Environmental Impact Assessment Report

December 2013 Project Number: 40255

Viet Nam: Central Delta Region Connectivity Project

Components 1, 2 and 3

Prepared by the Viet Nam Ministry of Transport for the Asian Development Bank.

This is an updated version of the draft originally posted in January 2013. http://www.adb.org/projects/40255-033/documents CURRENCY EQUIVALENTS (as of 27 November 2013) Currency unit – Dong (VND) $1.00 = VND 21,093

ABBREVIATIONS AND ACRONYMS

AADT annual average daily traffic AASHTO American Association of State Highway Transport Officials ADB Asian Development Bank AIDS acquired immune deficiency syndrome ASEAN Association of Asian Nations BOD biological oxygen demand CEMP construction environmental management plan CIPM Cuu Long Corporation for Investment, Development and Project Management of Infrastructure CMDCP Central Connectivity Project CO carbon monoxide CSIRO Commonwealth Scientific and Industrial Research Organization DARD Department of Agriculture and Rural Development DDIS Detailed Design and Implementation Services team DP displaced person DO dissolved oxygen DONRE Department of Natural Resources and Environment DOT Department of Transportation DWT deadweight tonnage EHS environment, health and safety EIA environmental impact assessment EMP environmental management plan ERCP emergency response contingency plan FFC Fatherland Front Committee FS feasibility study GDP gross national product GHG greenhouse gas GIS geographic information system GMS GOV Government of Viet Nam GPS global positioning system GRM grievance redress mechanism GSO General Statistics Office HCMC HC hydrocarbon HH household HTPP human trafficking awareness and prevention program IFC International Finance Corporation LEP Law for Environmental Protection MARD Ministry of Agriculture and Rural Development MONRE Ministry of Natural Resources and Environment MOT Ministry of Transport MRC Mekong River Commission mybp million years before present NH national highway NOX nitrogen oxides PAP project-affected person PC People’s Committee PCU passenger car unit i PDOT Provincial Department of Transport PR provincial road PM-10 particulate matter 10 microns PPC Provincial People’s Committee PPE personal protection equipment PR provincial road RAP resettlement action plan ROW right of way SIA social impact assessment SOX sulfur oxides STD sexually transmitted disease TDS total dissolved solids TEDI Transport Engineering Design Incorporated TOR terms of reference TSP total suspended particulates TSS total suspended solids UNDP United Nations Development Program USD United States dollars VACNE Viet Nam Association for Conservation and Environment VAFEIA Viet Nam Association for Environmental Impact Assessment VESDI Viet Nam Environment and Sustainable Development Institute VND dong VNMC Viet Nam National Mekong Committee VHLSS Viet Nam Household Living Standard Survey VRA Viet Nam Road Administration VUSTA Viet Nam Union of the Sciences and Technology Associations WB World Bank WHO World Health Organization WTO World Trade Organization

WEIGHTS AND MEASURES dB(A) decibel, A weighted ha hectare kg kilogram km kilometer l liter m meter mg milligram ug microgram

NOTE

In this report, $ refers to the US dollars, unless otherwise stated.

This environmental monitoring report is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. Your attention is directed to the “Terms of Use” section of this website.

In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

ii

CONTENTS

EXECUTIVE SUMMARY ------1 Introduction ------1 Project Description ------1 Existing Environmental Conditions ------2 Effects ------3 Social Factors and Cultural Heritage ------4 Impact Assessment and Mitigation Measures ------4 Disclosure, Consultation and Participation ------8 Environmental Management Plan ------8

I. INTRODUCTION ------10 A. Project Background ------10 B. Need for the Project ------11 C. The Purpose of the EIA and Methodology ------12

II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK ------14 A. Viet Nam Environmental Regulations and Requirements ------14 B. Other Environmental Guidelines ------15 C. Pertinent International Agreements to Which Viet Nam is Signatory ------15

III. PROJECT DESCRIPTION ------16 A. Project Location ------16 B. Project Components ------18 1. Component 1: Cao Lanh Bridge and Approaches ------18 2. Component 2: Road Connecting Cao Lanh Bridge with Vam Cong Bridge ------20 3. Component 3: Vam Cong Bridge and Approach Road ------21 4. Other Bridges along the Route ------21 5. Temporary Construction Yards ------22 6. Drainage of Runoff from Bridges and Roads ------22 C. Proposed Construction Methods------22 1. Roads and Embankments ------22 2. Bridges------23 3. Required Quantities ------24 4. Sources of Construction Materials (Fill) ------24

IV. EXISTING ENVIRONMENTAL CONDITIONS ------26 A. Physical Environment ------26 1. Climate------26

iii 2. Air Quality ------27 3. Climate Change and the Mekong Delta ------34 4. Geology ------35 5. Soils ------38 6. Surface Water Resources ------40 7. Surface Water Quality ------43 8. Groundwater Resources and Quality ------47 9. Flora and Fauna ------49 10. Terrain and Land Use ------52 B. Socio-Economic Profile ------53 1. Population and Community ------53 2. Industry and Employment ------53 3. Poverty Incidence ------55 C. Cultural Heritage ------56 1. Culture ------56 2. Cultural and Historical Sites ------56 3. Indigenous People ------56 D. Public Health ------57 E. HIV/AIDS in the Project Area ------57

V. PROJECT ALTERNATIVES ------59 A. The “No Project” Alternative ------59 B. Project Alternatives ------59

VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ------62 A. Design/Preconstruction Phase ------62 1. Planning and Design ------63 2. Land Acquisition and Permanent Conversion of Productive Agricultural Land ------66 3. Impacts on Community Facilities ------68 B. Construction Phase ------68 1. Noise ------70 2. Dust and Gaseous Emissions ------72 3. Vibration ------74 4. Erosion and Sedimentation ------75 5. Impacts on Soil ------75 6. Impacts on Surface Water ------77 7. Impacts on Groundwater Resources ------81 8. Impacts on Aquatic Ecology Resources ------81 9. Impacts due to Solid Waste Generation and Disposal ------82 10. Impacts due to Operation of Borrow Pits/Areas ------82 11. Impacts on Terrestrial Ecology ------83 12. Socio-Economic Impacts ------83 C. Operations ------86 1. GHG Emissions------86 2. Air Quality Due to Traffic ------88 3. Noise Levels During Operations ------89

iv 4. Road-Water Runoff ------91 5. Socio-Economic Impacts of Road Operations ------91 D. Cumulative Impacts ------94

VII. INFORMATION DISCLOSURE AND COMMUNITY CONSULTATION ------95 A. TEDI 2009 EIA ------95 1. Public Consultation ------95 2. Interviews ------95 B. SMEC 2010 ------95 1. Public Consultation for Environment ------96 2. Social Impact Assessment and Resettlement Consultation – 2010 ------97 C. DDIS Consultation – 2012 ------99 D. Additional DDIS Consultation on noise due to the project operation – 2013 ------100

VIII. GRIEVANCE REDRESS MECHANISM ------101 A. Outline of Grievance Redress Mechanism (GRM) ------103 1. Prepare a Complaint ------103 2. Receive and Register a Complaint ------104 3. Screen for Eligibility and Assess the Complaint ------104 4. Assess the Damages Caused by the Project Activities ------104 5. Select grievance resolution approaches ------105 6. Compensate Damages Caused by the Project Activities and Communicate Back to All Parties Involved ------105

IX. ENVIRONMENTAL MANAGEMENT PLAN ------107 A. Responsibilities for Impact Prevention and Mitigation ------129 1. Contractor Responsibilities ------129 2. CIPM and DDIS Responsibilities (DDIS reporting to CIPM) ------129 3. International Environmental Specialist (IES) Responsibilities ------130 B. Environmental Monitoring and Reporting ------130 C. Cost of Environmental Impact Prevention, Mitigation, Monitoring ------132

X. CONCLUSIONS and RECOMMENDATIONS ------133 REFERENCES ------135

APPENDIX 1 – ENVIRONMENTAL QUALITY DATA ------137

APPENDIX 2: NOISE MODELING ------142

APPENDIX 3: DOCUMENTATION – SMEC PUBLIC CONSULTATION ------151

APPENDIX 4: DDIS PUBLIC CONSULTATION JULY – SEPTEMBER 2012 ------161

APPENDIX 5: ORGANIZATION & STAFFING - ENVIRONMENTAL MANAGEMENT CAPACITY------168

APPENDIX 6: TOR EXTERNAL ENVIRONMENTAL SPECIALIST ------169

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LIST OF TABLES

Table 1: Components of CMDCP ...... 10 Table 2: Administrative Units of Project Corridor ...... 16 Table 3: Cross Sections for Road and Bridges along Inter-Connecting Road (m) ...... 16 Table 4: Main Features of Component 1 ...... 18 Table 5: Bridges along Component 2 ...... 20 Table 6: Component 2 Channel Modifications ...... 21 Table 7: Component 3 Bridges ...... 21 Table 8: Quantities of Materials (as of 20 Sep 2012)...... 24 Table 9: Average monthly and maximum daily rainfall, Can Tho and Chau Doc ...... 26 Table 10: Ambient Temperature in Project Area (°C) ...... 27 Table 11: IFC EHS (2007) Ambient Air Quality Guidelines ...... 28 Table 12: QCVN 05: 2009/BTNMT ...... 28 Table 13: Air quality at the agricultural area (rice fields) ...... 29 Table 14: IFC Noise Level Guidelines ...... 33 Table 15: Vibration along roads in Project area (TEDI, June and September 2009) ...... 34 Table 16: Summary Descriptions of Soil Profiles in Project corridor (VESDEC, 2009) ...... 38 Table 17: Soil pH at 20 Geotechnical Boreholes (Dec 2010 and Mar 2012) ...... 39 Table 18: Surface water quality sampling results (VESDEC/SMEC 2009) ...... 44 Table 19: Common Flora within Project Corridor ...... 50 Table 20: Dominant Vegetation and Land Uses along Project Corridor ...... 50 Table 21: Land Use by Project Province: Jan 2007 (ha ‘000s) ...... 52 Table 22: Population, Land Area and Population Density of Host Provinces ...... 53 Table 23: Industry and Employment in the Project Corridor (2000-2007) ...... 54 Table 24: Average Annual Household Income by Source (VND million) ...... 55 Table 25: Employment in Project Districts ...... 55 Table 26: Poor and Near Poor Households in Project Districts ...... 55 Table 27: Health Establishments (Provincial Department of Health, 2008) ...... 57 Table 28: Number of Medical Staff (Provincial Department of Health, 2008) ...... 57 Table 29: Health Facilities and Medical Staff in Project Corridor ...... 57 Table 30: Options Considered for Cao Lanh Bridge ...... 60 Table 31: Types of Bridge Structure Investigated for Vam Cong Bridge ...... 61 Table 32: Alternative Types of Bridge Considered for Vam Cong ...... 61 Table 33: Land Acquisition for Components 1, 2 and 3 including Land for Roads and Bridge Construction Yards ...... 67

vi Table 34: Structures and Utilities for Clearing along the Project Alignment ...... 68 Table 35: Sensitive Receptors along Project Alignment ...... 69 Table 36: Noise Levels from Construction Equipment [dB(A)) at 8m distance] ...... 70 Table 37: Construction Activities and Predicted Noise Levels (8m from noise source) ...... 71 Table 38: Predicted Dust Concentration during Construction of Component 2 ...... 72 Table 39: Predicted Levels of Gaseous Emissions ...... 73 Table 40: Ambient Air Quality Standards (QCVN 05:2009/BTNMT (mg/m3) ...... 73 Table 41: Predicted Vibration Level during Construction ...... 74 Table 42: List of Waterways in Components ...... 77 Table 43: Predicted Construction Wastewater Sources, Volume and Characteristics ...... 78 Table 44: Predicted Volume of Soil and Potential Volume of Silt to be generated during Construction ...... 78 Table 45: Estimate of Water Requirement and Volume of Waste Water from Casting Yard . 80 Table 46: Predicted Quality of Waste Water ...... 81 Table 47: Projected Volume of Waste Oil to be Generated by the Project ...... 81 Table 48: Projected Traffic in PCU ...... 87 Table 49: Calculated Annual Greenhouse Gas Emission ...... 87 Table 50: Forecasted number of vehicles (annual flows) in Components 1, 2 and 3 CMDCP (based on TEDI FS) ...... 88 Table 51: Predicted Levels of Gaseous Emissions associated with Road Operations from 2015 to 2035 unit in mg/m3 ...... 88 Table 52: Predicted Noise levels for years 2015, 2025 and 2035 ...... 89 Table 53: Predicted Traffic Noise Decay ...... 89 Table 54: Predicted Traffic Noise Decay with a range of trees of 10 m ...... 90 Table 55: Time Saving for Journey between An Binh (Cao Lanh ) and My Thanh (Long Xuyen) / Thoi Thuan (Thot Not) ...... 92 Table 56: Summary of Businesses Operating near Cao Lanh Ferry Terminal ...... 93 Table 57: Summary of Businesses Operating near Vam Cong Ferry Terminal ...... 93 Table 58: Households Opinion on the Project ...... 95 Table 59: Household Survey Sample ...... 97 Table 60: Summary of the Dong Thap Public Consultation ...... 98 Table 61: Summary of the Can Tho Public Consultation ...... 99 Table 62: Perceived Likely Impacts from CMDCP - Responses to Questionnaire ...... 100 Table 63: Common Complaints about Road Projects (Source: SMEC EIA 2010/TEDI Report) ...... 102 Table 64: Responsible Parties, Players, Actions and Time Frame for Grievance / Complaints Resolution ...... 106 Table 65: Environmental Mitigation Measures...... 108

vii Table 66: Environmental Monitoring Plan ...... 125 Table 67: Regular Reporting Requirements ...... 131

LIST OF FIGURES

Figure 1: Project location ...... 17 Figure 2: Main Features of Cao Lanh Bridge (Vam Cong Bridge will be similar) ...... 19 Figure 3: Road Cross-Section in non-urban areas Stage 1 ...... 20 Figure 4: Road Cross-Section in urban areas Stage 1 ...... 20 Figure 5: Cross-section of Vam Cong Bridge ...... 21 Figure 6: Illustration of the construction stages of abutments and piers on land ...... 23 Figure 7: Locations of Quarries (blue squares) relative to the Project Site ...... 24 Figure 8: Average monthly rainfall in Can Tho and Chau Doc ...... 26 Figure 9: LMB Rainfall (BDP 2006 cited in Deltares, Haskoning and UNESCO IHE, 2009).. 27 Figure 10: Air quality and noise sampling stations ...... 28 Figure 11: 24 Hr PM10 Concentrations Along Alignment ...... 29 Figure 12: Plot of the TSP concentration (one hour averaging time) ...... 30

Figure 13: Plot of 1-hr Average SO2 and NO2 Concentrations ...... 30 Figure 14: The ambient noise level at A15 ...... 32 Figure 15: The ambient noise level at A16 ...... 32 Figure 16: Noise Measures compared to the Standard ...... 33 Figure 17: Geologic Cross Section between Tien and Hau rivers...... 36 Figure 18: River Bank erosion in Tan Chau from 1970 to 2003 (after Luu et al, 2005) ...... 37 Figure 19: Soil pH at 20 Geotechnical Boreholes ...... 39 Figure 20: Hydrologic characteristics of the Mekong River (from Luu et al. 2004) ...... 40 Figure 21: Delta Flooding in 2000 ...... 42 Figure 22: Daily maximum and minimum water level at Can Tho ...... 42 Figure 23: Location of Surface Water Sampling Stations ...... 46 Figure 24: Hydrogeologic cross section along Bassac (Hau) River ...... 48 Figure 25: Borehole Log of An Binh (after Nuber et al, 2004) ...... 48 Figure 26: Location of Groundwater Sampling Stations ...... 49 Figure 27: Locations of Vegetation and Land Use Observation Points ...... 51 Figure 28: Freshwater aquaculture in Mekong Delta (Inset: striped catfish) ...... 51 Figure 29: Population of the CMDCP Host Provinces ...... 53 Figure 30: Shaded areas are the potential flood prone areas due to the project ...... 66 Figure 31: Annual cereal production in the Provinces of Dong Thap, Can Tho and An Giang ...... 67 viii Figure 32: Decay of Construction Noise over Distance ...... 70 Figure 33: The impacted zones within 250 m during operation stage ...... 90 Figure 34: Grievance Redress Mechanism (ADB, 2010) ...... 102

ix EXECUTIVE SUMMARY

Introduction

1. The Central Mekong Delta Region Connectivity Project or CMDCP (the “Project”) forms the first stage of the 2-stage Second Southern Highway (SSH) connecting Ho Chi Minh City (HCMC) with the Greater Mekong Sub-region (GMS) and the Southern Coastal Corridor at Rach Gia. The Project, with a total length of 30.5 km, includes the construction of two high cable-stayed bridges to cross the Tien and Hau rivers and roads (access roads and the interconnecting road between the two bridges), plus associated toll plazas. The timeline and funding resources for Stage 2, which is envisioned to widen Stage 1 roads and bridges, have yet to be identified and is likely to be implemented after 10 years or more from Stage 1 completion. CMDCP is to be co-financed by the Asian Development Bank (ADB), Australian Agency for International Development (AusAID) and the Export-Import Bank of Korea (KEXIM). Future up scaling of Stage 1 with the objective to provide more direct access to National Highway 2 at My An may be considered by ADB subject to the Government's priorities and request.

2. The first environmental impact assessment (EIA) report for CMDCP was prepared by Transport Engineering Design Incorporated (TEDI) in 2009 followed by the 2010 EIA study carried out by SMEC International Pty. Ltd. The 2010 EIA was submitted to and approved by the Viet Nam Ministry of Natural Resources and Environment (MONRE) on 12 October 2010 through Decision No. 1914/QD/BTNMT.

