally or constructi ecologically sensitive on plant. areas.

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Potential Estim Responsibility Activity Environ Proposed Mitigation ated Superv Implem Component Location Timing Reporti mental Measures Cost13 ised by ented ng Impacts (USD) by 5. A record of type, estimated volume, and source of disposed spoil must be recorded. 6. Suspected contaminated soil must be tested, and disposed of in designated sites identified as per Decision No.38/2015/NĐ- CP and Circular No.36/2015/TT-BTNMT. Before treatment or disposal contaminated spoil must be covered with plastic and isolated from all human activity. 7. Trucks carrying construction materials must be covered. 8. All trucks used should have well fitted bodies and not be overloaded so as to avoid soil spillage 9. Temporary storage areas on the site need to be away from water bodies and households; 10. Stored construction materials should be covered and placed in locations that will not obstruct the site. 11. Management of general solid and liquid waste from construction will follow GoV regulations, and will cover, collection, handling, transport, recycling, and disposal of waste created from construction activities and worker force. 12. Adequate garbage bins to be provided at the construction sites. 13. The placement of washing instruments/vehicles next to water bodies shall be prohibited. 14. Disposal of solid wastes into canals, stream, other watercourses, agricultural

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Potential Estim Responsibility Activity Environ Proposed Mitigation ated Superv Implem Component Location Timing Reporti mental Measures Cost13 ised by ented ng Impacts (USD) by fields and public areas shall be prohibited; 15. Burning of construction and domestic wastes shall be prohibited 16. A schedule of solid and liquid waste pickup and disposal must be established and followed that ensures construction sites are as clean as possible. 17. Solid waste should be separated and recyclables sold to buyers in community. 18. Hazardous Waste Collection, storage, transport, and disposal of hazardous waste such as used oils, gasoline, paint, and other toxics must follow Circular no 36/2015/TT-BTNMT on management of hazardous waste. 19. Wastes should be separated (e.g., hydrocarbons, batteries, paints, organic solvents) 20. Wastes must be stored above ground in closed, well labelled, ventilated plastic bins in good condition well away from construction activity areas, all surface water, water supplies, and cultural and ecological sensitive receptors. 21. All spills must be cleaned up completely with all contaminated soil removed and handled in accordance with the Hazardous Waste Management Plan. 22. Maintain daily records on use of hazardous substance and waste generation

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Potential Estim Responsibility Activity Environ Proposed Mitigation ated Superv Implem Component Location Timing Reporti mental Measures Cost13 ised by ented ng Impacts (USD) by 23. Excavation activities must be scheduled to avoid rainy to reduce suspended maters in runoff water entering the surrounding water bodies.

1. On hot and dry days, regular watering on the - Dust site transportation routes from the and on the construction excavatio site as needed to reduce n, ground dust especially in leveling populated areas. Impacts 2. Cover or keep moist all caused stockpiles of construction by dust aggregates, and all and truckloads of aggregates. emission 3. Minimize time that gases excavations and exposed from soil are left open/exposed. material Backfill immediately after transport work completed. ation 4. As much as possible vehicles restrict working time Impacts All No between 17:00 and 7:00 Fulltim LIC and Contrac Air pollution from dust construct Monthly margin especially for activities e CSC tor and ion sites al cost such as pile driving. gases  Maintain equipment in emitted proper working order from  Replace constructi unnecessarily noisy on vehicles and machines machinery. and  Vehicles and equipmen machinery to be t turned off when not in Noise, use. vibrant  Construct temporary from noise barriers around constructi excessively noisy on activity areas where machines possible especially and tools. where located close to sensitive receptors.

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Potential Estim Responsibility Activity Environ Proposed Mitigation ated Superv Implem Component Location Timing Reporti mental Measures Cost13 ised by ented ng Impacts (USD) by  Proper fencing, protective barriers should be provided around all construction sites.  Sufficient signage and information disclosure, and site supervisors and night guards should be placed at all sites. Worker and public safety guidelines of GoV should be followed (DoLISA regulations & guidelines).  Speed limits suitable for the size and type of construction vehicles, and current Camps - Impacts traffic patterns should management on be developed, posted, people’s and enforced on all Public Health and roads used by All No LIC & Fulltim Contrac Management workers’ construction vehicles. construct Monthly margin CSC e tor health  Standing water ion sites. al cost Management of - Traffic suitable for disease Road Traffic and labor vector breeding and Assess accidents should be filled in. Vertical and longitudinal drainage culverts will be designed to drainage for the road  Worker education and awareness seminars for construction hazards should be given at beginning of construction phase, and at ideal frequency of monthly in accordance with the Occupational Health and Safety Plan.  Appropriate safety clothing and footwear should be mandatory for all construction workers.

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Potential Estim Responsibility Activity Environ Proposed Mitigation ated Superv Implem Component Location Timing Reporti mental Measures Cost13 ised by ented ng Impacts (USD) by  Adequate medical services must be on site or nearby all construction sites.  Drinking water must be provided at all construction sites.  Sufficient lighting is used during necessary night work.  Report any construction accident or near miss to the PPMU, LIC within 24h. Report serious accidents involving hospitalization or death of workers or residents to DOLISA and ADB within 24h.

1. Earthworks should be conducted during dry periods. Generatio 2. All construction fluids Throug n of LIC/CS such as oils, and fuels All hout No constructi C Contrac Civil works should be stored and construct constru Monthly margin on tor handled well away nearby ion sites ction al cost wastewat ponds and river. phase er 3. No waste of any kind is to be thrown into ponds and rivers.

