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Feasibility Study: Vinh Thanh Road, Binh Dinh Province

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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 ii 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.
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