3. This EIA is an update of the SMEC 2010 EIA and was prepared by the detailed design and implementation support consultant or DDIS which is a joint venture between CDM Smith Inc., WSP Finland Limited and Yooshin Engineering Corporation. It takes account of changes in Viet Nam regulations and the results from various assessments conducted during the project design stage. This EIA is prepared consistent with the environmental assessment requirements of ADB’s Safeguard Policy Statement 2009 (SPS) and is submitted to ADB for posting on its website at least 120 days prior to ADB’s consideration of the loan.

4. The main sources of information for this EIA report were the design and feasibility studies and TEDI 2009 EIA as well as the Social Impact Assessment (SIA) Report and EIA prepared by SMEC in 2010, ADB’s Technical Assistance Consultant’s Report (2011) prepared by SMEC International Pty. Ltd. in association with Nippon Engineering Consultants Co. Ltd, and Thanh Cong Transport Engineering Consulting

5. Company in 2011, other secondary sources, and findings from design investigations and field surveys.

Project Description

6. The CMDCP has three components as follows: Component 1: Cao Lanh Bridge and approach roads (7.8 km) Component 2: Road between Cao Lanh and Vam Cong bridges (15.7km) Component 3: Vam Cong Bridge (2.97km) and approach roads (4.08 km)

1 7. In addition to the two major cable-stay bridges (Cao Lanh and Vam Cong bridges) there will be more than 20 small to medium bridges. The interconnecting road and bridge approach roads will connect the bridges to other roads in the three Project provinces: Dong Thap, Can Tho and An Giang provinces.

8. The main Project bridges will cross the Hau and Tien rivers. Both are international waterways. Thus, Viet Nam will comply with the Mekong River Agreement to which it is signatory; the Agreement is administered by the Mekong River Commission (MRC). Viet Nam has notified , through the MRC, of its plan to construct the two main bridges. Clearance elevation is to be at least 37.5m. Designs meet this requirement.

9. The road between the two main bridges, other connecting roads and the approach roads to the bridges will be built on an embankment constructed of sand between 1m thick clay outer protective layers and be topped by a “worked” stable base course.

10. Much of the alignment will be over soft soil. After topsoil removal, it will be covered with fill in order to compress the soft soil and squeeze out the high water content held in the soil lattice. Vertical drains will be constructed in the soft soil to assist structural drainage and be overlaid by a layer of coarse sand to facilitate drainage. The sand-fill will be pre-loaded (added material on top of normal fill required, in order to compress the soft soil and squeeze out the water (drained by the vertical drains). The compression by over-burden (added material) will take approximately 1 year for each road section requiring this treatment to make the ground sufficiently solid to support the road and bridge approach structures. Then excess material will be removed and the earth-bed of the road completed before the road itself is constructed on top of the solid embankment.

11. The construction of the abutments and bridge piers will use bored piles. Pile foundation holes will be drilled using a mobile drilling rig. Concrete piles will be cast on-site and lifted by crane to their positions. Bridge piers will be constructed in-situ by drilling holes into the river-bed, lowering reinforced steel bar cages into the drilled holes, and pouring concrete into the holes. Pile and pier construction will be carried out from anchored barges.

Existing Environmental Conditions

12. The CMDCP is located in the CMD where elevation is generally less than 1m above sea level. The area is transected by a dense network of canals, the Tien and the Hau rivers and their distributaries. The area lies near the equator in the Asian tropical monsoon region, hence, the climate is humid-monsoon. The wet monsoon begins March-May and ends September-October. The dry monsoon is from October to March.

13. Air quality data along two existing roads close to the CMDCP alignment (PR-843 and NH-80) show an increasing trend of particulate concentration due to the increasing number of vehicles and motorbikes using the ferries and idling vehicles whose engines are often running while the ferries are loading and unloading.

14. Erosion and sedimentation are parts of the process responsible for building the Delta landscape. River banks erode in some areas and build-up in others. Annual flooding is a key part of the natural geomorphologic process driving the dynamic evolution of the Delta and responsible for annually replenishing the fertile alluvium vital to its agricultural productivity. Serious flooding occurs from time to time most recently in 2000 and 2002. The flood of 2000 was the worst in 75 years.

2 15. Streams and canals in the CMD are influenced by the tides of the and the Gulf of , mostly the former. Tidal effects propagate through the canal system over much of the Delta. Farmers use the tidal fluctuations to drain and flood their land.

16. Data collected on the environmental setting showed that there was no salt-water intrusion, no presence of chemicals or heavy metals but oil, grease and coliform bacteria were present (probably from industrial and urban activities at points along the rivers) and there was a high sediment load commensurate with the sediment-laden natural rivers.

17. The main connecting road between the Vam Cong and Cao Lanh bridges crosses many canals. Most had a neutral pH and very low concentrations of chemical oxygen demand (COD) and biological oxygen demand (BOD) but oil and grease were apparent in all except one canal.

18. Groundwater resources in the CMD are held in four aquifers within the thick sedimentary layers that make up the Delta. A deep aquifer of gravelly sand holds water of good quality (it supplies over 60% of the Delta) but excessive water extraction has lowered the water level within the aquifer. Groundwater quality taken from deep wells (300m-350m) in 2009 met all Viet Nam standards for human use but from shallow wells it did not.

19. The CMDCP will traverse mostly agricultural land and the fringes of urban areas. The predominant land use is agriculture occupying 63%-81% of the land in the three Project provinces. The entire region is one of intense agriculture and aquaculture with supportive agro-industry and residential and commercial areas located along and off the roads and canals.

20. There is little natural landscape along the alignment or nearby. There are no forests, conservation areas or reserves in the Project area and its vicinity. Tram Chim National Park, more than 25 km of the CMDCP contains one of the last remnants of the Plain of Reeds wetland ecosystem which previously covered some 700,000ha of the three Project provinces.

21. The Mekong Delta is an important source of fish. Aquaculture is intensive and widespread in the Project provinces. Commercial species include the pangasid catfish and black tiger shrimp (Penaeus monodon). Most catfish production is exported.

Climate Change Effects

22. Salient findings from assessments of expected climate change in the Delta predict a rise in temperature and associated evaporation; an increase in precipitation and total annual run-off; an increase in the areas susceptible to flooding; and a rise in annual flood elevation.

23. The CMDCP has considered climate change by adopting the 1% flood frequency elevation of 2.86m as the control elevation and adding a 0.3m climate change factor to allow for expected higher floods to 2050. The 0.3m factor is to allow for expected changes in water levels brought about by a combination of factors, such as, sea-level rise, increased rainfall and runoff, longer and higher annual flood levels.

3 Social Factors and Cultural Heritage

24. The Delta is home to 20% of the people of Viet Nam. In 2009, 17% of the Delta population resided in Dong Thap and Can Tho provinces (two of the Project host provinces). Their populations have grown steadily at about 1% annually.

25. Other social issues include:  Delta poverty rates are slightly lower than the national average.  Communities within Project provinces have access to all levels of education.  Can Tho hosts Can Tho University and its specialist colleges and the Mekong Delta Rice Research Institute.  The ratio of doctors and physicians to total population in the CMDCP host provinces is about the same as the national ratio (1:928).  HIV/AIDS is a health concern particularly in An Giang and Can Tho provinces (two of the Project provinces).

26. The Delta has been occupied since pre-historic times. Archaeological sites of the Empire date back 2000 years. It is thought that the Delta was once bustling with trading posts and canals as early as the 1st Century AD and possibly as far back as the 4th Century BC. Oc Eo and other Funan sites are very important in Viet Nam pre-history. Fortunately there are no known historical sites near the proposed alignment. Nevertheless, the environmental management plan (EMP) includes measures to deal with accidental discovery of archaeological sites or artifacts.

27. Small groups of ethnic Khmer and Cham live throughout the Delta. A few ethnic live in the Project area (less than 1% of the population). People of this indigenous group have resided in the area for a number of generations and are integrated with the majority ethnic Kinh population. A number of ethnic Cham people live in (one of the three Project provinces).

Impact Assessment and Mitigation Measures

28. The Project will entail the permanent conversion of a total of 218ha of rice-land in the three provinces, an annual loss of about 1,308 tons of rice per year. Compared to the combined annual production of over 3.3m tons in the three provinces, the loss in rice production and productive area will be almost negligible.

29. The acquisition of the ROW will have significant socio-economic impacts on the Displaced Persons (DPs). The impacts will include loss of land, partial or complete removal of structures, displacement and relocation of DPs, and loss of livelihood, among others.

30. Physical displacement (relocation) will be mitigated through compensation at replacement costs for affected land and housing. With respect to the economically displacement, households losing productive land and those with affected businesses (including displaced employees), will be entitled to various forms of compensation and assistance. Farming households in addition to compensation for physical losses at replacement costs will receive stabilization allowances for limited periods depending on severity of impact. In addition they will also receive income restoration support.

31. The Project will provide opportunities for temporary employment and other short-term benefits. To enhance the benefits, local residents will be given priority when hiring. 4 32. To minimize traffic congestion and conflict, Project vehicles will avoid busy highways during peak hours and Project traffic routes will be carefully selected in concert with communities and traffic police. These and other measures related to safety and vehicle operations will form part of the Traffic Management Plan to be prepared by each Contractor before commencing site preparation and construction.

33. Some local roads will be used to transport equipment, construction materials and spoil. Many local roads have low load-bearing capacities. Project trucks may damage them and inconvenience local communities. Local roads used by Project vehicles will be identified by each Contractor in a road upgrading and restoration plan as part of the Traffic Management Plan (part of the Construction EMP) which, after approval will form part of the Contract package.

34. Contractors will adhere to the Viet Nam Labour Code and ensure safety at all times as the highest priority and will prepare and implement a Health and Safety Plan before commencing site clearance and construction activities.

35. The Social Impact Assessment (SIA) Report recommends that awareness and prevention programs be developed on HIV/AIDS and human trafficking. Programs will be finalized during the pre-construction period.

36. Accidents can be expected. They may involve other people as well as work staff. Before works commencement each Contractor will prepare an Emergency Contingency Plan to include: emergencies involving people, potential spills of oil, diesel and hazardous materials and their clean-up, medical evacuation, fire, flood, etc. It will designate on-site Emergency First Responders and response requirements. The objective will be to minimize risk and accidents and to respond quickly and competently should an accident occur. The Emergency Contingency Plan will form part of the Contract Package.

37. Construction noise levels may exceed Viet Nam standards at locations within 40m of road works but otherwise are not expected to cause significant impacts except around approaches to the main bridges where there will be large construction sites, asphalt plants, casting yards and pile driving. Mitigation measures are specified and detailed in the EMP.

38. Dust may present problems during the dry season and around asphalt plants, concrete batching and casting yards. Without mitigation dust levels may exceed Viet Nam standards. There is already a high ambient total suspended particulates (TSP) concentration along routes to/from ferry terminals. Fortunately, the Project alignment is away from these terminals and largely away from settled areas and will not exacerbate the current situation. Dust will be dealt with in several ways to protect worker and public health and to minimize nuisance.

39. Gaseous emissions will not cause significant impacts during construction but as part of good management practice, truck and equipment engines and muffler systems will be checked every six months and maintained in good order.

40. Erosion and sedimentation may occur in and around construction sites particularly in the wet season. Siltation of water bodies and land can occur due to runoff and erosion of work sites, constructed earth-works and stockpiles of material. Mitigation measures are specified and explained in the EMP and works activities will focus in the dry season, as much as possible.

5 41. The project will operate construction yards, equipment yards, maintenance shops and oil and fuel depots. Spilt oil and fuel contaminates soil, fouls water, and kills and damages living organisms. Mitigation measures are provided in the EMP. The modification of canal sections in Component 2 will not have significant impacts on the canal hydrology and hydraulics but works may temporarily interrupt water flow and reduce water quality. The mitigation measures for this work activity are incorporated into the construction method. Realigned channels will be constructed dry and water flow will only be diverted when the diversion channel has been completed. Maintaining navigational use of canals and rivers and the protection of irrigation canals have been integrated into the design.

42. The road embankment may impede the flow of surface run-off particularly during flood events and cause localized flooding. But this will probably be of low risk given the transverse culverts and bridges along the alignment, the very high drainage density and flat topography. The Project Design has carefully considered drainage capacity.

43. The Project corridor will be prone to surface water pollution during construction due to the high density of waterways and the very high water table. Water quality parameters likely to be affected by the construction are total suspended solids (TSS), oil, diesel and grease around work sites, and organic and bacteriological solids from work camps. Mitigation measures are specified in the EMP.

44. Increased turbidity due to silted run-off or disturbance of river banks or beds may not be a significant impact given the high background values of TSS in all CMD water bodies. Aquatic organisms in the Delta are adapted to the normal high sediment load. Increased turbidity due to the Project will be of short duration and confined to a limited area.

45. Construction activities are not expected to affect the groundwater in the Project corridor due to the presence of thick clay and clayey layers underlying all works areas (and over-laying the aquifers). The clay layers constrain water percolation from the surface.There are no cultural sites close to the ROW but Phuoc Long Temple lies 100m from it. The Buddhist temple is used regularly, particularly when offerings are made every 15th day, on the first day of the lunar month, and during festival days. No direct impacts on the temple are expected but there may be indirect impacts on people visiting it. To mitigate potential noise impacts, equipment with low noise signatures will be used, work activities will avoid days of worship whenever possible, and if necessary, noise barriers will be installed.

46. In the event that cultural or historic artifacts (movable or immovable) are uncovered, the Contractor will take the necessary measures to protect the site or artifact as specified in the EMP.

47. Project construction will generate several different kinds of waste. The Contractor will prepare a Waste Management Plan before commencing site preparation. The Plan will include measures to reduce, reuse and recycle waste, and manage and dispose of waste according to best practices and Viet Nam regulations. It too will be part of the CEMP. The Contractor will hire licensed companies to collect, transport, recycle and dispose of waste as approved by Viet Nam law. Mitigation measures are specified and explained in the EMP.

48. One impact from Project operations will be green-house gas (GHG) emissions from vehicles using the roads and bridges. Based on expected traffic volumes GHG emissions in

CO2 equivalents were estimated to not exceed 100,000 tons per year until 2025.

6 49. Current low vehicle speeds and vehicle congregation at urban-based ferry terminals produce high concentrations of exhaust fumes. The alignment of the bridge approaches will be away from the existing ferry terminals and with the removal of the ferry services and the change in traffic flow, the current high level of emissions in these urban areas will be reduced by the Project.

50. Noise from road operations may be a concern along populated areas in some existing road sections but most of the new alignment is designed to bypass them. Noise impacts will be mitigated by sound attenuation measures, as necessary, over the distance between the new road and settled areas. Contrary to often stated opinion, trees and “normal” landscaping do little to reduce noise as their mass is insufficient to absorb it and tree density insufficient to reflect it.

51. It is anticipated that the Project will provide numerous socio-economic benefits including travel-time savings, lower cost transport and short-term benefits from construction jobs. However, such road and bridge infrastructure can be a barrier to some people, for example, those who walk, use bicycles, or use improvised vehicles to transport produce. The bridges may present a disadvantage for many of these people.

52. The removal of the ferry services and the change in traffic flow due to the Project will impact negatively on livelihoods dependent on ferry traffic and passengers. The SIA proposes a set of mitigating measures to help address these concerns.

53. Future developments related to CMDCP are Stage 2, which will widen Stage 1 (CMDCP) roads and bridges as well as upscaling of Stage 1 with the objective to provide more direct access to National Highway 2 at My An. While the timeframe for these future projects are yet to be determined, the expected cumulative impacts due to CMDCP and the abovementioned related projects are: (i) improved road travel across and within the Central Mekong Delta interconnecting HCMC to the Southern Coastal Region and the GMS Southern Coastal Corridor, (ii) decreased road travel distances and increased average travel speeds across and within the Central Mekong Delta, (iii) inclusive development for areas that are presently not well connected to major population centers, (iv) improved access to basic social and health services, (v) improved global and national food security by stimulating local agro-industry and boosting exports further, (vi) enhanced support for private sector investment, and (vii) extension of better regional connectivity to neighbouring Cambodia and the Greater Mekong Subregion, as well as the country’s major inland ports in the Delta. CMDCP alone is expected to directly benefit an estimated 170,000 road users daily 5 years after Project completion and will help lift living standards in An Giang, Dong Thap and Can Tho provinces, with a total population of 5 million people. Implementation of Stage 1 up scaling and Stage 2 will further increase the number of people who will benefit from the road development in the area.

54. Given that the area is well along the path to the next stage of industrialization and urban development, the Project and future related developments will have only a marginal additional impact on the prevailing natural systems as the area is largely agricultural.

7 Disclosure, Consultation and Participation

55. The CMDCP has been developed over 5-years. During this time, several consultations with interested and Project-affected parties have been undertaken. As part of the investment study and project planning TEDI conducted an impact perception survey (in 2009) among 82 householders affected by the Project; most knew about and were in favour of it.

56. As part of the resettlement planning and SIA process, a household survey of approximately 700 households was conducted in the Project area (the survey targeted households involved in common livelihoods and included poor and near poor households). Focus group discussions and in-depth interviews were held with people active in the area, such as truck drivers and authorities.

57. SMEC organized and carried out public consultations in August 2010 in the 3 Project provinces as part of its revision of the TEDI 2009 EIA. Participants came mostly from departments and organizations in Dong Thap (45 participants) and Can Tho City (24 participants) and expressed concerns related to social impacts, impact mitigation, implementing the EMP and Contractor’s EMP compliance. A final set of consultations was conducted from July to September 2012 in all 10 communes affected by the Project, during which 1,450 affected persons took part. The first part of these consultations focused on social and resettlement issues, the second part focused on environmental issues. The Project and its likely impacts were explained and a summary of the EMP presented in a PowerPoint presentation by the DDIS consultant. A questionnaire was given to all participants to capture their concerns/perceptions of the CMDCP. The most significant concerns related to land disturbance, presence of workforce, noise and construction traffic. Environment-related concerns have been addressed in the EMP which will be implemented by CIPM, DDIS and contractors.