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Potential Estim Responsibility Activity Environ Proposed Mitigation ated Superv Implem Component Location Timing Reporti mental Measures Cost13 ised by ented ng Impacts (USD) by 4. No washing or repair of machinery near surface waters. 1. Schedule construction vehicle activity during light traffic periods. 2. Create adequate traffic detours, and sufficient signage & warning lights. - Traffic 3. Post speed limits, and and labor create dedicated accidents construction vehicle roads - Impacts or lanes. Management of on 4. Inform community of All No Road Traffic business location of construction Fulltim LIC/CS Contrac construct Monthly margin and Assess activities traffic areas, and provide e C tor ion sites al cost - Impacts them with directions on on how to best co-exist with tourism construction vehicles on activities their roads. of tourists 5. Demarcate additional locations where pedestrians can develop road crossings away from construction areas. 6. 6. Provide construction road and walkway lighting. 1. Provide adequate short- term drainage away from construction sites to prevent ponding and flooding. 2. Install temporary storm drains or ditches for construction sites Design Implement Risks 3. Frequently clear the flow & No Erosion control LIC & Contrac from local at the construction site to All sites constru Monthly margin and sediment CSC tor flooding limit blockage capacity. ction al cost Control – 4. Clean construction phases material at the site, cover materials that are easily dissipated by the wind in so that they are not swept away with the water flow, causing water flow block and flooding at the site 1. Chance finds of valued Implement Damage At the relics and cultural values Cultural to cultural All start , No should be anticipated by LIC & Contrac resources property construct and Monthly margin contractors. Site CSC tor protection plan, or values, ion sites through al cost supervisors should be on and out the watch for finds.

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Potential Estim Responsibility Activity Environ Proposed Mitigation ated Superv Implem Component Location Timing Reporti mental Measures Cost13 ised by ented ng Impacts (USD) by chance 2. Upon a chance find all constru finds work to stop immediately, ction find left untouched, and PPMU notified to determine if find is valuable. Culture section of Binh Dinh Department of Culture, Sports and Tourism (DCST) notified by telephone if valuable. Work at find site will remain stopped until DCST allows work to continue. Operation Phase 1. Arrangement of warning Increase signs, instruction signs at the risks intersection locations. of traffic 2. Limit speed when accidents required. due to Binh Dinh 3. Arrangement of transport Full increased Department of staff for regular time numbers Transportation investigation of the roads of for exceeding- permitted vehicles Operation of the speed cases and non- on the Along the Annuall Vinh Thanh compliance cases of O&M new road road y Road PR637 traffic regulations 1. Sufficient annual O&M Dust, budget must be provided emission, to ensure all equipment noise of stays in good working Binh Dinh Full traffic condition. Department of time vehicles 2. Regular sanitation on the Transportation on the road road 3. Planting trees along the road

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4. Environmental Monitoring Plan

294. An environmental monitoring plan has been defined for the project in accordance with the Government of Viet Nam and ADB requirements. The plan focuses on environmental compliance monitoring and environmental quality monitoring (e.g. air, water, soil, vibration and noise) during pre-construction, construction and operation.

295. Monitoring will include environmental compliance monitoring (to be conducted by the PPMU with support of the CSC. and environmental effects monitoring (to be conducted by the PPMU with support from the CSC, potentially to be sub-contracted to a licensed monitoring entity). Contractors will also be required to conduct frequent noise monitoring around construction sites. Monitoring arrangements defined for this project are described below.

296. Environmental monitoring program is carried out in 2 stages of the Project: construction phase and operational phase:

Table 59: Scope of environmental monitoring during construction phase No. Monitoring items Pre-construction Construction phase Applied standard

I Ambient noise/vibration monitoring 1. Parameter Leq, L50, Lmax Leq, L50, Lmax QCVN 26/2010/BTNMT 2. Frequency 1 location/day, Once Every 3 months 3. Monitoring position Baseline environmental locations should be established at boundary of construction sites, and at sensitive receptors (residential area in Vinh Thanh Town). At a minimum, the monitoring locations shall include: Location 1: Starting point of the road section Location 2: Ta Suc Bridge

II Ambient air monitoring L ti 3 E d i t f th d ti

1. Parameter TSP, CO, NO2, SO2, TSP, CO, NO2, SO2, QCVN 05 :2013/BTNMT, HC, microclimate HC QCVN 06:2009/BTNMT 2. Frequency 1 location/day Every 3 months 3. Monitoring position Baseline environmental locations should be established at boundary of construction sites, and at sensitive receptors (residential area in Vinh Thanh Town). At a minimum, the monitoring locations shall include: Location 1: Starting point of the road section Location 2: Ta Suc Bridge Location 3: End point of the road section III Surface water/wastewater quality monitoring

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1. Parameter pH, temperature, DO, pH, temperature, QCVN 08:2008/BTNMT; TSS, T- N, T-P, DO, TSS, BOD5, QCVN 14:2008/BTNMT; BOD5, COD, oil and COD, DO, oil and QCVN 24:2009/BTNMT grease, Coliform grease, Coliform 2. Frequency 1 location/day Every 3 months 3. Monitoring position At water bodies along the road. At a minimum, the monitoring locations shall include: Ta Suc Bridge, Suoi Xem Bridge

297. Non-compliance with these standards will be highlighted in the monitoring reports. Monitoring results will be submitted by the PMU through the semi-annual environmental monitoring reports.

5. Reporting

298. EMP monitoring and reporting requirements are summarized in Table 46.

Table 60: Regular Reporting Requirements

No. Report Prepared by Submitted to Frequency of Reporting 1 Contractor to the PPMU Once before construction commences Employer and monthly thereafter as part of Monthly Progress Reports on status of CEMP implementation. 2 Construction PPMU Monthly Site Environmental Performance Supervision Reports consultant (CSC) 4 Community PPMU When the community has any complaint Monitoring about the Project safeguards implementation 5 LIC PPMU Quarterly EMP Compliance Reports 6 PPMU ADB/DPC/DONRE Every six-month Semi-annual Monitoring Reports

299. PPMU report on environmental performance/compliance of the Project should be included in the progress report submitted to the CPC before each project implementation support mission and must include sufficient information on: i) preparation and disclosures of environmental safeguards instruments for Projects; ii) incorporation of new Project EMPs in the bidding and contractual documents; iii) monitoring and supervision of EMP implementation by the contractor, the construction supervision engineer, and the PCs; iv) any challenges in safeguard implementation, solutions, and lessons learned.

6. EMP Budget

300. The cost of implementing the EMP is estimated at $10,000.

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7. CONCLUSIONS

301. The IEE report has reviewed the environmental impacts associated with the project and has developed a comprehensive EMP that when properly implemented will reduce the environmental impacts of the project to acceptable levels. The EMP outlines potential environmental impacts, mitigation measures, monitoring responsibilities and institutional requirements to implement the EMP.