58. Within the Viet Nam legal framework, citizen rights to complain are protected. A grievance redress mechanism (GRM) will be developed for the Project. It will be readily accessible, handle grievances and resolve them at the lowest level as quickly as possible. The mechanism will provide the framework within which complaints about environmental and safety issues can be handled, grievances can be addressed and disputes can be settled quickly. CIPM will ensure that the GRM is in place before Project construction commences.

Environmental Management Plan

59. The Project EMP explains the measures required to prevent or mitigate adverse impacts from the Project: Pre-construction, Construction and Operations. The Plan specifies the roles and responsibilities for its implementation and the reporting requirements. The EMP provisions will form part of the Bid (procurement) and Works Contract Packages for all Project components.

60. A key aspect of EMP implementation will be the Construction EMP (CEMP) to be prepared by each Contractor prior to starting site preparation and construction. The CEMP, which will be based on the Project EMP included in this EIA, will be reviewed by the DDIS and ADB. The DDIS will need to approve the CEMP prior to commencement of site works. Each Contract specific CEMP will focus on the works activities for which the Contractor is responsible as indicated in the EMP and will form part of the Contract package.

8 61. The EMP includes the environmental monitoring program designed to detect changes in the environment and assess compliance with and effectiveness of impact mitigation measures. The DDIS will monitor the environmental performance of contractors with regard to implementation of EMP provisions. The DDIS will also undertake monitoring of air quality and noise, surface water quality and soil quality by analyzing samples collected quarterly to measure changes from baseline conditions. The sampling undertaken in 2009 is dated and insufficient to support analysis of Project induced changes to environmental conditions. Therefore, the DDIS will undertake additional baseline sampling immediately before construction begins.

62. The Contractor, with prime responsibility for the works constructed and the prevention or mitigation of environmental impacts under the Contract, will designate an on-site Environment, Health and Safety (EHS) officer with the main task to ensure implementation of impact mitigation measures and compliance with the EMP, compliance with environmental regulations and implementation of the community consultation process and GRM.

63. The DDIS (representing the client, MOT via the CIPM) will:  Undertake a new sampling survey to determine baseline conditions immediately prior to works commencement (air, noise, surface and ground water, soil) and follow-up at 3-monthly intervals throughout the construction stage.  Prior to commencement of civil works, review and approve the CEMPs prepared by contractors. The CEMPs will also need to be reviewed by ADB prior to such approval.  Undertake day-to-day supervision of contractors to ensure compliance with the EMP and carry-out monthly monitoring of contractor environmental performance in order to determine impacts that may be arise from construction activities, to assess compliance with the EMP and to recommend necessary mitigation measures/actions.  Prepare semi-annual environmental monitoring reports for submission to ADB and co-financiers.

64. The CIPM will engage an external international environmental specialist (not involved in day-to-day project supervision and monitoring of Contractor environmental performance) to undertake annual review and verification of the environmental monitoring information/reports submitted to ADB.

9 I. INTRODUCTION

A. Project Background

65. The Government of Viet Nam (GOV) requested ADB, AusAID and KEXIM to fund the construction of two major bridges across the Mekong River at Cao Lanh and Vam Cong with access roads and an interconnecting road1.

66. The CMDCP (the “Project”) forms the first stage of the 2-stage Second Southern Highway (SSH) connecting Ho Chi Minh City (HCMC) with the Greater Mekong Sub-region (GMS) and the Southern Coastal Corridor at Rach Gia. The Project includes the construction of two high cable-stayed bridges to cross the Tien and Hau rivers and about 25km of roads (access roads and the interconnecting road between the two bridges), plus associated toll plazas. This EIA covers Stage 1 only. The timeline and funding resources for Stage 2, which is envisioned to widen Stage 1 roads and bridges, have yet to be identified and is likely to be implemented after 10 years or more from Stage 1 completion. Future upscaling of Stage 1 with the objective to provide more direct access to National Highway 2 at My An may be considered by ADB subject to the Government's priorities and request.

67. The Project under the Viet Nam Ministry of Transportation (MOT) is administered locally by its regional office, the Cuu Long Corporation for Investment, Development and Project Management of Infrastructure (CIPM). The Project has 3 components (Table 1).

Table 1: Components of CMDCP Components Location Standard Lengths (km) 1. Cao Lanh Bridge NH-30 interchange to PR-849, Road, 4 lanes 7.8 inclusive of interchange Main bridge, 4 lanes plus 2 lanes (bridge 2.0) for 2-wheelers 2.Cao Lanh Bridge to From end of Component 1 to NH-54 4 lanes 15.7 Vam Cong Bridge interchange, excluding the connecting road interchange 3.Vam Cong Bridge From, and including, NH-54 Road 4 lanes, and main bridge 4 7.05 interchange to start of road from Lo Te lanes plus 2 lanes for two wheelers (bridge 3.0) to Rach Soi

68. The CMDCP will have a total length of 30.5 km. The Project has three components: Component 1: Cao Lanh Bridge and approach roads (7.8 km) Component 2: Road between Cao Lanh and Vam Cong bridges (15.7 km) Component 3: Vam Cong Bridge (2.97) and approach roads (4.08 km)

1 CMDCP only includes the safeguards aspects of the KEXIM funded Vam Cong Bridge, not the design of that bridge. 10 69. In addition to the two major cable-stayed bridges (Cao Lanh and Vam Cong bridges) there will be more than 20 small to medium bridges. The interconnecting road and bridge approach roads will connect the bridges to other roads in the three Project provinces: Dong Thap, Can Tho and An Giang provinces.

70. The main Project bridges will cross the Hau and Tien rivers. Both are international waterways. Thus, Viet Nam will comply with the Mekong River Agreement to which it is signatory; the Agreement is administered by the Mekong River Commission (MRC). Viet Nam has notified Cambodia, through the MRC, of its plan to construct the two main bridges. Clearance elevation is to be at least 37.5m. Designs meet this requirement.

B. Need for the Project

71. Like most of Asia, Viet Nam experienced recent rapid economic growth. Viet Nam’s gross domestic product (GDP) grew an average of 8% per year and annual export growth about 20% over 4 years (2003 to 2007). The Mekong Delta is the third largest industrial center in the country, after HCMC and Ha Noi. The Delta industry, based primarily on agro- industry and light industries, has enjoyed rapid recent growth from an average annual growth rate of 13% in the period 2000–2004 to a growth rate of 24% in 2004–2005, and 25% to 2010. As a result of this economic growth, road traffic is also growing rapidly and is a key constraint to future development. Between 2000 and 2009, for example, passenger traffic grew at an average rate of about 11% per year and freight traffic at an average rate of about 12%.

72. The Delta is also known as the “rice-basket” of the country and contributes significantly to Viet Nam’s rice exports making it a top three world’s rice exporter. The Delta is important nationally as it contributes over 50% of Viet Nam’s food production: 50% of the rice, 65% of cultured fish and 70% of the fruit production. Industrialization has also gained a foothold and is gaining momentum. However, poverty remains high and the Delta is often prone to natural disasters. Fast growing traffic volumes and lack of efficient transport infrastructure of adequate capacity to meet expanding demand are key constraints to development.

73. The Government has a focus on upgrading and expanding transport infrastructure, particularly in areas that serve national economic and social development. While the GOV is upgrading and expanding Viet Nam’s strategic transport infrastructure – including the road network, the transport network in the Delta is still in its early stages of development and is constrained by an insufficient road network, extensive but slow inland waterways and fast growing road traffic volumes amid strong economic growth in recent years. The existing transport infrastructure does not meet the requirements for comprehensive development and poverty alleviation. A growing demand for an efficient transport network prompted the Government to set targets in its 5-year Transport Development Plan 2011-2015 to transport 796 million tons or 64.2 billion ton-kilometer of goods, 3.15 billion passengers or 106.6 billion passenger-kilometer per year by roads alone. To achieve this, the 5-year plan aims to build, improve and upgrade about 3,000 km of roads and 44,600 m of road bridges. The National Highway 1A (NH1A), which runs along Viet Nam from north to south, located to the east of the Delta, is currently the only artery that gives uninterrupted road access to the Southern Coastal Region. Reliance on a single artery will not enable balanced development of a reliable primary road network for the Delta that can facilitate efficient land use supported by integrated development of secondary road and other infrastructure. This also constrains broader economic development. 11 74. The Government embarked on the Expressways Development Plan (Decision 1734/QD-TTg Approval of Viet Nam’s Expressways Development Plan up to 2020 and beyond) which identifies the Second Southern Highway (SSH) as a key road network artery for the development of the Delta. The SSH connects HCMC through the central Mekong Delta Region to the Southern Coastal Region and serves as an alternative to NH1A thus providing access to the south-western provinces. It also links to the Greater Mekong Subregion (GMS) Southern Coastal Corridor at Rach Gia. The SSH is currently interrupted by ferry crossings at Cao Lanh and Vam Cong which are slow and of limited capacity. The proposed Project will remove these bottlenecks by completing the missing infrastructure for uninterrupted road access across the Mekong along the SSH artery.

75. Without the Project, access to An Giang, Can Tho and Dong Thap provinces will be confined to the existing road network and ferries but their capacity is expected to be exceeded by 2015. The “No Project” alternative would constrain economic growth.

C. The Purpose of the EIA and Methodology

76. This EIA report was prepared in compliance with the ADB Safeguard Policy (2009) and the Viet Nam EIA guidelines.

77. The EIA commenced with screening using the ADB Rapid Environmental Assessment Checklist indicating that the Project had the potential to generate significant adverse environmental impacts. The ADB determined that the Project is Category A and subject to full EIA. The ADB defines a Category A project as follows (ADB SPS 2009): Category A: A proposed project is classified as category A if it is likely to have significant adverse environmental impacts that are irreversible, diverse, or unprecedented. These impacts may affect an area larger than the sites or facilities subject to physical works. An environmental impact assessment is required.

78. Viet Nam guidelines (Decree 21/2008 ND-CP) determined that the Project belonged to the class of: “Projects to build motorways and roads Class I to III”, and subject to full EIA. EIA reports were prepared by TEDI (2009) and then by SMEC (2010). The Ministry of Natural Resources and Environment (MONRE) approved the SMEC 2010 EIA report 12 October 2010 through Decision No. 1914/QD/BTNMT.

79. This EIA is a revision and update of the SMEC 2010 EIA to take account of changes in Viet Nam regulations and the results from various assessments conducted during the Project Design Stage. It includes an environmental management plan (EMP) identifying measures to prevent or mitigate negative impacts and/or enhance positive impacts. The EMP includes a monitoring program to determine adverse impacts caused by the Project and to assess compliance with the environmental mitigation measures identified in the EMP.

80. This Project will enhance capacity by providing training in environmental management to CIPM and Contract staff. An outline of such training is included in this EIA. Training will be finalized by the DDIS during the pre-construction stage of the Project.

81. Public disclosure and engaging people and stakeholders are important participatory strategies of the EIA study that seek to enhance awareness and the social acceptance of a Project. An information disclosure and consultation process to continue throughout the

12 Project forms part of this EIA, as does the grievance redress mechanism (GRM).

82. The EIA involved the review of existing reports, project documents, published and unpublished reports including those on the worldwide web, and site inspections. Primary baseline environmental data were collected by on-site measurement, sample collection and analysis (e.g., of water and soil) by VESDEC, a qualified local environmental contractor.

83. Land use and general environmental conditions along the length of the alignment were determined initially from satellite imagery (e.g., Google Earth), detailed topographic maps published by the GOV and maps of the project corridor prepared by TEDI.

84. The primary impact corridor where most construction and operational impacts are likely to occur is 150 m each side of the road right-of-way (ROW).

85. This EIA was prepared by the Consortium of companies (Wilbur Smith Associates, WSP and Yooshin) contracted as the detailed design and implementation support team (DDIS) to check on designs for the bridges and roads, to produce the final designs, to advise on the pre-construction and construction, to ensure that the EMP becomes implemented and to monitor works activities, including from the environmental perspective. The DDIS reports to the CIPM/MOT.

86. This EIA will be used to guide Project works activities in order to avoid or minimize environmental impacts during the pre-construction, construction and operations stages. This EIA will be publicly disclosed on the ADB website at least 120 days prior to ADB consideration of the loan.

13 II. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

87. The environmental guidelines and regulations applicable to this EIA are set out below.

A. Viet Nam Environmental Regulations and Requirements  Law on Environmental Protection (29 November 2005). The law contains the policies, measures and resources for environmental protection and stipulates the rights and obligations of organizations, households and individuals to environmental protection.  Decree 80/ND-CP(9 August 2006) of Prime Minister regarding the Law on Environmental Protection  Law on Water Resource adopted by 10th National Assembly (20 May 1998)  Law on Land adopted by 11th National Assembly (26 November 2003)  Law on Biodiversity adopted by 11th National Assembly (11 November 2008)  Decree No. 59/2007/ND-CP on Solid Waste Management (9 April 2007)  Circular No. 12/2011/TT-BTNMT (14 April 2011) on managing hazardous waste  Decree No. 29/2011/ND-CP (18 April 2011) on strategic environmental assessment (SEA), EIA and environment protection commitment  Circular No.26/2011/TT-BTNMT details on some aspects of Decree No.29/2011/NĐ-CP (18 April 2011) on strategic environment assessment, etc., as above  Decision 04/2008/QĐ-BTNMT (18 July 2008) promulgating National Technical Standards (NTS) for the Environment (including QCVN 03:2008: NTS on allowable limits of heavy metals in the soil)  Decision 16/2008/QD-BTNMT (31 December 2008), MONRE promulgating the NTS for the Environment (still Valid for QCVN 08:2008/BTNMT: NTS for surface water quality, QCVN09:2008/BTNMT: NTS for underground water quality and QCVN14:2008/BTNMT: NTS for domestic wastewater)  Circular No. 39/2010/TT-BTNMT (16 December 2010) promulgating the NTS for the Environment (including QCVN 26:2010/BTNMT: NTS for noise and QCVN 27:2010/BTNMT: NTS for vibration)  Circular No.43/2011/TT-BTNMT (12 December 2011) promulgating NTS for the Environment (include QCVN 38:2011/BTNMT and QCVN 39:2011/BTNMT)  Circular No.47/2011/TT-BTNMT (28 December 2011) promulgating NTS for the Environment (include QCVN 40:2011/BTNMT)  Circular No. 04/2009/TT-BYT (17/6/2009), Ministry of Health promulgating NTS for drinking water quality  TCVN 7878: Acoustics. Description, measurement and assessment of environmental noise. There are two parts:  Part 1: TCVN 7878-1:2008: Basic quantities and assessment procedures  Part 2: TCVN 7878 - 2:2010: Determination of environmental noise levels  QCVN 26:2010/BTNMT: Acoustics. Noise in public and residential areas. Maximum allowable noise;  TCVN 7210:2002: Vibration and shock – Vibration caused by road traffic – Maximum limits for the environment of public and residential areas;  QCVN 27:2010/BTNMT: NTS for vibration  QCVN 02:2009/BXD: NTS on Natural condition Data for Construction  QCVN 03:2008/BTNMT: NTS for allowable limits of heavy metals in the soil  QCVN 05:2009: Air quality – ambient air quality standards  QCVN 06:2009: NTS for hazardous substances in ambient air

14  QCVN 08:2008/BTNMT: NTS for surface water quality  QCVN 09:2008/BTNMT: NTS for underground water quality  QCVN 14:2008/BTNMT: NTS for domestic wastewater  QCVN 40:2011/BTNMT: NTS for industrial wastewater  QCVN 38:2011/BTNMT: NTS for surface water and protection of aquatic life  QCVN 39:2011/BTNMT: NTS for Water Quality for irrigated agriculture  QCVN 01:2009/BYT: NTS for drinking water quality B. Other Environmental Guidelines

88. As an ADB supported project, the CMDCP complies with ADB safeguards guidelines. This EIA was carried out in accordance with the 2009 Safeguards Policy Statements and its provisions shall be applicable to all Project components regardless of financing source.

89. The IFC EHS (2007) ambient air quality and noise level guidelines will be applied to the project (Vietnamese standards will be presented for comparison purposes only). The IFC guidelines will be used for environmental monitoring during project implementation

C. Pertinent International Agreements to Which Viet Nam is Signatory

90. Viet Nam is a signatory to the Mekong River Agreement (1995) among countries of the Lower Mekong Basin. The Agreement, administered by the Mekong River Commission (MRC) binds members to a set of management and administrative rules of behavior with respect to use and management of the River. The CMDCP will entail building two bridges over the main branches of the Lower Mekong River, an international waterway shared by Viet Nam, Cambodia, Lao PDR and Thailand, all signatories to the Agreement.

91. Among other things the Agreement regulates navigation on the Mekong River. Because of this, Viet Nam notified the MRC and, through it, Cambodia, on the intention to build the two new bridges over the River and to ensure that the bridge clearances meet international standards.

15 III. PROJECT DESCRIPTION

A. Project Location

92. The Project road will start at National Highway No. 30 (NH-30 - Dong Thap Prov.), cross Tien River via Cao Lanh Bridge, continue southwest to meet NH-80 at Lap Vo, cross the Hau River via Vam Cong Bridge, and extend to the provincial border between Can Tho and An Giang provinces. It will connect with NH-91 and include the Long Xuyen Bypass ending at a connection with PR-943 in An Giang Province. Figure 1 shows the Project location. The districts and communes involved in the Project are listed in Table 2.