302. During the pre-construction phase, the main impact associated with the project will occur from the clearing 3.6ha of production land for the road widening and bridge construction and 451 square meters of residential land. No houses within the RoW will be required to be removed. Pre- construction requirements include payment of land compensation which is addressed in a separate RP for this project.

303. Construction impacts are concentrated along the road and at bridge sites.. The project requires an earthwork of about 239,679m316. Typical construction impacts such as noise, dust, vibration, emissions, reduced water quality, waste generation, traffic impacts and other social impacts are expected. No natural forests, protected areas or any cultural or heritage object are encroached upon by the road widening.

304. All impacts can be mitigated to acceptable standards through implementation of mitigation measures specified in the EMP. Local communities will be encouraged to seek work on the project and a mechanism has been introduced into the EMP to advise the local communities of possible opportunities by a series of planned awareness meetings. During construction the contractor will be responsible for implementing the EMP as per his construction environmental management plan (CEMP) approved by PPMU prior to construction commencing. A construction supervision consultant shall supervise day to day compliance of the contractor to the CEMP, supported by a Loan Implementation Consultant. During the post-construction phase, typical impacts include emissions, noise and road safety. The cost of the EMP is estimated at about US$10,000.

305. Initial community consultation meetings were held by the PPMU with assistance from consultants to discuss the alignment of road and their impacts. Public consultations were held in offices of Vinh Thanh Commune, Vinh Quang Town and Vinh Thanh District from 25-26 April 2019. Consultations were held with participation of authorities while the affected households will be consulted in follow on meetings. The project received strong endorsement from the local authorities.

16 The PR637 FS details K95 road base earth is 198.604 m3; k98 earthworks of 11.255 m3, all other earthworks of 11.435 m3.

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About 3.6ha of land is needed for widening the road. Most of the land is currently crop farming land and production forest land. There are 67 households and CommunalPeople’s Committee lands that will be affected by the construction and operation of the project. A total of 5 institutions and enterprises are affeceted. No resettlement is needed for the construction of the project. The compensation and support policies and mechanisms for the project is addressed in detail in a separate Resettlement Plan. The estiamted Land acquistion and compensation costs are VND 8,931,501,480 billion and USD 384,150.60.

306. The project is classified as high climate risk. A climate risk and vulnerability assessment (CRVA) has been prepared by the CRVA Consultant. The detailed design consultant will be required to apply projected climate data as the basis for the detailed design.

307. The total project cost is estimated at $5,954,532.71 million. Implementation of the project is expected to commence in 2021, construciton will require two construction seaason and the operation of the new road and bridges is expected to commence in 2022.

308. The IEE concludes that the benefits of the proposed project outweigh the potential impacts and that adverse environmental impacts arising from the construction and operation of the rehabilitated road and bridges can be addressed by the EMP and reduced to acceptable levels. Therefore, a full EIA is not necessary.

XI. SUBPROJECT FINANCIAL AND ECONOMIC ASSESMENT

309. The subproject output will be the combination of two improved sections of Provincial Road 637: one section starts in Vinh Son commune and continues for 30 kilometers (km); the other section runs from the edge of Vin Thanh town, the district capital, a location 13.7 km above the junction of PR 637 and National Highway 19, through Vin Quang commune, to a location 11.3 km above the same junction. The total length of PR 637 between Vinh Son and Vinh Quang is 49.8 km. Between the Subproject 30 km and 2.4 km road sections lies a 17.4 km section of PR637 which, running from the end of the 30 km section, skirts the Binh Ghi Reservoir and hydropower station before passing through Vin Thanh town.

310. For processing into wood chips, acacia wood grown in Vinh Thanh district is carried on PR 637 to Ta Suc industrial zone, which is located in Vinh Quang and is accessed through the 2.4 km section. The 30 km section runs through the district’s main cultivation area for acacia. The same forestry product is also grown in the 17.4 km section. But with its scenic view overlooking the reservoir, in the future tourism is likely to replace the activities associated with forestry. From that point in time acacia cultivation is expected to become concentrated in the area around the 30 km section. Owing to poor condition of the road surface along the 30 km section, acacia peeled logs are shipped to Ta Suc in medium-sized trucks, when in other circumstances the logs would move on heavy trucks, which have 2.5-3 times the payload capacity. In this way the cultivators are being denied the transport economies of scale that are often a critical success factor for producers of low-

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valued commodities. Meanwhile, the 2.4 km road section also carries substantial passenger traffic, which means, given the extra trucks required to carry the acacia from the 30 km section to Ta Suc, the existing 2.4 km section traffic capacity is placed under severe strain.

311. In the without-project scenario, with steadily rising traffic based on expected income growth, and no significant investment in additional road capacity, traffic speed on both road sections declines. On the 2.4 km section, busy hours on the roads start earlier and end later in the day, in sign of road users applying a coping strategy in the situation they face. On the 30 km section the acacia traffic is confined to medium-sized trucks. In the with-project scenario, with traffic capacity increased and road surface improved, the 30 km section can support freight vehicles of high load capacity at satisfactory speed up to 2033, when continuing traffic growth would require further increase in road traffic capacity to maintain acceptable level of service and speed. As for the 2.4 km section, its road traffic capacity increased, and bridges rebuilt to higher load bearing limits and traffic capacity, a level of service at free flowing or reasonably free flowing speeds is maintained through to 2043.

312. The Subproject economic assessment was carried out in 2019 constant prices, using the world price numeraire. Investment, administration and maintenance, and benefits were distinguished into tradable and non-tradable components, and a standard conversion factor (SCF) of 0.95 was applied to non-tradable items17; a shadow wage rate factor (SWRF) of 0.95 was assumed for labor cost components.18 Tax and interest are excluded from economic costs and benefits. The assessment period comprises the subproject implementation period plus a 20-year benefit period.

A. Traffic Demand Forecast

313. A forecast of the subproject traffic by vehicle classification was prepared using: (i) the TRTA consultant’s April 2019 traffic counts on road section 2.4, supplemented by information gathered during a June 2019 field trip to the 30 km road section area; and (ii) an assumed 7% per annum annual regional GDP growth rate, together with an income elasticity of transport demand of 0.67.19 In particular, the information from the June 2019 field trip was consulted in deriving the 30 km section without-project forecast traffic. This was done by applying the following estimated traffic share by vehicle classification to the 2.4 km section without-project traffic forecasts: motorcycle 20%; car 10%; small or medium bus 20%; small truck 2%; medium truck 78% applied to the small or medium truck total; heavy bus, heavy truck or truck trailer 0%. For the with-project scenario forecast of the 30 km section traffic, it was assumed, as the only difference vis-a-vis the without-project scenario, that all the medium truck traffic in the without-project scenario becomes consolidated into heavy trucks. A summary of the traffic forecast by WO and W scenarios is shown in Table 61.

17 The SCF of 0.95 was confirmed as current for Viet Nam by reference to VN_e WTO 2017 tariff.pdf and VN_e 2017 WTO trade stat.pdf, downloaded on 7 May 2019 at https://www.wto.org/english/thewto_e/countries_e/vietnam_e.htm 18See linked document to ADB. 2017. GMS Highway Expansion Phase 2 Project: Report and Recommendation of the President at https://www.adb.org/sites/default/files/linked-documents/41682-039-efa.pdf 19 Based on Goodwin, J. Dargay, and M. Hanly. 2004. Elasticities of Road Traffic and Fuel Consumption with Respect to Price and Income: A Review. Transport Reviews, 24:3, pp. 275–292.

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Table 61: Traffic Demand Forecast (Daily Vehicles) AADT Small, Small, Truck Motor- Heavy Heavy Total except ACGR Year Car Medium Medium and cycle Bus Truck AADT motor- (%) Bus Truck Trailer cycle Without Project: Provincial Road 637 2.4 kilometer section 2019 2,056 201 40 22 309 27 1 2,656 600 2023 2,214 231 46 25 355 31 1 2,903 688 3.5 2033 2,507 365 73 40 561 49 2 3,596 1,089 4.7 2043 2,570 577 115 63 887 77 3 4,292 1,722 4.7 Without Project: Provincial Road 637 30 kilometer section 2019 411 20 8 0 247 0 0 687 275 2023 443 23 9 0 284 0 0 759 316 3.5 2033 501 36 15 0 449 0 0 1,001 500 4.7 2043 514 58 23 0 709 0 0 1,304 790 4.7 With Project: Provincial Road 637 2.4 kilometer section 2023 2,214 231 46 25 78 132 1 2,727 512 2033 2,507 365 73 40 123 208 2 3,317 810 4.7 2043 2,570 577 115 63 195 329 3 3,852 1,282 4.7 With Project: Provincial Road 637 30 kilometer section 2023 443 23 9 0 7 101 0 583 140 2033 501 36 15 0 11 159 0 723 221 4.7 2043 514 58 23 0 18 252 0 864 350 4.7 AADT=annual average daily traffic; ACGR=annually compounded growth rate Source: TRTA Consultant

314. Field information from the 30 km section indicates that acacia log carriers spend time awaiting freight load readiness at loading points along the road section. Assuming uniform distribution of the acacia planting and therefore the loading points, this suggests that the average medium truck is making trips of about 15 km in the 30 km section.

B. Costs

315. The subproject costs consist of economic costs of road construction, land acquisition and resettlement, periodic and routine maintenance, and consulting services, and include a 10% physical contingency.

C. Benefits

316. Vehicle operating cost. The effects on vehicle operating cost of traffic demand on road capacity in the WO and W scenarios were quantified using a function relating speed to road traffic volume-to-capacity ratio. The function was estimated using the United States Federal Highway Administration definition of 5 road levels of service (denoted A to F), and calculates traffic speed as a fraction of design maximum speed using the ratio of traffic

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volume to traffic flow capacity per hour (V/C ratio).20 For this purpose, the traffic volume is measured in traffic flow unit (tfu), where a heavy passenger or freight vehicle counts as 2 tfu, a motorcycle 0 tfu and any other type of vehicle 1 tfu. The results are summarized in Table 62. The annual average road traffic speed so obtained for the WO or W scenario is input into a unit VOC estimating tool, which is in use at an international transport department.21

Table 62: Forecast Traffic Volume-Capacity Ratio and Traffic Speed

Year Daily TFUs V/C Ratio LOS Speed in km/hour WO W WO W WO W WO W Provincial Road 637 2.4 kilometer Section 2019 650 n.a. 1.30 n.a. F n.a. 15 n.a. 2023 746 670 1.49 0.22 F A 15 40 2033 1,179 1,060 2.36 0.35 F B 10 37 2043 1,865 1,677 3.73 0.56 F B 10 29 Provincial Road 637 30 kilometer Section 2019 275 n.a. 0.76 n.a. D n.a. 15 n.a. 2023 316 240 0.88 0.48 D B 15 24 2033 500 380 1.39 0.76 F D 10 16 2043 790 601 2.19 1.20 F F 10 10 LOS=level of service; n,a,=not applicable; TFU=traffic flow unit; V/C=volume-to-capacity; W=with-project; WO=without project Source: TRTA consultant

317. For the estimated unit VOC, an economic fuel price was assumed based on an average price of $70 per barrel of crude oil held constant throughout the assessment period. The VOC tool gives unit VOCs by vehicle speed for two basic vehicle types: (i) car or delivery van (small truck), and (ii) heavy truck. Unit VOCs for a more detailed vehicle classification were derived from the basic model by assigning relative weights (i) to the car VOC, for small truck and small bus; and (ii) to the heavy truck VOC, for high-capacity vehicles (i.e., all buses and trucks except the small bus and the delivery van or small truck). An example of estimated unit VOC by vehicle type for the Subproject opening year 2023 is given in Table 63.