93. CMDCP construction is planned to commence late 2013 and be completed by the end of 2017. In particular, civil works for Cao Lanh Bridge is expected to start Q4 2013 and completed in Q3 2017, all roads contracts will start Q1/Q2 2014 and completed in Q2 2017, while Vam Cong Bridge (KEXIM) will start Q3 2013 and completed in Q3 2017.

Table 2: Administrative Units of Project Corridor Component Province District /Communes Component 1 Dong Thap Cao Lanh District An Binh Cao Lanh City Ward Three (of the City) Tinh Thoi Commune Lap Vo District Tan My Commune Component 2 Dong Thap Tan My Commune Lap Vo District My An Hung B Commune Binh Thanh Trung Commune Binh Thanh Commune Dinh An Commune Component 3 Dong Thap Lap Vo District Dinh An Commune Can Tho City Thot Not District Thoi Thuan Ward Vinh Trinh Commune

94. The Project provides 4-lanes for vehicular traffic and two bicycle/pedestrian lanes for the main bridges and their approaches. The two main bridges will be cable-stayed with center spans of 370 m to 560 m.

95. Table 3 presents the cross sections of the inter-connecting road and smaller bridges for Stage 1 and Stage 2 (this Project is Stage 1). Cross-sections are based on a design speed of 80 km/h. Bridges will be built with 4-lanes and include a motorbike lane.

Table 3: Cross Sections for Road and Bridges along Inter-Connecting Road (m)

Stage 1 Stage 2 (future)** Lane Detail Road Bridge Road Bridge Carriageway 2x2x3.5=14 2x2x3.5=14 2x3x3.75=22.5 2x3x3.75=22.5 Shoulder 2x2=4 (paved) 2x2=4 2x2.5=5 2x2.5=5 Inner safety strip 2x0.5=1 2x0.5=1 2x0.5=1 2x0.5=1 Median barrier 0.6 0.6 0.6 0.6 Verge (paved) 2x0.5 =1 -- 2x0.75=1.5 -- Outer barrier -- 2x0.5=1 -- 2x0.5=1 Total 20.6 20.6 30.6 30.1 Source: DDIS, Sep 2012. **Note: This Project – CMDCP – is for Stage 1 only. 16

Figure 1: Project location

17 B. Project Components

1. Component 1: Cao Lanh Bridge and Approaches

96. Component 1 involves construction of Cao Lanh Bridge (cable-stayed) across the Tien River. Key features are listed in Table 4 and illustrated in Figure 2.

Table 4: Main Features of Component 1 Features Location or Name Length (m) Main Bridge Cao Lanh Bridge 2,074 Other Bridges Dinh Chung River 368.4 Linh Son Bridge 130.3 Khem Bang 34.1 Song Tien Bridge: Left branch 464.4 Song Tien Bridge: Right branch 448 Mieu Channel 34.1 Tan My 368.4 Approach Roads Cao Lanh Side 250 Lap Vo Side 250 Road Section Road Section 5.4 km Intersection Nodes Intersection Node 1 -starting point HCMC Road and NH 30 Intersection Node 2 -connects toll plaza facilities & local road Intersection Node 3 -connects main route with PR-849

18

Figure 2: Main Features of Cao Lanh Bridge (Vam Cong Bridge will be similar)

19 2. Component 2: Road Connecting Cao Lanh Bridge with Vam Cong Bridge

97. Component 2 is 15.65 km long. There will be two interchanges where the new road meets NH-80 and NH-54. The road will start at the end point of Cao Lanh Bridge (km7+800) and finish at km 23+450 (intersection with NH-54). The main features are listed in Table 5. Figure 3 and Figure 4 illustrate the Stage 1 road cross sections.

Table 5: Bridges along Component 2 No Bridge Name Length (m) No Bridge Name Length (m) 1 Canal km8+033 82.20 10 Xang Nho Canal 73.20 2 Thay Lam Canal 139.30 11 2-9 Canal 235.50 3 Muong Lon 274.60 12 Vuot Canal 73.2 4 Dat Set Canal 235.5 13 Lap Vo River 603.40 5 Canal 13+225 43.10 14 Lap Vo Canal 41.60 6 Xang Muc Canal 291.10 15 Ranh Canal 41.60 7 Canal km15+296.92 31.10 16 Ong Hanh Canal 34.85 8 Tan Binh Canal 241.40 17 Xep Cut Canal 61.90 9 Canal km16+411 73.20

Figure 3: Road Cross-Section in non-urban areas Stage 1

Figure 4: Road Cross-Section in urban areas Stage 1

20 a) Modification of Channels

98. Channels will be modified as necessary so that roads can cross them at optimal angles to enhance the route profile and reduce bridge construction quantities. Channels and ditches to be modified in Component 2 are listed in Table 6.

Table 6: Component 2 Channel Modifications Name of Channel Length (m) Ditch at km9+872.25 290.16 T Chieu channel 192.61 Irrigation ditch 152.79 Irrigation ditch 105.23 – 118.91 Irrigation ditch 223.12 Xang Nha-Ranh Channel 487.26-498.15 Xep Ba Vai 281.21

3. Component 3: Vam Cong Bridge and Approach Road

99. Vam Cong Bridge will be cable-stayed with a main span aperture of 450m. The length of the bridge to the ends of the abutments will be 2,984.2m. It will include a main span 880m over the Hau River and approach bridges of about 1,170m in Dong Thap Province and 1,000m in Can Tho. Cross sections of the bridge are shown in Figure 5.

Figure 5: Cross-section of Vam Cong Bridge

4. Other Bridges along the Route

100. There will be three small and medium bridges along the approach road. Their lengths are shown on Table 7.

Table 7: Component 3 Bridges Bridge Name Length (m) Canal 1 35.1 Canal 2 35.1 Nga Chua Canal 62.4 Source: TEDI, 2009

21 5. Temporary Construction Yards

101. Temporary construction yards will be established at both ends of the main bridges and at the smaller bridge sites. Large sites have been approved for the two main bridges: 25.5 ha for the Cao Lanh Bridge and 27.04 ha for the Vam Cong Bridge. Additions to these areas are being sought and are awaiting decision. The main guideline in the selection of temporary construction yards is that sites should cause minimal resettlement impacts.

102. The large construction yards will include Project site-offices and first-aid stations, work camps, storage areas, fabrication yard, girder storage yard, material storage area, waste storage area, equipment storage and servicing area to serve for construction of the cable stayed spans and support facilities. A 25.5 ha site has been approved. The Lap Vo side requires a smaller Project site-office, etc. and an equipment yard for construction of super T girders and cantilever girders.

103. For smaller construction sites, the preferred locations are within the areas to be permanently acquired within the ROW. These sites will accommodate the site offices, first-aid stations, storage areas, fabrications areas, and support facility areas.

6. Drainage of Runoff from Bridges and Roads

104. Roads will generally drain freely to the side-slopes of the embankments each side of the road. On road sections and bridge approaches where the embankments are more than 4m high, and where the longitudinal gradient is over 2%, surface water will drain to concrete gutters arranged along the edge of the road shoulder, and be drained through rip rap covered slopes. For sections with longitudinal water drainage, a longitudinal gutter system will be provided 1m from the foot of the embankment. Collected water will be conveyed to existing canals. Transverse water drainage will be based on the hydrology and hydraulic conditions and consultation with commune administrations and water management agencies.

C. Proposed Construction Methods

1. Roads and Embankments

105. To prepare the site for construction, the road alignment will be cleared of organic materials to a depth of 0.2m to 0.5m depending upon the depth of unsuitable surface spoil. The road embankment will be of compacted sand protected each side by a 1m thick clay cladding. Soft soil (soil with very high water content and low structural integrity) underlies most of the alignment.

106. Soft soil will be “treated” by the installation of prefabricated vertical drains (PVD). Berms (or bunds) will be built each side of the road base and the sand-fill will be pre-loaded (added material on top of normal fill required, in order to compress the soft soil and squeeze out the water (drained by the vertical drains). The pre-loaded embankment will be left to settle for a period of about 1-year. Then excess material will be removed and the earth-bed of the road completed before the road itself is constructed on top of the solid embankment.

107. Embankment material of sand will be transported mostly via barge along the many canals, and by truck over the small distances between a canal and a construction site in the few locations which barges cannot reach. From the barges sand will be pumped via pipes to the embankment construction sites.

22 108. The slopes each side of the finished road embankment will be at an angle of 30% (gradient 1:2) and be covered by a 1m thick layer of impervious clay material. The road median will be constructed with clayey soil and compacted to prevent water from penetrating into the road surface structure. The median and embankment slopes will be topped with good soil to allow for planting of grasses, shrubs and flowers to protect their surfaces and enhance the road landscape.

109. Drainage culvert construction will be carried out in the dry season as much as possible. For culverts crossing irrigation canals it will be necessary to construct temporary irrigation canals to ensure that irrigation is permanently maintained.

2. Bridges

110. Bridge supports fall into 2 categories: piles and piers. Piles will be constructed by drilling holes for pre-cast piles to be dropped into them. This will be carried out from the banks of canals and small rivers and from barges anchored in them. A similar approach will be taken to construct the piles to support the bridge approach roads for the main bridges across the Hau and Tien rivers. The larger piers will be constructed by drilling holes into the bed of the river, inserting a steel tube, adding steel reinforcing and concrete, and then capping the piles with a heavy reinforced concrete-cap when finished. Again, the work will be carried out from anchored barges. Figure 6 shows the construction stages of abutments and piers on land.

Figure 6: Illustration of the construction stages of abutments and piers on land

23 111. In order to supply the barges with construction materials and components and the work force required, service vessels (ships and boats) will be used as supply vessels and standby vessels (to be available for quick action during an emergency and to keep unwanted ships or boats out of the work-zone. The service vessels will operate from jetties to be built near the bridge sites. The jetties will be connected via construction roads linked to the temporary construction yards (e.g., concrete batching plants, casting yards first-aid facilities and so on).

3. Required Quantities

112. Required quantities are summarized in Table 8.

Table 8: Quantities of Materials (as of 20 Sep 2012) Approximate Material Quantities (000’s m3) Coarse aggregate (includes for concrete and bituminous mixtures) 560 Fine aggregate (includes for concrete and bituminous mixtures) 350 Embankment fill 3,100 Sub-grade fill 330 Sand blanket 500 Cohesive slope (outer layer of clay on embankments to hold sand 340 fill in place) Aggregate basecourse 320 Source: Joint Venture, CMDCP, Draft Final Report, Detailed Design (road) Vol 1, Report, 18 Sep 2012.

4. Sources of Construction Materials (Fill)

113. Embankment fill material will be sourced from local privately owned quarries. Several quarries with material of sufficient quality and quantity for Project works were surveyed. Features of the surveyed quarries are summarized below. Their locations with respect to the CMDCP are shown in Figure 7. However, it must be noted that contractors are responsible to select material sources suitable to meet their needs and are not bound to use the quarries identified below.

Figure 7: Locations of Quarries (blue squares) relative to the Project Site

24 Features of Seven Surveyed Quarries Thoi Thuan Sand Quarry is located in Thoi Thuan commune, Thot Not District, Can Tho Province. It is managed by Nho Ai Cooperative to supply projects in surrounding areas. The sand is fine, of black-grey colour, and can serve the needs of embankment works. The quarry has a high production output of up to 1.7mm3 per year. Hong Ngu Sand Quarry is located in the Tien River in Dong Thap Province, Long Khanh A, B, An Hoa, An Binh, Thuan Long communes of Hong Ngu District, Tan Thanh, An Phong of Thanh Binh District, Ninh Phu Commune of Tam Nong District, My Nuong, Binh Thanh communes of Cao Lanh District, Tan Thuan Dong, Tan Thuan Tay communes of Cao Lanh Town. It is managed by Dong Thap Construction and Material Company to supply Projects in surrounding areas. The sand is fine, of grey-brown colour and good quality (AASHTO sand belongs to Group A3). Production can reach 2mm3 per year. Sand can be transported by waterway (20km) or road (6km). Ba Doi Stone Quarry is located in An Hao and Tan Loi communes, Thin Bienh District, An Giang Province. The Quarry, managed by An Giang Exploitation and Processing Company, has a material volume of 6.6mm3 of biotite granite. Production can reach 300,000m3 per year. Material can be transported by waterway (60km) or road (100km). Co To Rock Quarry is located in the Co To and O Lam communes, Tri Ton District, An Giang Province. Also managed by An Giang Exploitation and Processing Company, the quarry contains some 21.6mm3 of biotite granite. Production can reach 350,000m3 per year. Delivery of materials can be by waterway or 120km by road. Antraco Rock Quarry is located in An Giang Province at Tri Ton. Dong Thap Sand Quarry in Tien River lies within My Xuong commune, Dong Thap Province. The quarry is managed by Dong Thap Construction Material and Construction Assembly Company. Sand can be transported to sites by waterway or road. Soil Quarry: A soil quarry of about 1.5km x 0.5km is situated at the right side of NH-80 at km19+500. Close to NH-80, it is very convenient for material transport by road.

25 IV. EXISTING ENVIRONMENTAL CONDITIONS

A. Physical Environment

1. Climate

114. The Delta lies in the center of the Asian tropical monsoon region (White, 2002), where the climate is greatly influenced by the southwest, wet season monsoon (mid March to mid- October) and the dry season monsoon (mid-October to mid-March).

(1) Rainfall

115. Rainfall data from the Can Tho and Chau Doc weather stations clearly displays the monsoon pattern (Figure 8 and Table 9).

Figure 8: Average monthly rainfall in Can Tho and Chau Doc

Table 9: Average monthly and maximum daily rainfall, Can Tho and Chau Doc Station Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Can Tho-Ave 9 2 8 40 177 218 228 240 261 321 133 38 Monthly Chau Doc -Ave 7 3 18 87 164 112 132 163 160 257 151 40 Monthly Can Tho-Max 70 57 60 126 102 132 128 124 124 135 198 101 Daily Rainfall Chau Doc-Max 42 87 107 124 122 120 96 151 121 172 149 69 Daily Rainfall Source: Circular No 29/2009Tt-BXD dated 14 August 2009 MOC

26 116. Rainfall distribution in the Lower Mekong Basin (LMB) is shown in Figure 9. The Project corridor lies on the edge of the area receiving average annual rainfall 1655-1727mm.

Figure 9: LMB Rainfall (BDP 2006 cited in Deltares, Haskoning and UNESCO IHE, 2009)

(2) Ambient Temperature

117. Ambient temperature varies only slightly over the year. The temperature difference over the dry season is only about 1.5°C to 3°C; during the wet season only about 1°C. The warmest temperatures are usually experienced in April (38°C-40°C); coolest in January (15°C – 17°C). See Table 10.

Table 10: Ambient Temperature in Project Area (°C) Characteristic Can Tho Chau Doc Annual average temperature 27.2 27.3 Monthly highest temperature 28.8 28.5 Monthly lowest temperature 25.7 25.6 Absolute highest temperature 40.0 38.3 Absolute lowest temperature 14.8 17.0 Source: Meteorological stations Can Tho and Chau Doc, 1978-2008, National Technical Standard QCVN 02:2009/BXD on natural condition data used in construction

2. Air Quality

118. Air quality and noise were measured in previous studies at different times and points along the Project alignment in 2007 and 2009. The sampling stations are located in the populated sections of the road project. For air quality, 24-hr and 1-hr sampling were conducted. Air quality data, including the coordinates of the sampling stations, are presented in Appendix 1. The location of sampling stations is shown in Figure 10. The labels of the stations shown in the map are not uniform because station names used in previous studies from which the data was taken from were retained.

27

Figure 10: Air quality and noise sampling stations

119. The ambient air quality data obtained was assessed by SMEC against the IFC EHS ambient air quality guideline and the Viet Nam ambient air quality standard (QCVN 05: 2009/BTNMT). The IFC guidelines and Viet Nam ambient air quality standards are shown in Table 11 and Table 12, respectively.

Table 11: IFC EHS (2007) Ambient Air Quality Guidelines Averaging time, Concentration in µg/m3 Parameters 10min 1hr 24hr Annual PM 10 - - 50 20 SO2 500 - 20 - NO2 - 200 - 40

Table 12: QCVN 05: 2009/BTNMT Averaging time, Concentration in µg/m3 Parameters 1hr 8hr 24hr Annual SO2 350 - 125 50 CO 30,000 10,000 5,000 - NO2 200 - 100 40 O3 180 120 80 - TSP 300 - 200 140 PM10 - - 150 50 Pb - - 1.5 0.5

28 a) Particulate Matter 10 (PM 10)

120. The ambient air at the locations where predominantly agricultural area/ricefields (KK6 & KK7, coordinates: 10°22'9.65"N; 105°34'25.08"E; and 10°18'16.68"N;105°28'28.01"E) are totally good compared to IFC EHS and also QCVN 05: 2009/BTNMT (Table 13).

Table 13: Air quality at the agricultural area (rice fields)

Air Quality N0 Parameter Unit KK6 KK7 guidelines

Particulate Matter 1 µg/m3 24 41 - (MP10)

Total Suspended 2 µg/m3 61 103 300 (1) Particles (TSP)

3 (2) 3 NO2 µg/m 15 21 200

3 (1) 4 SO2 µg/m 11 26 350

5 CO µg/m3 160 340 10.000 (1)

Note: (1): QCVN 05: 2009/BTNMT (2): IFC EHS (2007) Ambient Air Quality guidelines.

121. Only five 24-hr sampling occasions were recorded for PM-10 from previous studies. SMEC, in 2009 did not include PM-10 as a parameter for air quality sampling. Figure 11 shows that all of the 24-hour PM-10 concentrations measured at stations along the project area are below the 150µg/m3 QCVN 05: 2009/BTNMT (formerly TCVN 5937-2005) standard value but none meet the 50 µg/m3 IFC guideline value.