Table 63: Sample Vehicle Operating Cost Per Kilometer ($) Itema Car Small Medium Heavy Small Medium Heavy Trailer Bus Bus Bus Truck Truck Truck Truck Weightb 1.00 1.20 0.47 0.98 1.00 0.65 1.00 1.32 WO PR 637 - 2.4 km 0.340 0.408 nil 0.531 0.340 0.352 0.542 0.715 W PR 637 - 2.4 km 0.225 0.270 nil 0.386 0.225 0.256 0.394 0.520 WO PR 637 - 30 km 0.340 0.408 nil nil nil 0.352 nil nil W PR 637 - 30 km 0.293 0.351 nil nil nil 0.308 0.474 nil km=kilometer; PR=Provincial Road; W=with project ; WO=without project

20 United States Federal Highway Administration. 1999. Highway Capacity Manual. 21 Booz Allen Hamilton, Hagler Bailly, and Parsons Brinkerhoff. 1999. California Life-Cycle Benefit/Cost Analysis Model (Cal B/C): Technical Supplement to User’s Guide. http://www.dot.ca.gov/hq/tpp/offices/eab/ benefit_files/ tech_supp.pdf. Table 3-3

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aNil means “no traffic” in the vehicle category; bThe weight for small bus or truck is applied to the car VOC; for other vehicle types the weight is applied to the heavy tuck VOC. Source: TRTA consultant

318. Time cost. Vehicle hours traveled are derived from kilometers traveled and average daily traffic speed. The value of time per person hour traveled (VOT) was estimated by making a distinction between work time and non-work time travel, with non-work counted as 0.25 of work VOT, at an hourly economic rate after applying the SCF and SWRF of $0.33 per car passenger, $0.19 per bus passenger, and $0.77 per truck driver. Table 4 gives as a sample the daily time cost in the with- and without-project scenarios for the subproject opening year 2023 by road section. In addition to vehicle operating cost saving, it is clear from the table that, by consolidating medium truck loads into heavy trucks in the 30 km section, very substantial with-project savings are made in the total daily cost of freight vehicle drivers time, which is reckoned at full work-time rate.

Table 64: Sample Daily Time Cost ($) Item Car Small Medium Heavy Small Medium Heavy Trailer Total Bus Bus Bus Truck Truck Truck Truck Occupancy (persons) 2.3 8 15 18 1 1 1 1 n.a. VOT($/person hour) 0.33 0.19 0.19 0.19 0.77 0.77 0.77 0.77 n.a. Daily time cost ($) WO PR 637 - 2.4 km 68 27 0 33 16 89 9 0 243 W PR 637 - 2.4 km 26 10 0 13 6 9 15 0 77 WO PR 637 - 30 km 284 226 0 0 0 3,486 0 0 3,996 W PR 637 - 30 km 178 141 0 0 0 54 772 0 1,146 km=kilometer; n.a.=not applicable; PR=Provincial Road; VOT=value of time; W=with project ; WO=without project Source: TRTA consultant

319. Carbon dioxide emissions. Assessment of the WO and W scenario traffic carbon dioxide (CO2) emissions was made using the VOC estimating tool (Paragraph 8), which also includes a function relating vehicle fuel consumption in liters to vehicle speed for two basic vehicle types – the car and the heavy truck, and for gasoline and diesel as fuel types. It was assumed that the car operates on gasoline and the bus and truck on diesel. ADB’s guidance mobile combustion CO2 emission factors of 2.70 kilogram per liter for diesel fuel and 2.32 kilogram for gasoline were applied to the fuel consumption output data to estimate the carbon emissions in 22 kilograms. Valuation of the CO2 emissions was made at the ADB estimated social cost of CO2 of $36.3 per ton, escalated at 2% per annum in constant 2016 dollars. The comparative CO2 effects in the WO and W scenario are summarized in Table 65. The small expected annual CO2 saving was not included in the subproject estimated economic returns.

22 ADB. 2016. Guidelines for Estimating GHG Emissions for ADB Projects: Additional guidance for transport projects. Appendix 1.Mobile Combustion Emission Factors.

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Table 65: Annual Vehicle Carbon Dioxide Emissions Item 2023 2028 2033 2038 2043

Without-project CO2 emissions (ton) 1,921 2,415 3,438 4,323 5,437

With-project CO2 emissions (ton) 1,225 1,600 2,264 3,020 3,797

Incremental CO2 emissions (ton) (696) (815) (1,174) (1,304) (1,639) Incremental CO2 emission cost ($) (29,004) (37,532) (59,664) (73,158) (101,575) CO2=carbon dioxide Source: TRTA consultant

320. With insufficient data, it was not possible to make a reasonable estimate of the incremental vehicle CO2 emissions caused by reduced traffic speed, or road users’ coping strategies such as making detours, during project construction.23

D. Assessment Results

321. Project economic viability. The subproject economic internal rate of return (EIRR) is 12.5% and the net present value at the 9% discount rate is $4.59 million, indicating project economic viability. This result incorporates an annual provision for construction-period increase in road user cost (time and vehicle operating cost) at 25 per cent of the opening year (2023) total benefit. Details for the construction period, and for the years 2023,2028,2033,2038 and 2043 appear in Table 66.24

Table 66: Analysis of Subproject Economic Returns ($ million) Year Costs Total Benefits Total Net Benefit Capital Recurrent Cost VOC Time Benefit Stream and Periodic Saved Cost Saved 2019 0.000 0.000 0.000 0.000 0.000 0.000 0.000 2020 4.796 0.000 4.796 (0.094) (0.275) (0.369) (5.165) 2021 5.996 0.000 5.996 (0.094) (0.275) (0.369) (6.364) 2022 1.199 0.000 1.199 (0.094) (0.275) (0.369) (1.568) 2023 0.000 0.056 0.056 0.374 1.101 1.475 1.418 2028 0.000 0.056 0.056 0.445 1.279 1.723 1.667 2033 0.000 0.050 0.050 0.626 2.629 3.256 3.206 2038 0.000 0.050 0.050 0.640 2.614 3.254 3.205 2043 0.000 0.050 0.050 0.655 2.599 3.253 3.204 EIRR 12.5% NPV (9%) 4.59 EIRR=economic internal rate of return; NVP=net present value; VOC=vehicle operating cost Source: TRTA consultant

23 However, something may be gleaned from a sensitivity-type analysis, aimed at answering a question such as the following. Suppose the incremental CO2 amounts to 1.5 times the year 2023 WO carbon emissions for each year of the construction period (2020-2022); how many years of with-project carbon savings would it take to wipe out the deficit? The answer is 10 years. 24 See Supplementary Appendix for the full table

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322. Sensitivity analysis. If benefit is reduced by 20% the EIRR falls to 10.1%; the benefit switching value is -27.8%. With cost increased by 20% the EIRR falls to 10.7%; the cost switching value is 42.7%. If benefit falls by 15% and cost increases by 15% at the same time, the EIRR becomes 9.4%. These sensitivity measures indicate that the subproject economic viability is robust. A table showing the sensitivity analysis results is included in the Supplementary Appendix.

Table 67: PR 637 2.4 km and 30 km Sections Subproject: Calculation of Economic Returns ($ million) Year Costs Total Benefits Total Net Benefit Capital Recurrent and Cost VOC Time Cost Benefit Stream Periodic Saved Saved

2019 0.00 0.00 0.00 0.00 0.00 0.00 0.00 2020 4.80 0.00 4.80 (0.09) (0.28) (0.37) (5.17) 2021 6.00 0.00 6.00 (0.09) (0.28) (0.37) (6.36) 2022 1.20 0.00 1.20 (0.09) (0.28) (0.37) (1.57) 2023 0.00 0.06 0.06 0.37 1.10 1.47 1.42 2024 0.00 0.06 0.06 0.39 1.13 1.52 1.47 2025 0.00 0.06 0.06 0.40 1.17 1.57 1.51 2026 0.00 0.06 0.06 0.41 1.20 1.62 1.56 2027 0.00 0.06 0.06 0.43 1.24 1.67 1.61 2028 0.00 0.06 0.06 0.44 1.28 1.72 1.67 2029 0.00 0.06 0.06 0.48 1.48 1.95 1.90 2030 0.00 0.06 0.06 0.51 1.71 2.22 2.16 2031 0.00 0.80 0.80 0.55 1.97 2.52 1.72 2032 0.00 0.05 0.05 0.58 2.28 2.86 2.81 2033 0.00 0.05 0.05 0.63 2.63 3.26 3.21 2034 0.00 0.05 0.05 0.64 2.61 3.25 3.20 2035 0.00 0.05 0.05 0.65 2.60 3.25 3.20 2036 0.00 0.05 0.05 0.67 2.58 3.25 3.20 2037 0.00 0.05 0.05 0.68 2.57 3.25 3.20 2038 0.00 0.05 0.05 0.70 2.55 3.25 3.20 2039 0.00 0.05 0.05 0.73 2.67 3.40 3.35 2040 0.00 0.05 0.05 0.76 2.79 3.55 3.50 2041 0.00 0.05 0.05 0.79 2.92 3.71 3.66 2042 0.00 0.05 0.05 0.82 3.06 3.88 3.83 2043 0.00 0.05 0.05 0.85 3.20 4.05 4.00 EIRR 12.5% NPV 4.59 EIRR=economic internal rate of return; km=kilometer NPV=net present value discounting at 9%; PR=Provincial Road; VOC=vehicle operating cost Source: TRTA consultant

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Table 68: Sensitivity Analysis Indicators

Switching Case EIRR (%) Value (%)

Base case 12.5% Not applicable Benefit reduced by 20% -27.8% 10.1% Cost increased by 20% 42.7% 10.7% Benefit reduced by 15% and cost increased by 15% 9.4% Not applicable EIRR=economic internal rate of return Source: TRTA consultant

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APPENDIX 1: INVESTIGATION DOCUMENTS

Available on request includes – Alignment and topographic survey data and drawings File 1. BDTDKm11-13_tke_in sua

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APPENDIX 2 – BILL OF QUANTITIES OF ROAD SURFACE (BOQ)

SUBPROJECT: PR637; FROM VINH QUANG COMMUNE – VINH THANH TOWN Option 1 Option 2 Quantities Quantities No. Items Unit (without (with climate climate change) change) I Technical specifications 1 Total length of the road m 2,365.62 2,365.62 2 Bridge length + Intersection m 262.50 262.50 3 Road length minus bridges and intersections m 2,103.12 2,103.12 4 Designed longitudinal slope m 2,365.62 2,365.62 + 0% = i m 1,400.03 1,400.03 + 0% ≤ i ≤ 4% m 965.59 965.59 5 Design curve curve 8.00 8.00 + R < 130 curve + 130 < R < 250 curve 3.00 3.00 + R ≥ 250 curve 5.00 5.00 II Road base 1 Road base excavation m³ + Excavation of soil category 3 m³ 146.11 146.11 2 Unsuitable soil excavation m³ + Organic removable (crops excavation) m³ 11,979.37 14,375.25 3 Road area excavation m³ + Cell excavation C3 m³ 309.69 309.69 5 Soil filing the road base m³ + Soil filling K95 (including filling for m³ compensation, sludge, organic) 198,604.84 215,989.46 + Soil compaction K98 m³ 11,255.12 11,255.12 + Digging, compaction K98 m³ 1,156.99 1,156.99 6 Sodding m² 32,688.04 35,956.84 7 Clearance of the plan m² 60,618.10 66,679.91 Transport surplus soil in average distance m³ 8 (01 km Provisional) 11,979.37 14,375.25 Transport soil from quarry to site for filling, m³ 9 in average distance (3 km Provisional) 209,859.96 227,244.59 III Weak soil treatment Length of weak soil section that needs to be 1 treated (no weak soil) m IV Road surface - Total of design road surface m 20,686.86 20,686.86 Area of cement concrete road surface m² - 36Mpa 17,799.36 17,799.36