QCVN 05: 2009/BTNMT 0.15mg/m3

IFC EHS 2007 0.05mg/m3

Figure 11: 24 Hr PM10 Concentrations Along Alignment

29 b) Total Suspended Particulate (TSP)

122. Data collected from previous studies were plotted and compared with prevailing Viet Nam standards and IFC guideline values. Data for component 1 is prefixed C1, C2 for component 2 and C3 for component 3. The plot of ambient TSP concentrations Figure 12 shows that the QCVN 05: 2009/BTNMT, 1-hour standard was exceeded at:  Component 1: NH-30 (station A1) and Pham Huu Lau (A2).  Component 2: PR-843 (A7) and Lap Vo NR-80 (A8).  Component 3: Southern Vam Cong Ferry landing (A13) and NH-91 (A14).

123. The stations where high TSP concentrations were observed are located in commercial areas along main thoroughfares and at ferry terminals.

Figure 12: Plot of the TSP concentration (one hour averaging time)

c) Sulfur Dioxide (SO2) and Nitrogen Dioxide (NO2)

124. The SO2 and NO2 concentrations from the TEDI and SMEC sampling activities along the alignment are shown in Figure 13. Data for component 1 is prefixed C1, C2 for component 2 and C3 for component 3.The 1-hour SO2 concentrations at sample stations along the Project corridor ranged from 0.022 mg/m3 to 0.282mg/m3 (all within the 0.350mg/m3 Viet Nam standard QCVN 05: 2009/BTNMT). The highest concentration was at the southern Vam Cong ferry landing (A13 – 0.282mg/m3).

Figure 13: Plot of 1-hr Average SO2 and NO2 Concentrations 30 125. The 1-hour NO2 concentrations at sampling stations along the alignment ranged between 0.034mg/m3 to 0.326mg/m3. At stations A2 (Cao Lanh, 0.326 mg/m3) and A13 (Vam r 3 Cong fer y landing, 0.285 mg/m ), the NO2 concentrations exceeded the Viet Nam standard for ambient air quality and the IFC HSE guideline (0.2mg/m3). Road and ferry traffic density, very high at both stations, is the likely cause of air pollution.

126. The graph shows common areas where air pollutant concentrations (TSP, SO2, NO2) are high – commercial areas and ferry terminals. Where the connecting road will intersect NH- 80 there are numerous small piers in Lap Vo Canal. Rice and construction materials are shipped from this area. Emissions come from vehicles, boats and fugitive dust created during loading and unloading.

127. Although the air quality data from sampling stations along Component 2 is limited, it provided some idea of the possible changes in air quality over time. Three sets of air quality data were collected at different times (2007, June 2009 and October 2009) from the same station, NH80. The data showed a possible increasing trend for TSP concentration (1-hour averaging time). Road and ferry traffic could possibly be causing the current air quality problems near ferry loading docks and the urban strips through which vehicles pass to get to these terminals.

128. The Project would help eliminate the problem from these heavily trafficked areas and also reduce pollutant output in three ways:  The new highway will largely bypass the urban areas  There will be no vehicles parked with engines idling while awaiting ferries  Increased travel speeds will enable improved combustion in vehicle engines.

31 d) Noise and Vibration

(1) Noise

129. For baseline noise level assessment, data from previous studies by SMEC and TEDI were also used. These studies measured noise levels in the same stations used for air quality. The combined data is presented in Appendix 1. The ambient noise level at the locations where predominantly agricultural area/ricefields (A-15 & A-16; coordinates: 10°22'9.65"N; 105°34'25.08"E; and 10°18'16.68"N;105°28'28.01"E) are totally good compered to IFC EHS and also QCVN 05: 2009/BTNMT (Figure 14 and Figure 15):

70

65 QCVN 26:2010/ BTNMT

Noise (dB) Noise 60 IFC Noise Level Guidelines 55

50

45

40

35

30

Time

13:59:16 14:04:16 14:09:16 14:14:16 14:19:16 14:24:16 14:29:16 14:34:16 14:39:16 14:44:16 14:49:16 14:54:16 14:59:16 15:04:16 15:09:16 15:14:16 15:19:16 15:24:16 15:29:16 15:34:16 15:39:16 15:44:16 15:49:16 13:54:16 Figure 14: The ambient noise level at A15

70 QCVN 26:2010/ BTNMT

65 A-16 Noise (dB) Noise

60 IFC Noise Level Guidelines

55

50

45

40

8:03:09 8:06:54 8:10:39 8:14:24 8:18:09 8:21:54 8:25:39 8:29:24 8:33:09 8:36:54 8:40:39 8:44:24 8:48:09 8:51:54 8:55:39 8:59:24 9:03:09 9:06:54 9:10:39 9:14:24 9:18:09 9:21:54 9:25:39 9:29:24 7:59:24 Figure 15: The ambient noise level at A16

A-15

32 130. Noise readings along the Project alignment ranged from 52.9 dB(A) to 73.6 dB(A), which are within the 75 dB(A) standard for mixed use areas during daylight hours (QCVN 26:2010/BTNMT). The greatest noise was at A13 with a noise reading of 73.6 dB(A); the least at A12 with 52.9 dB(A). In general, ambient noise levels along roads at ferry landings or interchanges (e.g., stations A1, A5, A8, A9, A11 and A13) are higher because of traffic activities. At station A4 located in front of the Pham Ngo Lao Primary School, noise level (Leq or equivalent continuous sound pressure level) was measured at 63.7 dB(A) which exceeds the standard of 55 dB(A). The noise measurements taken at points along the Project corridor are compared to the Viet Nam QCVN 26:2010/BTNMT noise standard are as follows (Figure 16):  Special areas (medical establishments, libraries, schools, churches and pagodas: 55 dB(A) from 6 AM to 9 PM; 45 dB(A) from 9 PM to 6 AM  Common areas (apartment buildings, houses, hotels, offices: 70 dB(A) from 6 AM to 9 PM; 55 dB(A) from 9 PM to 6 AM

QCVN 26:2010/ BTNMT for common areas

Figure 16: Noise Measures compared to the Standard

131. The IFC noise guidelines are more stringent than the QCVN 26:2010/BTNMT ambient noise standards for specific types of land use. The IFC noise limit in industrial and commercial areas is 70dB. See Table 14.

Table 14: IFC Noise Level Guidelines

33 (2) Vibration

132. Vibration levels measured in June and September 2009 (by TEDI) are listed in Table 15. They show that vibration due to traffic along the project corridor is well below the 70 dB limit set by TCVN 7210 (2002).

Table 15: Vibration along roads in Project area (TEDI, June and September 2009) No Sta No Location LAeq(dB) Lveq(dB) 1 R1 Intersection with PR849 48.5 35.2 2 R2 Intersection with Lap Vo 55.5 40.0 3 R3 Intersection with NH54 46.2 34.4 4 R4 Intersection with NH91 55.6 45.1 TCVN 7210:2002 (average 6H to 22H) 70

3. Climate Change and the Mekong Delta

133. Among studies conducted to assess climate change and its impact on the Mekong Basin are those by the CSIRO and ADB/World Bank (Vulnerability study of HCMC and four other SE Asian cities). The CSIRO study (Eastham, et al, 2008) used simulations from the 4th Intergovernmental Panel on Climate Change (IPCC), selecting the climate change models that best simulated the historical climate conditions in Mekong Basin catchments. The CSIRO study adopted the difference between the 2nd lowest and 2nd highest values (10th and 90th percentiles) to represent the range of future temperature and precipitation. The study estimated future climatic conditions and the uncertainty of the estimates.

134. The CSIRO study forecasted that by 2030:  Basin temperature would increase by a mean temperature of 0.79°C annual evaporation would increase about 0.03 m on average across the Basin, a change of 2% (uncertainty around this estimate is low).  The most likely annual precipitation increase averaged across the Basin will be ~0.2m (13.5%). Estimates from different climate change models indicate increases ranging from ~0.03m to ~0.36m (there is uncertainty).  Total annual runoff from the Basin is likely to increase by 21% (~107,000mm3). There is uncertainty around this estimate as different models give different results ranging from a decrease of ~41,000mm3 (-8%) to an increase of ~460,000mm3 (+90%). The median runoff projections for 2030 suggest that total Basin runoff will increase in all months of the year, the largest increases from May to September.  There will be an estimated increase in Delta annual runoff from 0.055m to 0.1m, but dry season runoff is expected to decrease slightly (up to 0.006m) in the LMB.  The Delta area flooded is likely to increase by an average of some 3,800km2 per year.  The CSIRO analysis did not assess sea-level rise (SLR), expected to contribute to deeper flood waters over a wider area.

135. The ADB assessed HCMC climate change adaptation based on climate change models for high and low-emission scenarios. Assessments dealing with high-emission scenarios over the period to 2050 found that HCMC climate change vulnerability is associated with:  Rise in temperature: Over the past 50 years, the annual average wet-season temperature increased 2°C. It is expected to continue to rise 1.4°C above the baseline.  Sea-level rise (SLR): Not only is the mean sea-level expected to rise but also storm surges are projected to increases by 0.26m for the high-emission scenario and 0.24m for the low-emission scenario, and increase their inland reach.

34  Total annual rainfall: Total annual rainfall is expected to remain the same but have greater seasonal variation expected to intensify localized flooding. Extreme rainfall events linked to storms are expected to become more common.  Flooded areas: Places with elevations of less than 3 meters above sea level (masl) will be prone to regular flooding by 2050. Land lower than 1m in elevation is expected to be permanently flooded. Without intervention, close to 60% of agricultural land in HCMC is likely to be exposed during projected regular flooding. During drought conditions by 2050, the salinity zone will extend inland as far as Can Gio.

136. Within the CMD and Project area, other factors to be taken into account when predicting future hydrological conditions with climate change focus on the combined effects of SLR, increased runoff, longer periods of annual flood and increased humidity. There is concern that dams in the Mekong Upper Basin are affecting flooding and sedimentation in the LMB but the issue is moot. However, there is no debate on the dynamic nature of Delta geomorphology and that changing water flows affect the growth and stability of the Delta. Nevertheless, hydrological modelling to date shows no evidence that Project bridges will induce significant alterations in river hydrology or hydraulic conditions

137. The CMDCP has considered climate change in the planning and design. The embankment height (road centerline level) has been calculated to accommodate the historic P1% (1 in 100 year) flood event, which varies along the length of the road, plus a nominal climate change allowance of 0.3 m due to by 2050, freeboard allowance according to Viet Nam standards and 0.2 m level difference due to crossfall.

4. Geology

138. The Mekong Delta evolved over a long geologic period, from the Tertiary to the recent Holocene (66.4 million years before present to present). The sedimentary sequence underlying the Delta between the rock basement and the Holocene layer has not been thoroughly studied but the Holocene layer has been extensively studied. It is made up of a succession of sediments influenced by topography, sea level and sediment supply. During the glacial period, when sea level fell as much as 200m below present level, channel erosion created deep channels. But with the melting of the glaciers and the rising of the sea level, the incised channels were filled with sediment. Borehole data from various parts of the Delta indicate sediments up to 45m thick consisting of tidal river sandy silt, muddy tidal flat, estuarine sand and open bay mud facies.

139. Subsequently, during the high stand of sea level (about 6.0 to 4.5 thousand years ago), deposition was dominated by intertidal and mangrove mud facies. In turn, this depositional episode was followed by deposition of deltaic sediments consisting of 15m to 25m thick pro- delta mud facies, delta front sandy silt facies, sub to intertidal flat sandy silt facies and a delta plain. This deposition prevailed around the present distributary channels of the modern Delta and makes up much of the soft soil present in the Project area.

140. Figure 17 (TA Thi Kim Oanh, Nguyen Van Lap, Masaaki Tateishi, Iwao Kobayashi, Yoshiki Saito) shows the geologic cross section that runs between the Hau and Tien rivers from southern part of Dong Thap to the coastline at the South China Sea. The cross section shows the different sedimentary facies and their approximate time of deposition.

35

Figure 17: Geologic Cross Section between Tien and Hau rivers

a) Mekong River Erosion and Sedimentation

141. The Mekong River Delta is made up predominantly of Holocene alluvial sediments deposited initially 8,000 years ago (Tamura et al., 2009, cited in Xue, 2010).

142. It is estimated that the Mekong River delivers about 160m tons of sediment per year to the South China Sea (Xue, 2010). The volume of sediment has allowed the Delta to pro-grade over the last 3,000 years at a rate of approximately 16m/yr around the river mouth and 26m/yr around the tip of Ca Mau Peninsula. Indications of a decline in mean monthly concentration of suspended sediment load have been noted since water quality measurement began in 1985. The observed decline is said to be statistically significant at three stations, two in the upper part of the river (Chiang Saen and Luang Prabang) and one in the Mekong Estuary at Can Tho (Lu and Siew, 2005). According to Pham et al (2004), the effects of sediment starvation is already obvious in the lower reaches of the River, the net effect being apparent in the eroded shorelines of estuarine areas. Lu and Siew (2005) anticipate that erosion will get worse as more dams are built in the Upper Basin.

b) River Bank Erosion in Lower Mekong Basin (LMB)

143. The lower reaches of the Mekong River downstream from Phnom Penh form a braided river system where channels and sandbars form and change location and river-banks agrade and degrade according to river sediment loads, storm events and changes in flow. The system maintains a dynamic rather than a static equilibrium.

36 144. Luu et al (2005) and Miyazawa et al (2008) documented severe bank erosion near the Viet Nam/Cambodia border. Satellite images of Thuong Phuc show river bank retreat of about 1,250m over 6km of river bank from 1966 to 2002, an average rate of retreat of 32.7m/yr, equivalent to about 1mm3 of sediment per year. In Tan Chau the bank erosion rate was estimated at 6m/yr. At Sa Dec bank erosion affects about 10km of river bank to a width of 1,200m, an average rate of bank retreat of 33.3m/yr (Figure 18).

Figure 18: River Bank erosion in Tan Chau from 1970 to 2003 (after Luu et al, 2005)

145. Figure 18 from Luu et al (ibid) shows the historical migration of the river bank in Tan Chau. Erosion prevailed in certain sections of the river bank, deposition in others. The enlargement of the sand bar island east of R2 and R3 is notable. Sediments from bank erosion contribute significantly to sediment loads in the lower reaches of the Mekong River and, in turn contribute to new or existing depositional features further downstream.

146. Erosion and sedimentation at the Vam Cong Bridge site was assessed by the Southern Environmental Center (via interpretation of satellite data, maps and field survey). The study reported that the road along the River in Dong Thap Province over a distance of 2km upstream and 2km downstream of the proposed bridge site appears to have stabilized after a period of erosion. The road along the river in Can Tho City, within a similar 2km stretch upstream and downstream of the bridge site experienced erosion from 1965 to 1992 and deposition from 1992 to 2001 and has stabilized since. The downstream part on the right bank also experienced bank erosion during the same period and then stabilized after an episode of deposition from 2001 to 2004.

37 5. Soils

147. Project corridor soils examined by VESDEC (2009, Appendix 1) are described briefly in Table 16. Samples were taken by auger-drilling 1.2m to 1.5m below ground. Soil at sampling sites varied from light to densely compact heavy loam to clay of fluvial and marine origin. The soil was water logged at all sampling stations and pH ranged from 3.22 to 6.68.

Table 16: Summary Descriptions of Soil Profiles in Project corridor (VESDEC, 2009) Station Soil Description A1-1 Clay from surface to 130cm depth, dark brown varying to grey brown, wet and compact A1-2 Clay from surface to -120cm, colour ranges light brown to yellowish brown to pale greyish brown at depth, wet and compact A2-1 Medium loam in at top layer, varying to heavy loam and clay at -130cm, colour varying from light deep brown to yellowish brown to pale brown at depth, wet and compact A2-2 Medium loam at surface, varying to heavy loam and clay at -138cm, wet and compact, water logged at –5cm to -10cm A2-3 Medium loam at surface, varying to heavy loam and clay at depth (-138cm), wet and compact, water logged at –50cm A3 Clay from surface to -120cm, wet and compact, colour ranges dark to greyish brown, pale brown and blackish grey brown at depth. A4-1 Clay from surface to -120cm, wet & compact, colour ranges dark brown to greyish brown, light yellowish brown and pale brown at depth, water logged at -20cm to -30cm. Terrain slightly sloping. A4-2 Clay from surface to -120cm, wet and compact, colour ranges light brown to greyish brown and light yellowish brown to pale brown at depth, water logged at -50cm. A5 Clay from surface to -150cm, wet and compact, colour ranges dark brown to mottled yellowish brown, to pale brown at depth, water logged at -10cm. A6-1 Medium loam to heavy loam near surface and changing to clay at depth. A6-2 Heavy loam near the surface over clay until -50cm, clay colour ranges yellowish brown to pale and blackish grey brown at depth, wet and compact, water logged at -50cm A6-3 Clay from surface to -150cm, colour ranges blackish grey brown to yellowish brown and greyish brown, wet and compact A6-4 Medium loam near surface to heavy loam at depth, colour ranging from blackish grey brown to greyish brown, wet and compact. A7 Clay from surface to -150cm, colour ranges blackish grey brown to dark grey at depth, wet and compact, water logged at -50cm. A8 Clay from surface to -150cm, colour ranges dark yellowish brown to light greyish brown and pale brown to greyish brown at depth, wet and compact, water logged at -50cm.

148. Acid sulfate soils (ASS) are found in many parts of the Delta, most particularly in its northern areas just north of the Project corridor. ASS have a pH of less than 4. There was serious concern about ASS as their disturbance can cause serious damage to the environment when the acid trapped in the soil lattice becomes released when ASS are dug from the ground. The acid that can reach a pH of 4 or less kills living organisms, animal and plant alike and reduces the productivity of soil. One very recognized agricultural difficulty in the Delta is the reduced flushing of ASS in the dry period. However, fortunately for the CMDCP, a more detailed sampling conducted in 2010 and 2012 show that soils collected from boreholes dug along the alignment to check on geotechnical conditions revealed relatively high soil pH levels (5.7 to 7.21) suggesting only limited acidification in soils along the road alignment. This means not only that the likely environmental impacts from removal of topsoil during site preparation will be somewhat less than anticipated before the geotechnical samples were taken but also that the structural integrity of reinforced concrete will not be a concern for the Project itself. Results for the geotechnical boreholes are shown in Table 17, the locations of the boreholes are in Figure 19.