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Area of road surface in the scope of bridge m² - construction 2,887.50 2,887.50 1 Structure of main road surface (KC1) m² 17,799.36 17,799.36 a Structure of main road surface m² 17,799.36 17,799.36 Cement concrete layer 36Mpa thickness m² - 23cm 17,799.36 17,799.36 - Separation layer of oil paper m² 17,799.36 17,799.36 Coating emulsion of 1 layer Hmin=5mm thick - (TCN=1.2kg/m2) m2 17,799.36 17,799.36 Coating emulsion of adhesive asphalt over macadam reinforced cement - (TCN=0.8kg/m2) m2 17,799.36 17,799.36 Cement reinforced macadam foundation 5%, - thickness 20cm m2 17,799.36 17,799.36 b Longitudinal slot and horizontal slot - Longitudinal slot m 2,103.12 2,103.12 - Shrinking joint (with transmission bar) m 2,617.22 2,617.22 - Expansion joint m 186.94 186.94 c Reinforced steel on top of drain positions location 3.00 3.00 - Deformed steel bar F=12mm kg 5902.35 5,902.35 - Round steel bar F=8mm kg 74.64 74.64 Length cutting cement concrete on the road - surface 40mm deep m 48.00 48.00 Reinforced steel at the corner of cement d concrete slab unit 792.00 792.00 - Deformed steel bar F=12mm kg 13502.02 13,502.02 Reinforced steel at the position of structural e transfer joints m 16.00 16.00 - Round steel bar F=25 mm kg 129.57 129.57 - Cement concrete 36Mpa m³ 9.92 9.92 Wooden formwork for road surface m² f (calculated for 1 lane =1/2 road surface) 969.38 969.38 m² 2 Structure of local crossroad surface 1,660.00 1,660.00 Cement concrete surface layer 25 Mpa m² - thickness 20cm 1,660.00 1,660.00 - Separation layer of oil paper m² 1,660.00 1,660.00 - Macadam layer type 1 thickness 15cm m² 1,660.00 1,660.00 Coating adhesive asphalt emulsion over m² - macadam L1 (TC=0.8kg/m2) 1,660.00 1,660.00 Excavation for compaction K98 thickness m³ - 50cm 83.00 83.00 - Filling road base K95 m³ 3,320.00 3,320.00 - Excavation of soil road base category 3 m³ 49.80 49.80 - Formwork for local crossroad surface m² 41.50 41.50 V Drainage works Bridge (see details in the separated 1 summary of quantities) - Ta Suc Bridge Each/m

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- Suoi Xem bridge each/m Culvert (see details in the separated 2 summary of quantities) each/m - RC pipe culvert D=1,0m in length 3/65.0 3/65.0 3 Drainage ditch 3.1 Trapezium side ditch (RC slab) m 424.00 424.00 3.2 Steps (masonry stone) Location 10.00 10.00 3.3 Irrigation channel B=1.0m m 300.00 300.00 - excavations of soil category 2 m³ 600.00 600.00 - Soil filling K90 m³ 300.00 300.00 4 Culvert of horizontal lines m 50.00 50.00 VI Works protecting road base Reinforce with tiling cement concrete slabs 1 8cm thick on the slope m² 7,200.00 7,200.00 Plant coconut trees on two sides of the road 2 10m/tree to create landscape on two sides Plant 200.00 200.00 VII Traffic safety 1 Marker posts Post 50.00 50.00 2 Rectangular signboard Board 6.00 6.00 3 Triangular signboards Board 20.00 20.00 4 Circular signboards Board 6.00 6.00 5 Sub-signboards Board 20.00 20.00 6 Milestone Km Column 2.00 2.00 7 H Column Column 21.00 21.00 8 Corrugated sheet, length 3m m 2,000.00 2,000.00 9 Painted road lines (thickness 2mm) m² 1,006.25 1,006.25 Painted lines for deceleration (thickness 10 5mm) m² 48.00 48.00 Material yard; Casting structures and VIII Batch plant 1 Area of rented land (Provisional) m2 1,000.00 1,000.00 Soil filling, leveling, compacting for being flat m³ 2 30cm 300.00 300.00 Yard for cement concrete structures 15Mpa m³ 3 thickness 10cm (equal to 15% of area) 15.00 15.00 4 Macadam bedding 10cm m³ 15.00 15.00 IX Demining Area of demining (from talus to each side 1 3m) m² 74,811.82 80,873.63

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APPENDIX 3: TOTAL INVESTMENT

Without Climate Change With climate change

No. Cost items Option 1: Option 1: VND Option 2: VND Option 2: US$ US$

Compensation, support and 1 8,931,501,480 8,931,501,480 resettlement 384,150.60 384,150.60 costs (Provisional)

3 management 1,633,364,000 1,647,624,000 70,252.22 70,865.55 costs Cost of construction 4 4,553,769,000 4,590,529,000 investment 195,861.03 197,442.11 consultancy

5 Other costs 6,134,557,000 6,224,364,000 263,851.91 267,714.58

6 Contingency costs 16,611,000,000 16,893,000,000 714,451.61 726,580.65

121,218,941,000 123,287,020,000 TOTAL 5,861,720.41 5,954,532.71 Plus 1.6%

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OPTION 1: TOTAL INVESTMENT COST WITHOUT CLIMATE CHANGE

No WORK ITEMS CALCULATION AMOUNT (VND) AMOUNT (USD)

I COSTRUCTION COSTS 98,420,808,000 4,233,153

1 Road construction costs 35,158,185,065 1,512,180 Detailed cost 1.1 Road base 12,968,217,324 estimates Detailed cost 1.2 Road surface 15,706,403,764 estimates Detailed cost 1.3 Drainage works 946,119,491 estimates Detailed cost 1.4 Protection works for road base 3,576,059,798 estimates Detailed cost 1.5 Traffic safety 1,910,179,248 estimates Detailed cost 1.6 Material and structure yards 51,205,440 estimates 2 Bridges construction costs 63,262,623,000 2,720,973 Detailed cost 2.1 Tà Súc bridge Km11+566.01 15,133,260,000 estimates Detailed cost 2.2 Suối Xem bridge Km12+736.55 48,129,363,000 estimates PROJECT MANAGEMENT II 1.826% 1,633,364,000 70,252 COSTS COSTRUCTION INVESTMENT III 4,553,769,000 195,861 CONSULTANCY COSTS Costs for survey for feasibility 1 Estimates 288,000,000 study report 2 Chi phí lập BCNCKT 0.416%*CPXD 409,172,032 Costs for updating FS ADB and preparing environmental and social safeguard framework of 3 ADB (it is not required because this is the representative subproject, but this cost is required for other subprojects) 4 Costs for survey of shop drawing Estimates 500,000,000

5 Cost for shop drawing design 1.083%*CPXD 1,066,053,233 Preparation of bid documents, 6 bidding evaluation (subject to 0.2%*GGT 205,418,444 Decree 63/2014/NĐ-CP) 7 Construction supervision cost 1.85%*CPXD 1,819,958,952 Cost for verification of feasibility 8 0.092%*CPXD 90,806,255 study report