38 Table 17: Soil pH at 20 Geotechnical Boreholes (Dec 2010 and Mar 2012) No. Borehole Reference pH Component 1 DC-P3 6.95 1 2 LS-P1 6.99 1 3 KB-A1 7.13 1 4 TTH-P8 7.04 1 5 RM-A2 7.21 1 6 ML-P1 5.93 2 7 KĐS-P1 6.09 2 8 RXM-P1 5.96 2 9 RTB-P1 5.84 2 10 RXN-P1 5.70 2 11 K2-9-P1 6.22 2 12 RV-P1 6.14 2 13 CLV-P1 5.86 2 14 RLV-A1 6.88 2 15 KR-A2 7.06 2 16 ROH-A2 7.13 2 17 RXC-A1 7.09 2 18 R1-A1 7.07 3 19 R2-A1 7.10 3 20 RNC-A2 6.95 3 Source: DDIS 2012

COMPONENT 1: CAO LANH BRIDE DC_P3 & APPROACH KB_A1 TTH_P8 LS_P1

RM_A2

COMPONENT 2: CONNECTING ROAD BETWEEN CAO LANH & VAM CONG BRIDGES

TIEN RIVER ML_P1

RXM_P1 R.XN_P1 R.TB_P1 END POINT OF COMPONENT 1 RV_P1 KÐS_P1 END POINT OF COMPONENT 2 R.XN_P1 R.LV_A1 C.LV_P1

KR_A2 LAPVO INTER RXC_A1

K.OH_A2 R1_A1

HAU RIVER R.NC_A2 R2_A1

COMPONENT 3: VAM CONG BRIDGE & APPROACH

Figure 19: Soil pH at 20 Geotechnical Boreholes

39 6. Surface Water Resources

a) Mekong River

149. The Mekong River, the longest in SE Asia (4,200km) originates in Tibet, flows through China, Myanmar, Thailand, Laos, Cambodia and Viet Nam and discharges to the South China Sea and . The lowest segment of the Mekong is known as the Cuu Long Delta, some 36,200km2 in area in Viet Nam where the average density of rivers, canals, and waterways is about 4km/km2. The estimated water volume of the River is over 500km3 annually.

150. The Mekong River splits near the Cambodia/Viet Nam border into two branches, the Tien River (also called Mekong) and the Hau River (also called Bassac). The volume of water that flows into each branch is influenced by tides and the volume of water arriving from upstream. The influence of tides is recognizable as far inland as Chau Doc near the Viet Nam border with Cambodia. At the border 75%-80% of Mekong water flows through the Tien River, 20%-25% through the Hau River, depending on the season (volume of water in the system) the River continues to bifurcate downstream, eventually reaching the sea via nine estuaries.

151. The hydrologic regime of the River has two distinct seasons, the flood and the dry season. The flood season prevails 5-6 months July to November, the peak in September- November. The flood-season flow volume accounts for 70%-85% of total annual flow. The dry season lasts 7-months, the lowest flow February-April. Dry season flow makes up about 15%- 30% of the total annual flow. Figure 20 illustrates Mekong flow volumes and river depth at Tan Chau.

HYDROGRAPH OF MEKONG RIVER AT NEAK LUONG WATER SURFACE ELEVATION AT TAN CHAU GAUSS GAUSS STATION IN 2000 (UPSTREAM of TAN CHAU) STATION IN 2000

Figure 20: Hydrologic characteristics of the Mekong River (from Luu et al. 2004)

b) Hau River and Tien River at the Bridge Sites

152. The Hau River at the Vam Cong Bridge site is little more than 1km wide and 12.7m to 18.7m deep. The Tien River at the Cao Lanh bridge site is 1.8km wide but only 10m-12m deep.

c) Tidal influences

153. Streams and canals in the CMD are influenced mostly by the tides of the South China Sea and less by the tides in the Gulf of Thailand. The tidal effects from the South China Sea propagate over much of the Delta through the main and farm canal systems (farmers using the tidal fluctuations to drain and flood their lands). During the dry season tidal influence on the Hau River extends inland as far as Chau Doc. During the wet season the immense volume of fresh 40 water pushes the salt water interface seawards (allowing for planting for about six months). Prolonged flooding may occur when the annual river flooding coincides with a spring tide (White, 2000). Discussed elsewhere in this report, CMDCP bridges are not expected to significantly impact seasonal or tidal effects.

d) Flood Characteristics

154. Flood amplitudes of 3.5m - 4.0m occur near the border with Cambodia. At Chau Doc and Tan Chau, river-water rises by 20cm-30cm per day and flows at 1.5kmph-2.0kmph. There are generally two peaks of flood during the year, one in August, the second during September/October

155. The inundation zone of the Mekong River is divided into four areas, the:  Long Xuyen Quadrangle  Western areas of the Hau or  Plain of Reeds (Dong Thap Muoi)  Areas between the Hau and Tien rivers.

156. It is estimated that during high flood 40,000m3/sec-45,000m3/sec of flood water crosses the border from Cambodia into the Delta; 80% flows in the main rivers and 20% flows overland. Part of the flood water in the Long Xuyen Quadrangle flows into the Gulf of Thailand through canals draining through Rach Gia.

157. As flood levels are higher in the Tien (Mekong) River, floodwater flows from the Mekong to the Hau (Bassac) River through canals and rivers (e.g., at Vam Nao).

158. Serious floods occurred in the Delta in 1961, 1966, 1978, 1991, 1994 1996, 2000 and 2002. Severe flooding usually occurs during the flood-season when strong rain coincides with spring tide. The historical flood of 2000 was the worst in 75 years. It:  Caused total damages of about VND 4,000 Billion  Affected more than 2.3m ha of land (including the loss of 55,519ha of fall-summer paddy and the third harvest, and about 93,265ha of other croplands planted to fruits and industrial tree plantations)  Submerged 1,273km of the national inter-provincial road and 9,737km of inter- commune, inter-town roads  Damaged 1,470km of dike and revetment.

159. The three major floods had the following elevations (TEDI):  1978: 2.50m  2000: 2.48m  2002: 2.39m.

160. Flood-water depths for 2000 are shown on Figure 21. Note that water in the Project corridor was 1m-2m deep. However, apart from its destructive effects, flooding is part of the natural geomorphologic process that drives the dynamic evolution of the Mekong Delta and replenishes the fertile alluvium vital its agricultural productivity. The floods also flush-out acidic water produced by the leaching of the acid sulfate soils that occur over much of the CMD.

41

Figure 21: Delta Flooding in 2000

Source: VNMC, 2007, cited in Deltares, Haskoning and UNESCO 2010

161. Correlations between runoff and total precipitation at eight upstream stations and a downstream station showed significant change after the impoundment of the Manwan Dam. Suspended sediment concentration decreased and downstream erosive power increased. Maximum and minimum water levels showed abrupt drops at the end of 1994 when the dam was completed (Zhou, 2004). He predicted that the reduced water-level gradient between the river and the sea will inevitably weaken the alongshore sediment transport dominated by the southwest-ward coastal current and, thus, enhance coastal erosion along the east coast of the Delta. Figure 22 shows the change in water levels at Can Tho.

Figure 22: Daily maximum and minimum water level at Can Tho

e) River-based Activities

162. The activities on the two rivers differ slightly. The Hau (Bassac) is the main navigation channel particularly for ocean-going ships. The port at Can Tho can serve ships of up to 20,000 tons displacement and has many industrial activities located along its banks. The Tien (Mekong) is also used for navigation but less so than the Hau and lacks a port to serve ocean-going freighters and has far less industry along its shores. Both rivers support aquaculture in the shallows close to the banks and both bring the nutrient rich fine sediment during the annual floods that cover the land. 42 7. Surface Water Quality

163. Water is classified according to its intended use. Based on this, Viet Nam categorizes its water bodies into four classes: A1 - suitable for water supply and other uses (A2, B1, B2); A2 – after treatment suitable for water supply (and for B1 and B2 uses); B1 – suitable for irrigation and other uses requiring water of similar quality (and for B2 uses); B2 – Low quality water suitable for navigation and other uses requiring low quality water. Permissible limits for various water quality parameters have been set for each class in QCVN 08-2008. Results of surface water quality sampling conducted by VESDEC/SMEC in 2009 are presented in Table 18. The location of sampling stations are as follows: Component 1: NM1 - Chung Temple (canal) Lat. 10.4609 Long. 105.6411 NM2 - Linh Son (canal) Lat. 10.4512 Long. 105.6376 NM3 - Cao Lanh 1 (Tien River) Lat. 10.4098 Long. 105.6485 NM4 - Cao Lanh 2 (Tien River) Lat. 10.4158 Long. 105.6514 NM5 - Cao Lanh 3 (Tien River) Lat. 10.4159 Long. 105.6497 NM6 - Cao Lanh 4 (Tien River) Lat. 10.4159 Long. 105.6514 NM7 - Cao Lanh 5 (Tien River) Lat. 10.4082 Long. 105.6547 NM8 - Cao Lanh 6 (Tien River) Lat. 10.4090 Long. 105.6501 NM9 - Cao Lanh 7 (Tien River) Lat. 10.4094 Long. 105.6467 Component 2: NM10 - Ong Hai Canal Lat. 10.3897 Long. 105.6430 NM11 - Thay Lam Canal Lat. 10.3897 Long. 105.6351 NM12 - Moi Canal Lat. 10.3755 Long. 105.6285 NM13 - Nga Nam Canal Lat. 10.3845 Long. 105.6246 NM14 - Dat Set Canal Lat. 10.3828 Long. 105.6094 NM15 - Xang Tu Chieu Canal Lat. 10.3736 Long. 105.5880 NM16 - Bau Hut Canal Lat. 10.3685 Long. 105.5727 Component 3: NM17 - Canal 10 Lat. 10.3482 Long. 105.5761 NM18 - Lap Vo Canal 3 Lat. 10.3625 Long. 105.5261 NM19 - Cai Dau Canal 2 Lat. 10.3604 Long. 105.5185 NM20 - Cai Dau Arroyo Lat. 10.3207 Long. 105.6411 NM21 - Vam Cong 1 (Hau River) Lat. 10.3340 Long. 105.4851 NM22 - Vam Cong 2 (Hau River) Lat. 10.3199 Long. 105.4856 NM23 - Vam Cong 3 (Hau River) Lat. 10.3092 Long. 105.4851 NM24 - Vam Cong 4 (Hau River) Lat. 10.3092 Long. 105.5133 NM25 - Vam Cong 5 (Hau River) Lat. 10.3189 Long. 105.5087 NM26 - Vam Cong 6 (Hau River) Lat. 10.3221 Long. 105.5051 NM27 - Vam Cong 7 (Hau River) Lat. 10.3141 Long. 105.5013 NM28 - Cai Dung Canal Lat. 10.3418 Long. 105.4728 NM29 - Cai Sao Canal Lat. 10.3458 Long. 105.4692 NM30 - Ranh Canal Lat. 10.4488 Long. 105.3791

43 Table 18: Surface water quality sampling results (VESDEC/SMEC 2009)

Fecal Total Conducti- N- N-NH4 Oil & coliform coliform Station Temp pH vity COD BOD TDS SS PO4 NO3 mg/l Total N Total P Cl Cr Fe Cu Pb Hg Cd Grease MPN/ MPN/ Number oC us/cm mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l 100 ml 100ml Component 1 NM1 31 6.62 80 11 5 72 51 0.26 0.2 ND 0.88 0.3 9.94 ND 0.23 ND 0.0013 ND ND 0.39 23 no data NM2 31 6.98 100 13 5 98 74 0.3 0.2 ND 0.88 0.21 9.94 ND 0.14 ND ND ND ND 0.22 4 93 NM3 29.4 6.49 130 8 4 104 95 0.35 0.23 ND 0.88 0.18 8.88 ND 0.66 ND ND ND ND 0.08 23 240 NM4 30.2 6.25 80 16 6 128 104 0.3 0.15 ND 0.88 0.16 8.88 ND 0.13 ND ND ND ND 0.17 9 240 NM5 30.7 6.38 80 8 3 90 77 0.25 0.13 ND 1.75 0.18 10.65 ND 0.14 ND ND ND ND 0.25 15 150 NM6 30.6 6.39 110 13 6 96 95 0.26 0.06 ND 0.88 0.22 8.52 ND 0.13 ND ND ND ND 0.39 23 93 NM7 30.2 6.46 130 16 6 72 46 0.37 0.09 ND 0.88 0.27 8.88 ND 0.17 ND ND ND ND 0.17 15 23 NM8 30.2 6.53 130 5 2 116 206 0.37 0.1 ND 1.75 0.34 8.52 ND 0.16 ND 0.0028 ND ND 0.26 23 240 NM9 30.2 6.52 80 13 5 84 80 0.4 0.55 ND 0.88 0.33 10.65 ND 0.087 ND 0.0011 ND ND 0.34 15 93 Component 2 NM10 29.2 6.48 110 5 2 90 60 0.31 0.24 ND 0.88 0.38 9.94 ND 0.1 ND ND ND ND 0.06 240 1100 NM11 29.1 6.95 80 21 9 88 96 0.31 0.1 ND 0.88 0.15 9.94 ND 0.09 ND ND ND ND ND 210 15,000 NM12 29.6 6.96 80 8 3 84 71 0.24 0.1 ND 0.88 0.11 9.23 ND 0.12 ND ND ND ND 0.03 9 150 NM13 29.8 6.98 120 5 2 70 61 0.2 0.08 ND 1.75 0.08 10.65 ND 0.16 ND 0.0022 ND ND 0.08 23 120 NM14 29.5 6.99 110 8 3 72 85 0.4 0.16 ND 0.88 0.47 10.65 ND 0.086 ND ND ND ND 0.06 240 1,100 NM15 30 6.99 100 13 5 70 71 0.29 0.13 ND 0.88 0.26 11.36 ND 0.18 ND ND ND ND 0.29 93 210 NM16 30.1 6.99 120 11 4 74 46 0.31 0.14 ND 1.75 0.3 10.65 ND 0.087 ND ND ND ND 0.31 23 75 Component 3 NM17 31.6 6.98 90 13 4 78 32 0.55 0.36 ND 0.88 0.45 10.65 ND 0.081 ND ND ND ND 0.09 7 43 NM18 30.1 6.98 90 13 5 72 66 0.7 0.13 ND 0.88 0.43 10.65 ND 0.087 ND ND ND ND ND 9 150 NM19 30.9 6.97 90 11 5 112 91 0.34 0.23 ND 0.88 0.29 12.43 ND 0.081 ND 0.0011 ND ND 0.09 20 1,100 NM20 31.3 6.98 120 11 5 108 74 0.31 0.12 ND 1.75 0.31 12.78 ND 0.21 ND ND ND ND 0.36 15 93 NM21 31.1 6.98 160 8 3 62 60 0.26 0.13 ND 0.88 0.19 12.07 ND 0.075 ND ND ND ND 0.22 11 1100

44 Fecal Total Conducti- N- N-NH4 Oil & coliform coliform Station Temp pH vity COD BOD TDS SS PO4 NO3 mg/l Total N Total P Cl Cr Fe Cu Pb Hg Cd Grease MPN/ MPN/ Number oC us/cm mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l 100 ml 100ml NM22 30 6.97 110 8 3 60 60 0.15 0.08 ND 0.88 0.33 8.88 ND 0.14 ND ND ND ND 0.07 43 21 NM23 30.6 6.92 110 5 2 58 57 0.21 0.07 ND 1.75 0.16 8.88 ND 0.17 ND ND ND ND 0.09 23 93 NM24 30.7 6.94 80 11 4 92 58 0.3 0.06 ND 1.75 0.23 10.65 ND 0.13 ND 0.0014 ND ND 0.21 43 150 NM25 31.1 6.78 100 11 5 96 78 0.41 0.15 ND 1.75 0.34 7.81 ND 0.13 ND 0.002 ND ND 0.08 23 43 NM26 31.5 6.85 120 11 5 98 82 0.21 0.23 ND 0.88 0.13 8.88 ND 0.16 ND ND ND ND 0.36 43 240 NM27 21 6.81 120 8 4 80 63 0.51 0.19 ND 0.88 0.81 10.65 ND 0.18 ND 0.0015 ND ND 0.24 23 93 NM28 30.6 6.99 80 5 2 84 56 0.21 0.19 ND 0.88 0.14 9.94 ND 0.074 ND ND ND ND 0.26 <3 75 NM29 30.5 6.97 90 5 2 58 43 0.23 0.05 ND 1.75 0.15 8.88 ND 0.075 ND ND ND ND 0.35 <3 43

NM30 29.6 6.91 180 8 3 62 66 0.35 0.19 ND 1.75 23 8.88 ND 0.084 ND ND ND ND 0.08 210 21,000 Conducti- Fecal Total pH vity COD BOD TDS TSS PO4 NO3 NH4+ Total N Total P Cl Cr Fe Cu Pb Hg Cd O &G coliform Coliform 6 - A1 8.5 - 10 4 20 - - 0.1 - - 250 0.5 0.1 0.02 0.001 0.005 0.01 - 2,500 6 - QCVN A2 8.5 - 15 6 30 - - 0.2 - - 400 1 0.2 0.02 0.001 0.005 0.02 - 5,000 08-2008 5.5- B1 9.0 - 30 15 50 - - 0.5 - - 600 1.5 0.5 0.05 0.001 0.01 0.1 - 7,500 5.5- B2 9.0 - 50 25 100 - - 1 - - - 2 1 0.05 0.002 0.01 0.3 - 10,000

45 164. Among the surface water quality parameters tested are: organic pollution, coliform bacteria, nutrient pollution, heavy metals, oil and grease. Samples were collected from surface water bodies within the Project corridor such as those close to the river banks of the Tien and Hau rivers near the sites for the Vam Cong and Cao Lanh bridges as well as canals along components 1, 2 and 3. Sampling station locations are shown on Figure 23.