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Costs for show drawing design 9 0.090%*CPXD 88,682,455 verification Costs for shop drawing cost 10 0.087%*CPXD 85,678,008 estimates verification IV OTHER COSTS 6,134,557,000 263,852 1 Traffic safety organization cost 1.00%*CPXD 984,208,080 Costs for site office camps for living and construction 2.00%*CPXD 2 703,163,701 management (road part + road at đường bridge ends) Costs for site office camps for 3 living and construction 1.00%*CPXD cầu 632,626,230 management (bridges) Costs for works that cannot be unidentified from the design 4 2.0%*CPXD 1,968,416,160 (Directly other costs 2% subject to Circular. 04) Costs for insurance of the works 5 (Circular 329/2016/TT-BTC dated December 26, 2016) 5.1 Road works insurance cost 0.28% 98,299,543

5.2 Bridges works insurance cost 0.64% 404,880,787

Costs for design verification by 6 State Management Agency 0.018%*CPXD 17,296,184 (Circular 210/2016/TT-BTC) Costs for cost estimates verification by State 7 0.017%*CPXD 16,814,436 Management Agency (Circular 210/2016/TT-BTC) Costs for verifying bid documents and bidding results 8 0.1%*GGT 102,709,222 (subject to Decree 63/2014/NĐ- CP dated June 26, 2014 Appraisal of final account 9 0.320%*TMĐT*0,5 204,128,708 (calculated 50% after auditing) 10 Costs for auditing 0.48%*TMĐT 616,676,128 Appraisal of construction 11 investment project (Subject to 0.009%*TMĐT 11,278,936 209/2016/TT-BTC Demining (Provisional 12 374,059,100 5.000đ/m2) LAND ACQUISITION & RESETTLEMENT COSTS V Estimates 8,931,501,480 384,151 (Separated cost estimates by TRTA team) VI CONTINGENCY 15.0% 16,611,000,000 714,452

1 Quantity contingency 10% 11,074,249,800

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2 Price escalation contingency 5.0% 5,537,124,900

TOTAL INVESTMENT COST 136,284,999,480 5,861,720

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OPTION 2: TOTAL INVESTMENT COST WITH CLIMATE CHANGE

AMOUNT No WORKS ITEMS CALCULATION AMOUNT (VND) (USD)

I COSTRUCTION COSTS 100,155,867,000 4,307,779

1 Road construction costs 36,279,612,888 1,560,413 Detailed cost 1.1 Road base 14,089,645,146 estimates Detailed cost 1.2 Road surface 15,706,403,764 estimates Detailed cost 1.3 Drainage works 946,119,491 estimates Detailed cost 1.4 Protection works for road base 3,576,059,798 estimates Detailed cost 1.5 Traffic safety 1,910,179,248 estimates Detailed cost 1.6 Material and structure yards 51,205,440 estimates 2 Bridges construction costs 63,876,254,000 2,747,366 Detailed cost 2.1 Tà Súc bridge Km11+566.01 15,585,495,000 estimates Detailed cost 2.2 Suối Xem bridge Km12+736.55 48,290,759,000 estimates II PROJECT MANAGEMENT COSTS 1.810% 1,647,624,000 70,866 COSTRUCTION INVESTMENT III 4,590,529,000 197,442 CONSULTANCY COSTS Costs for survey for feasibility study 1 Estimated 288,000,000 report 2 Chi phí lập BCNCKT 0.412%*CPXD 412,972,984 Costs for updating FS ADB and preparing environmental and social safeguard framework of ADB (it is not required 3 because this is the representative subproject, but this cost is required for other subprojects) 4 Costs for survey of shop drawing Estimated 500,000,000

5 Cost for shop drawing design 1.080%*CPXD 1,081,371,144 Preparation of bid documents, bidding 6 evaluation (subject to Decree 0.2%*GGT 209,049,796 63/2014/NĐ-CP) 7 Construction supervision cost 1.83%*CPXD 1,831,758,544 Cost for verification of feasibility study 8 0.091%*CPXD 91,617,185 report Costs for show drawing design 9 0.089%*CPXD 89,329,561 verification Costs for shop drawing cost estimates 10 0.086%*CPXD 86,430,128 verification

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IV OTHER COSTS 6,224,364,000 267,715 1 Traffic safety organization cost 1.00%*CPXD 1,001,558,670 Costs for site office camps for living and 2.00%*CPXD 2 construction management (road part + 725,592,258 đường road at bridge ends) Costs for site office camps for living and 3 1.00%*CPXD cầu 638,762,540 construction management (bridges) Costs for works that cannot be 4 unidentified from the design (Directly 2.0%*CPXD 2,003,117,340 other costs 2% subject to Circular. 04) Costs for insurance of the works (Circular 5 329/2016/TT-BTC dated December 26, 2016) 5.1 Road works insurance cost 0.28% 101,439,541

5.2 Bridges works insurance cost 0.64% 408,808,026 Costs for design verification by State 6 Management Agency (Circular 0.017%*CPXD 17,439,960 210/2016/TT-BTC) Costs for cost estimates verification by 7 State Management Agency (Circular 0.017%*CPXD 16,978,156 210/2016/TT-BTC) Costs for verifying bid documents and 8 bidding results (subject to Decree 0.1%*GGT 104,524,898 63/2014/NĐ-CP dated June 26, 2014 Appraisal of final account (calculated 9 0.320%*TMĐT*0,5 204,128,708 50% after auditing) 10 Costs for auditing 0.48%*TMĐT 616,676,128 Appraisal of construction investment 11 0.009%*TMĐT 11,278,936 project (Subject to 209/2016/TT-BTC 12 Demining (Provisional 5.000đ/m2) 374,059,100 LAND ACQUISITION & V RESETTLEMENT COSTS (Separated Estimated 8,931,501,480 384,151 cost estimates by TRTA team) VI CONTINGENCY 15.0% 16,893,000,000 726,581

1 Quantity contingency 10% 11,261,838,400

2 Price escalation contingency 5.0% 5,630,919,200

TOTAL INVESTMENT COST 138,442,885,480 5,954,533

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APPENDIX 4: DRAWING DESIGN

Availabel on Request

1_BTC Cau DT637

2. TNKm11-13_tke1_in sua

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A. Bridge design drawings