Figure 23: Location of Surface Water Sampling Stations

46 a) Tien and Hau Rivers

165. Under the CMDCP, Tien River will be spanned by the proposed Cao Lanh Bridge (component one). As shown in Table 17, the pH values obtained from seven stations in Tien River indicate that water is slightly acidic with pH values ranging from 6.25 to 6.53. There is no indication of salt water intrusion based on low electrical conductivity and low concentration of total dissolved solids (TDS). The monitoring data of the Mekong River Commission (MRC) from its station in My Thuan has also not detected increase in conductivity (Hart et al., 2001). The VESDEC/SMEC 2009 sampling results also indicated low nitrate and phosphate concentrations in the water. Heavy metals were either not detected or measured below QCVN limits in all seven stations. Most of the parameters tested for Tien River complied with the standards for water usage (QCVN 08-2008) class A2, except for oil and grease and total suspended solids. Total coliform levels are below class A1.

166. The proposed Vam Cong Bridge will be constructed across Hau River. The result of the analysis of water samples collected from Hau River in the vicinity of the Vam Cong Bridge crossing indicates pollution from possibly domestic sources, predominantly organic pollutants. Indicators are the high concentrations of total coliform and fecal coliform, high COD and BOD levels and the presence of oil and grease. The high level of suspended sediments (SS) is probably background or natural condition. Similar to Tien River, MRC’s monitoring data from Can Tho station do not indicate sea water intrusion. Both rivers have high, natural TSS loads commensurate with the sediment loads they carry.

b) Canals

167. Most water samples from canals along Components 1, 2 and 3 had almost neutral pH indicating that there may be only limited presence of acid-sulfate soils (ASS) within their vicinity. This partial conclusion was corroborated by the pH readings at 20 borehole sites along the alignment (see Table 17 and Figure 19). There was also very low organic pollution (indicated by low COD and BOD concentrations) but, as expected, TSS was relatively high (46mg/l - 96mg/l). Oil and grease levels are generally below class B2 limit. Heavy metals were mostly below detection limits and, where detected, are very low compared to the standards.

c) Surface Water Acidification

168. One of the main water quality concerns in the Delta is acidification early in the wet season (May to August) when acidic leachate is carried in the run-off. The absence of sufficient run-off to dilute the acid causes many water bodies to become acidic (pH < 5). Interestingly, the Project corridor is outside the areas most affected by acidification. This was corroborated by the results of pH testing at a number of points where boreholes were drilled in order to test surface and sub-surface load-bearing characteristics of the ground (see Table 17 and Figure 19). The apparent relative pH neutrality of the soils is one factor why agriculture and freshwater aquaculture thrive well in this part of the Delta (through which the CMDCP is to pass).

8. Groundwater Resources and Quality

a) Hydrogeology

169. Groundwater resources located beneath the CMD consist of a series of aquifers ranging in age from the Upper Miocene to the Holocene. The geologic cross-section in Figure 24 (after Ghassemi and Brennan, 2000, cited in White 2002) shows four confined aquifers beneath the Delta. The Upper-Middle Pleistocene, coarse to fine sand aquifer (qp2-3) covers large areas in the northern and southern parts of the Delta; TSS is less than 1000mg/L. Below this aquifer, the 47 Lower Pleistocene gravel to sand aquifer (qb1) has better quality and supplies water to 60% of the Delta, however, excessive pumping has lowered the piezometric surface (ibid).

Figure 24: Hydrogeologic cross section along Bassac (Hau) River

170. The tapped aquifer near An Binh, Dong Thap Province, seems to be the Upper to Middle Pleistocene aquifer judging from the depth of the wells. Figure 25 shows the borehole data of one well in An Binh. Given the depth of the aquifers and the presence of a thick layer of clay over and trapping them, plus the high organic content of the soil, there is very low risk of Project activities contaminating groundwater.

Figure 25: Borehole Log of An Binh (after Nuber et al, 2004)

b) Groundwater Quality

171. Groundwater samples were taken at 14 sample stations (see Figure 26) Component 1: Five wells were sampled. All failed Viet Nam standard QCVN 09: 2008 by exceeding the limit for manganese (limit 0.05mg/l). One sample exceeded the limit for arsenic (0.05mg/l). Four samples exceeded the limit for total coliforms and one

48 sample also exceeded the limit for fecal coliforms. Component 2: Five wells were sampled. Well-water pH values ranged from slightly acidic to slightly basic. Four wells tapped groundwater 320m-350m below grade. Water in these wells complied with Viet Nam standards for groundwater. Water in the other relatively shallow well (drilled to 110m below grade) did not meet the Viet Nam standards for groundwater because it exceeded standards for hardness and iron. Component 3: Four wells were sampled. All complied with the Viet Nam standards.

Figure 26: Location of Groundwater Sampling Stations

9. Flora and Fauna

172. The Asian Regional Center for Biodiversity Conservation lists 386 species and subspecies of birds in the Delta, including 92 waterfowl and several raptor and kingfisher species. The Delta is particularly important for large populations of cormorants, herons, egrets, storks and ibis which nest in large colonies in mangrove and melaleuca forests, the Delta wetlands playing a critical role as staging posts in the flyways for migratory birds. Fortunately none of these important wildlife areas are near the Project corridor.

173. Tram Chim National Park, located in Dong Thap Muoi, is a very important conservation area more than 25km north of the CMDCP corridor. The Park contains one of the last remnants of the Plain of Reeds wetland which previously covered some 700,000ha of Dong Thap, Long An and Tien Giang provinces (Buckton et al, 1999) and is known for the existence of a number of species of wild rice. The Park will not be affected by the Project.

49 174. There is a small privately maintained bird sanctuary (Bang Lang Bird Sanctuary) on 2.5ha of privately dedicated land in Thoi Thuan commune, Thot Not District referred to by Buckton and Safford (2004). The site, about 3km from the end of Component 3, is located close to the Hau River. Migrating birds and resident populations of egrets, cormorants and other species have been reported at the sanctuary. Noise from construction and road operations will have attenuated to below 60 dB(A) and be lower than local background noise by the time it reaches the sanctuary. The sanctuary will not be affected by the Project.

175. The CMDCP is not expected to have any impact on biodiversity conservation areas or important flora and fauna in the Central Delta or the Delta as a whole.

176. Site investigations by VESDEC (2009) found a number of invasive plant species in the Project corridor and very little indigenous vegetation. Names of some of the dominant, non-rice vegetation species are listed in Table 19; dominant vegetation and land uses at 16 observation points are summarized in Table 20. Locations of observation points are shown in Figure 27.

Table 19: Common Flora within Project Corridor Scientific Name Common Names Uses and Status Eleocharis. dulcis Water chestnut or củ năng Food Panicum. Repens Torpedo grass Perennial grass used as pasture grass in Viet Nam C. dactylon Bermuda grass or co'ông Turf grass, an alien invasive species Ischaemum Wrinkle duck beak Animal feed rugosum Iscahemum Batiki blue grass or mom an Weed but also used as pasture and indicum lawn grass

Table 20: Dominant Vegetation and Land Uses along Project Corridor Station Natural Vegetation Cultivated Vegetation

I. indicum is present at all stations. A1-1 E. dulcis - P. repens Panicum repens, C. dactylon Rice A1-2 E. dulcis - P. repens – C. dactylon and Ischaemum rugosum Rice A2-1 Ageratum conyzoides common weed, L and Ischaemum rugosum Fruit tree orchard, mango, apple A2-2 E. dulcis - P. repens – C. dactylon, Ischaemum rugosum, and Fruit trees mango Ageratum conyzoides L. A2-3 E. dulcis - P. repens – C. dactylon and Ischaemum rugosum Fruit trees: mango, jackfruit, longan, banana, etc. A3 E. dulcis - P. repens – C. dactylon, Ischaemum rugosum and rice Rice 2x/yr grass A4-1 E. dulcis - P. repens – C. dactylon and Ischaemum rugosum Rice Crops 3x/yr A4-2 E. dulcis - P. repens – C. dactylon and Ischaemum rugosum Rice crops 3x/yr A5 E. dulcis - P. repens – C. dactylon and Ischaemum rugosum. Rice crops 2x/yr A6-1 E. dulcis - P. repens – C. dactylon and Ischaemum rugosum Barren, brick production lots A6-2 E. dulcis - P. repens – C. dactylon and Ischaemum rugosum Barren land/uncultivated A6-3 E. dulcis - P. repens – C. dactylon and Ischaemum rugosum Rice 2 x/yr A6-4 E. dulcis - P. repens – C. dactylon and Ischaemum rugosum. Shrubs & small woody trees A-7 E. dulcis - P. repens – C. dactylon and Ischaemum rugosum Rice 2 x/yr A8 E. dulcis - P. repens – C. dactylon and Ischaemum rugosum Rice 2 x/yr A9 E. dulcis - P. repens – C. dactylon and Ischaemum rugosum Same

50

Figure 27: Locations of Vegetation and Land Use Observation Points

177. The Asian Regional Center for Biodiversity Conservation lists over 200 species of commercial fish, shellfish (mussels and clams), prawns and shrimps (notably Macrobrachium rosenbergii and Penaeus monodon) in the Delta, an important sources of fish supply (Pantulu, 1986b). The CMDCP is situated in the midst of the most important aquaculture area in Viet Nam: An Giang, Dong Thap, Can Tho and Vinh Long provinces (Nguyen Thanh Phuong and Dang Thi Hoang Oanh, 2010), see in Figure 28.

Figure 28: Freshwater aquaculture in Mekong Delta (Inset: striped catfish)

51 178. Mekong river fish have been classified according to their life cycles (Welcomme, 1985). There are two groups, black fish and white fish.

179. Black fish include the snakeheads (Channa spp.), gouramis (Trichogaster spp.) and catfish (Clariidae). They migrate short distances between the flooded areas during the wet season and the deeper permanent water bodies in or near the floodplain during the dry season. These fish are adapted to adverse environmental conditions often prevailing on the floodplain (e.g., low dissolved oxygen). During the wet season they return to the floodplain for feeding and spawning. The Channidae are economically important in aquaculture.

180. White fish migrate long distances from the floodplain to the deeper and upstream parts of the Mekong River system during the dry season. After spawning during the wet season they migrate back to the floodplain for feeding. Among well-known Mekong white fish species are the river catfish (Pangasianodon hypophthalmus), the giant Mekong catfish (Pangasianodon gigas, an endemic species with individuals exceeding 300kg), and the beautiful giant carp (Catlocarpio siamensis, which can exceed 100kg), Hogan, Ngor and van Zalinge (2001); Mattson et al, (2002). The giant Mekong catfish is the only endangered fish species listed in Appendix 1 of the International Convention of Migratory Species.

10. Terrain and Land Use

181. The CMDCP will traverse the region of the Mekong Delta where elevation is generally less than one meter above sea level. The general area is transected by a dense network of canals and the main distributaries of the Mekong River, the Tien River and the Hau River. The project will pass the Provinces of Dong Thap, Can Tho and An Giang cutting through the two main rivers of Hau and Tien. The main land use along the corridor is agricultural with aquaculture and strips of built up areas disposed parallel to the main roads and canals.

182. The CMDCP alignment will cross land mostly in agricultural and semi-urban uses. The area is one the most important agricultural and fish-farming areas of Viet Nam. Large quantities of rice, various vegetables, fruit, coconuts and catfish are produced.

183. Agriculture is the prominent land use, accounting for 63% to 81% of provincial land area, as shown in Table 21. Forest, special use and homesteads occupy the rest of the land. Land along the alignment is used predominantly for agriculture with small patches near rivers, canals and roads in aqua-cultural, commercial and residential uses.

Table 21: Land Use by Project Province: Jan 2007 (ha ‘000s) Province Agriculture Forest Special Uses Homestead Total Can Tho 113.7 0.2 10.8 6.1 140.2 Dong Thap 260 15 194 13.8 337.6 Mekong Delta 2567.3 349 224.9 109.3 4,060

52

B. Socio-Economic Profile

1. Population and Community

184. The Mekong Delta is home to 20% of Viet Nam’s population. Of the 2009 Delta population almost 17% resided in the CMDCP provinces of Dong Thap and Can Tho. Population density in Project provinces is significantly higher than the average density for the Delta and more than twice that for the country as a whole. However, the population growth rate in CMDCP provinces is very low (see Table 22 and Figure 29).

Table 22: Population, Land Area and Population Density of Host Provinces Place 2009 Population Land Area in km2 People per km2

Dong Thap 1,667,700 3375.4 494 Can Tho 1,189,600 1401.6 849 Total above 2,857,300 4777 598 Delta 17,213,400 40518.5 425 Country 86,024,600 331051.4 260 % Delta Pop 16.60% Note: CMDCP host provinces

Figure 29: Population of the CMDCP Host Provinces

2. Industry and Employment

185. Table 23 summarizes agriculture, aquaculture and industry output in the three Project host provinces over the period 2000-2007 (General Statistics Office).

186. The Delta is the main agricultural area of Viet Nam; output focuses on rice production and aquaculture. Data show increasing cereal production 1995-2008. Among the three CMDCP provinces, An Giang produced more fish and cereals than the other two and had the highest agricultural productivity among all Delta provinces.

187. Commercial species in the Delta include the pangasiid catfish and black tiger shrimp

53 (Penaeus monodon). Catfish farming has been practiced since the early 1960’s. Among cultured catfish species are the Mekong catfish (Pangasius bocourti) and striped catfish (Pangasianodon hypophthalmus), locally referred to as basa and tra, respectively (Nguyen Thanh Phuong and Dang Thi Hoang Oanh, 2010). Most catfish production is exported. Production in 2007 reached 1.2m tons, worth US $1B, and exported to some 80 countries (Nguyen Thanh Phuong and Dang Thi Hoang Oanh, 2010). The striped catfish culture industry in the Delta has triggered the development of associated and supportive industries. It provides employment to some 150,000 rural people, mostly women.

188. Some 79,750ha of an estimated potential 209,670ha of rice fields were under rice-fish culture in 2002. Trenches occupying 10%-15% of the paddy are dug around their sides and seeded with fish such as silver barb, common carp, silver carp, tilapia, Indian carp, climbing perch, and snakeskin gourami. Culture takes 2-3 successive rice crops and produces an average annual output of about 0.37 tonnes/ha (MRC, 2002).

189. Can Tho had the highest industrial output followed by Kien Giang, however, skill levels are low and may be constraining industrial development. The proportion of unskilled labour in the Delta workforce at 82.25% compares to 74.6% for the country as a whole.

190. Examples of successful active industries in the Project area include:  Tran Quoc Toan industrial park (Cao Lanh): Land area 150ha; there are small docks, stock yards and other support facilities. Industries include processing of agricultural and aquacultural products, and manufacture of household appliances and electronics products.  Song Hau industrial park (Phong Hoa- Dinh Hoa): Land area 500ha; this is a new industrial park oriented towards export processing and high technology.  Industrial and Handicraft complexes (similar operations located at canal banks in the area).

Table 23: Industry and Employment in the Project Corridor (2000-2007) Agriculture Output (VND Billions) Project Area 2000 2001 2002 2003 2004 2005 2006 2007 Dong Thap 3,837 3,983 4,415 4,620 4,976 5,358 5,562 5,720 Can Tho 2,212 2,275 2,537 2,538 2,624 2,687 2,595 2,539 An Giang 5,118 4,977 5,606 5,977 6,286 6,449 6,231 6,465 Cuu Long Delta 40,625 39,588 44,269 44,668 45,763 47,770 47,910 48,755 Viet Nam 112,112 114,990 122,150 127,651 132,888 137,112 142,711 146,811 Aquaculture Output (VND Billions) Project Area 2000 2001 2002 2003 2004 2005 2006 2007 Dong Thap 485 502 536 522 654 1,050 1,433 1,942 Can Tho 157 178 233 334 534 728 940 1,203 An Giang 1,284 1,357 1,446 1,536 1,619 1,786 1,819 2,423 Cuu Long Delta 13,139 15,785 17,055 19,029 21,875 25,424 27,828 31,691 Viet Nam 21,777 25,360 27,600 30,602 34,439 38,727 42,036 46,663 Industrial Output (VND Billions) Project Area 2000 2001 2002 2003 2004 2005 2006 2007 Dong Thap 999 1,136 1,285 1,412 1,639 2,005 2,539 3,093 Can Tho 2,903 3,584 4,08 4,538 5,452 6,739 8,153 10,062 An Giang 1,311 1,489 1,698 1,670 1,883 2,095 2,498 3,005 Cuu Long Delta 18,481 21,677 25,116 28,019 32,324 37,400 44,311 52,731 Viet Nam 198,326 227,342 261,092 305,080 355,624 416,613 487,256 570,771 54 191. TEDI conducted a survey among households in 5 project communes in 2009. Annual household income by source is presented in Table 24. Most people worked in Agriculture or trading activities. Employment statistics by project district are summarized in Table 25. The data on annual household income by source corroborates the results from the TEDI household survey. Most people derive income from agricultural and trade.

Table 24: Average Annual Household Income by Source (VND million) Light Support by Casual Commune Agriculture Wage Trade Industry Relatives Welfare Labour Other Tinh Thoi 35 60 38 27 17 4 27 22 An Binh 34 48 63 6 25 4 34 39 Dinh An 25 28 23 11 13 13 23 7 My An Hung B 30 27 25 11 12 22 45 My Thanh 44 32 18 12 3 31 7 Total 168 195 167 44 78 36 137 120 Source: Household Survey (TEDI, 2009)

Table 25: Employment in Project Districts Province District Households Agriculture Trade Traditional Official Dong Thap Lap Vo 18,007 11,899 233 1,012 468 Can Tho Thot Not 4,507 1,713 1,352 0 225 Vinh Thanh 4,356 1,851 1,160 8 45 Source: General Statistics Office

3. Poverty Incidence

192. Poverty rates in the Project area were slightly lower than rates for the Delta and the nation. In 2006 the poverty rate for Dong Thap was 12%, for the Delta 13%. It was significantly lower in Can Tho City (8%) and An Giang (10%). Table 26 summarizes data on poor and near poor households in Project districts and communes.

Table 26: Poor and Near Poor Households in Project Districts % % % Near Near Poor Total Poor Poor Poor Poor & Near District Ward/Commune HH HH HH HH HH Poor Cao Lanh An Binh 2230 77 3 245 11 14 Cao Lanh City Phuong 3 2816 112 4 134 5 9 Tinh Thoi 3116 104 3 308 10 13 Lap Vo Tan My 2739 148 5 442 16 22 My An Hung B 3790 195 5 431 11 17 Binh Thanh Trung 3886 175 5 374 10 14 Binh Thanh 3181 96 3 382 12 15 Dinh An 4218 121 3 540 13 16 Thot Not Thoi Thuan 3665 125 3 60 2 5 Thot Not 4971 183 4 157 3 7 Thuan An 2550 160 6 57 2 9 Vinh Thanh Vinh Trinh 4356 230 5 60 1 7

55 C. Cultural Heritage

1. Culture

193. Humans have occupied the Mekong Delta from pre-historic times. Archaeological discoveries in certain parts of the Delta show the presence of an advanced civilization (the Funan Empire) as early as the 1st Century AD and possibly as far back as the 4th Century BC. Oc Eo and other Funan sites are considered to be very important archaeological sites and evidence that the area was once bustling with trading posts and canals.

194. Oc Eo located in Thoại Sơn District in southern An Giang Province, is an important archaeological site in the Delta. It may have been a busy port of the kingdom of Funan between the 1st and 7th centuries A.D. Chinese documents (of agents of the Chinese Wu Emperor, about AD 250) described Oc Eo as a sophisticated country (Funan) ruled by a king in a walled palace, and with a taxation system. It is reported that Oc Eo displays the typical settlement pattern that prevailed during the period 500 BC to 500 AD, namely an extensive canal system and brick buildings. There are numerous other archaeological sites in the region characterized by the appearance of moated, fortified settlements associated with water-control features and a settlement pattern with a prime center and surrounding satellite settlements. Nonlocal goods such as ceramics, metals and glass have been recovered. The term “Óc Eo Culture” refers to the ancient material culture typified by the artifacts recovered at Óc Eo.

2. Cultural and Historical Sites

195. Pagodas: Phuoc Long Pagoda is located about 100m from the Project alignment; Duc Quang Pagoda 200m from it. Both are located beyond the 70 dB(A) noise iso-bar and should not be adversely affected by the Project.

196. Xeo Quyt Relic: Cao Lanh District, Dong Thap Province was a revolutionary base during the anti-French and US resistance wars. Located about 10km from the road alignment, it has become a tourist site in the southern Delta. It will not be impacted by the Project.

197. Tomb of Junior Doctor Nguyen Sinh Sac (father of Ho Chi Minh): Located approximately 7km from the road alignment and 2km beyond Cao Lanh City. It will not be impacted by the Project.

198. Given the long history of civilization in the Mekong Delta and significant archaeological discoveries, there is a chance of discovering other archaeological sites or artifacts during the Construction Stage (the EMP includes a procedure to address such a possibility).

3. Indigenous People

199. The Khmer and Cham have long resided in the Delta, the Khmer being significantly more numerous with approximately 1.05m people (around 7% of the total Delta population). The Khmer are concentrated in Tra Vinh (30% of the total), Soc Trang (29%) and Kien Giang (13%) provinces. An Giang Province has a few Khmer resident in Bac Lieu, Can Tho, Vinh Long and Ca Mau (AusAID, Mekong Delta Poverty Analysis, 2004). The ethnic Cham are located mainly in An Giang.

200. A small number of ethnic Khmer reside in the Project area (Thot Not District and Can Tho). Unfortunately these people are over-represented among the poor. Interviews with the People’s Committees in Thot Not revealed that Khmer households have resided in the area for several generations and they are very integrated with the majority ethnic Kinh population. It was 56 explained that the reasons for poverty among the ethnic Khmer was due mainly to lack of productive land and reliance on casual labour as their main income source.

D. Public Health

201. Table 27 to Table 29 present the health statistics of the Project Provinces.

Table 27: Health Establishments (Provincial Department of Health, 2008) Regional Sanatoria and Province Total Hospitals Polyclinic Rehab Hospitals Can Tho 83 15 8 0 Dong Thap 168 12 13 1 Mekong Delta 1806 154 129 2

Table 28: Number of Medical Staff (Provincial Department of Health, 2008) Province Doctor Physician Nurse Midwife Can Tho 543 605 484 237 Dong Thap 762 990 1,029 414 Mekong Delta 7,886 10,889 8,166 4,186

Table 29: Health Facilities and Medical Staff in Project Corridor Cao Lanh Lap Vo Cao Lanh Dist. Thot Not No. Clinics 19 15 20 9 No. Hospital beds 932 209 161 249 No. Medical staffs 1102 232 228 NA E. HIV/AIDS in the Project Area

202. An Giang and Can Tho provinces have relatively high rates of HIV/AIDS (human immuno-deficiency virus/acquired immune deficiency syndrome) including high rates of sexual transmission. Over the period 1993 to 2009, 6,657 people in An Giang Province became HIV positive; 4,924 developed AIDS (73.97%) and 3,777 died (76.74%). In 2009, there were 343 new infections, 297 new AIDS cases and 168 deaths from it. Highest prevalence is in the 20-39 year age-group. The community HIV rate is around 0.29%; highest among intravenous drug users (IDUs, 4.7%-10.5%), followed by service women (5.1%-9.5%).

203. In Can Tho, to end of 2009, there were 6,857 persons confirmed HIV positive, of whom 1,689 developed AIDS and 1,285 died. HIV was found in all wards and communes but most cases were in Ninh Kieu, Binh Thuy, Cai Rang and Thot Not districts, considered as high risk areas for HIV infection. New cases of AIDS and deaths from it have been decreasing since 2005 due to improved medical intervention and treatment.

204. In Dong Thap to the end of September 2010, there were 4,385 HIV positive cases, of which 1,279 cases developed AIDS and 706 died from it; in the past year the new infection rate has decreased. However, there is a trend to newly infected people being younger; 78% of cases were in the 20-39 age group, and 3.3% teenagers (13-19 age group). The high risk groups include sex workers, IDUs and mobile populations travelling across the Cambodian border.

205. Current HIV/AIDs mitigation programs in the three CMDCP host provinces include:  IEC for behavioral change: directly to the clients and involved people, and indirectly via media, brochures and posters  Needle exchanges

57  Condom promotion  Care and Cure for HIV/AIDS clients (HIV clubs, delivered free health cover for children, Consultation and care using Cotrimoxazole, preventative treatment for HIV positive people who get tuberculosis,  VCT and ARV treatment  Care and treatment of local community workers  Detox for drug users  Preventative program for mother-to-child  Control and treatment for STI  Safe blood transfusion  Monitoring and Evaluating programs  Capacity building

58

V. PROJECT ALTERNATIVES

A. The “No Project” Alternative

206. Without the CMDCP, access to An Giang, Can Tho and Dong Thap provinces would be confined to the existing road networks and ferry crossing. Air pollution levels would continue to increase along the access roads to, and at, the ferry terminals. Also a “No” Project alternative would constrain economic development in the Central Delta.

B. Project Alternatives

207. Cao Lanh Bridge Alignment. Selection of the alignment for Cao Lanh Bridge was confined within 1,500m upstream and downstream of the existing ferry terminal. The upstream limit is imposed by Tan Thuan Dong Island which divides Tien River into two branches. The downstream limit is imposed by the river width and beyond 1,500m downstream would pose problems with connection to Cao Lanh Town.

208. The major factors for the selection of the alignment include topography, conformity with technical requirements for the bridge and route, conformity with the Master Plan for Cao Lanh and Dong Thap Province; cost and environmental impacts. Applying these criteria three options were identified within the corridor.

209. Option 1: From project start point, the route goes along Tien River, passing Dinh Chung River, 1200 m from the Dinh Chung Bridge downstream. Then it turns left to go parallel with Cao Lanh River, 2.2 km from Cao Lanh Bridge downstream. And it goes straight to Tien River 780 m fromm Cao Lanh Ferry. Downstream side. After passing Tien River, it turns right and joins provincial road 849 with 2 transition curve segment of R-500m. total route length is 7.5 m – preferred option.

210. Option 2: From starting point goes along Tien River, passing Dinh Chung River, 1,200 m from Dinh Chung bridge downstream. Then it turns left to go parallel with Cao Lanh River, 2.2 km from Cao Lanh Brdge downstream. It goes straight to Tien River, 780 m from Cao LanhFerry downstream side. After passing Tien River, it turns right and joins with provincial road 849. total length is 7.5 km

211. Option 3: To merge with detour of Cao Lanh Town. From project start point, the route will pass Dinh Chung river, 1.2 km downstream of Dinh Chung bridge. Then it turns right to south side of town. Then turns left and pass Cao Lanh bride 1.1 km toward downstream of Duc Bridge. Then it joins with provincial road 28 (Pham Van La road) at the south side of Cai Tom bridge and turns left to go parallel with provincial Road 28. Then it rurns right to pass Tien river, 1 km toward upstream side of Cao Lanh ferry, then turns left to join provincial road 849. Total length is 8.9 km of which 3.1 is under Ho Chi Minh road and 6.76 Km will be newly built.

212. The preferred option (Option 1) has the following advantages:  It conforms with Master Plan for Ho Chi Minh Highway  It complies with the Master Plan for Cao Lanh Town and saves land for the town  Less land acquisition is needed than for other options  The impact on ferry operations will be minimized

59  The option avoids the town center so minimizing environmental and social impacts  This option will have a straight bridge and will be aesthetically acceptable.

213. Its disadvantages are that the total route is longer by two bridges and the total investment is higher than the other options considered.

214. Cao Lanh Bridge Type. Five bridge types were considered for Cao Lanh Bridge (Table 30).

Table 30: Options Considered for Cao Lanh Bridge No. Bridge Type Span Length 1 Cable-stayed pre-stressed reinforced concrete 420 m 2 Cable-stayed pre-stressed reinforced concrete 370 m 3 Cable suspension 540 m 4 Dome bridge with concrete injected steel pipe 360 m 5 Pre-stressed reinforced concrete frame 270 m

215. Options 3 and 4 are least desirable for technical reasons. Option 3 is applicable only when the cable suspension fully spans the river and anchorage supports are in good geological conditions (not the case). Similarly, Option 4 is not favoured as it would require good geological conditions (not the case).

216. Option 1 was selected. More costly than Option 2 and requiring more materials to be imported, it has less support columns. It will, thus, have relatively less construction impact on the river. It will also have better aerodynamics and higher aesthetic value than Option 2.

217. The geologic condition of the site eliminated the Cable suspension, due to lack of geologically suitable anchoring points. The steel tube dome truss bridge and the pre-stressed reinforced concrete bridge were not selected due (1) technical limitations and navigational hazards because of the higher number of piles needed. The cable stayed is technically advantageous and with lesser environmental impact because of the lesser number of piles as compared to the other two options. The lesser piles in the water the lesser environmental impacts in river hydrology and impacts during construction.

218. Vam Cong Bridge Alignment. TEDI (2009) considered 3 alternatives for Vam Cong Bridge. The preferred alignment does not have significant technical advantages over the two other alternatives but its socio-economic advantages outweigh them. There will be slightly less requirement for embankment; less resettlement impact (48 houses and 4,917m2) as against Option 2 (76 houses and 8,353m2), and 129 houses with 9,179m2 under Option 3. In addition Option 2 would cause the displacement of two factories with a combined floor area of 29,496m2.

219. The preferred alignment was confirmed in August 2009 and the center-line of the bridge moved about 160m downstream. The agreed alignment goes between Cai Lan Vegetable Oil factory and a Food Processing Factory (Can Tho Bank) and goes near the Rice Production factory on Dong Thap bank. The route passes NH-54 near the Health Care Center of Dinh An commune and about 100m from the Mobiphone antenna post.

220. Vam Cong Bridge Type. Hau River is an International navigational lane and as such, the most important criterion in selecting the bridge type is the bridge aperture to comply with existing standards and provide for safe navigation. Investigation of the required navigational clearance and the safe distance to the center-line of the foundation platform indicated an 60 aperture of 450m to 600m so that side piers can be located on the river banks. With this design requirement, different types of bridge structure were investigated to allow a main span aperture of 450m or more. Such bridge structures are listed in Table 31.

Table 31: Types of Bridge Structure Investigated for Vam Cong Bridge Type of Bridge Application Arch bridge Used for bridges with a main span up to 600m Cable-stay bridge Widely applied for bridges with main span apertures 200m to 1,000m Sag Cable-stay bridge Suitable for bridges with apertures 500m to 2000m

221. Preliminary assessment of the technical aspects of these types of bridges and an assessment of existing bridges indicated that three types of bridge may be suitable: 1) Cable-stay bridges with light weight conjugate steel girders 2) Box mixed concrete-steel girders 3) Sag cable-stay bridges with box steel girders.

222. Three alternatives were ultimately investigated (Table 32).

Table 32: Alternative Types of Bridge Considered for Vam Cong Alternative Description Alternative 1 Cable-stay bridge, middle span of 450m Alternative 2 Cable-stay bridge , middle span of 550m Alternative 3 Sag cable-stay bridge, middle span of 600m

223. Alternative 1 emerged as the most advantageous for the following reasons:  The bridge will have a high and modern architectural appearance creating clear space under the bridge  The safety of waterway transport is ensured  This alternative has the lowest construction cost among the three options.

61

VI. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

224. This EIA Report is based on the SMEC EIA Report (Oct 2010) and relies on the data and information contained in it except where later data has become available from field work, site investigations and computer modelling related to CMDCP detailed design. Experiences in similar projects that have been published are also helpful in predicting and assessing impacts of the project and its components and activities.

225. This EIA covers all components (Components 1, 2 and 3) of the CMDCP. The project is analysed in terms of its components and the activities associated with the different phases from pre-construction to operations. The resulting environmental conditions that will result due to the project are then compared with the existing conditions of the environment as indicated by its physical, chemical, biological, social, economic and cultural conditions. Impacts can either be negative or positive. It is negative if it will degrade the existing environment as indicated by exceedance of established environmental standards or generally accepted standards. Impacts are also considered negative if it will bring about conditions which can alter natural processes with detrimental effects on ecological processes or diversity or cause conditions that will threaten human lives, properties and economic productivity. On the other hand impacts are said to be positive if activities/components of the project will result to improvement of existing environment and socio-economic conditions based on selected indicators.

226. It is the objective of this EIA to determine the magnitudes, duration, frequency and reversibility of project impacts. Measures are proposed so that the identified negative environmental effects can be avoided, mitigated through design and construction measures or where mitigation measures are unavailable, provide compensation in cash or kind. Most of these negative impacts have been identified for construction activities such as impacts on air quality, noise, water quality, hydrogeology, soils, archaeology, public safety traffic management, and resettlement of project displaced persons.

227. Concern for the project’s contribution to GHG emission and global climate change is incorporated in the environmental management plan through the incorporation of ADB’s safeguard policy on GHG. Concerns on predicted climate change scenario of higher flood levels in the Delta have also been addressed in the design. As far as can be determined, there are no major residual impacts associated with the construction phase of the project given the existing environmental condition and the activities and component of the project.

228. The following sections discuss the anticipated environmental impacts resulting from the CMDCP during its preconstruction/design, construction and operations phases and the corresponding mitigation measures that will be adopted to address these impacts.

A. Design/Preconstruction Phase

229. Preconstruction activities would include detailed design, site preparation, and acquisition of the road right-of-way (ROW). It is important that adverse impacts during construction and operations are identified during the preconstruction stage so that appropriate mitigation measures are integrated in the detailed design. 62 1. Planning and Design

a) Impacts on Waterways

230. The proposed alignment of the CMDCP route alignment will cross numerous canals and rivers along the project corridor. These waterways have multiple uses in the Delta region. These are used for navigation, irrigation system for rice paddies, domestic water supply, and water supply system for aquaculture ponds and for flood control. Irrigation systems serviced by these waterways allow as much as two to three rice croppings a year in some parts of Dong Thap.

231. The project’s failure to account for all the canals along the project corridor in the planning and design can damage the irrigation system and deprive farmers and aquaculture pond operators of water supply. Damage and obstruction of canals can also jeopardize flood control. Further, the road embankment when completed will act as a barrier which can constrain flow of flood water into the waterways. If cross drains are not designed according to required specifications, the embankment can cause localized flooding or prolonged flooding period.

232. The project corridor will cut across two main waterways, the Tien River and Hau River and numerous smaller but similarly vital waterways. Thus, compliance of bridge clearances with navigational standards is necessary to protect and maintain navigation. Both waterways are international waterways shared by Viet Nam and Cambodia. Thus, the construction of the bridges and the specifications of the bridges for navigation should comply with existing international agreements among the riparian countries of the Mekong River.

233. The concern on the navigational use of the canals and rivers as well as the protection of the main irrigation canals have been integrated in the design. The bridge design has incorporated standards for navigability of the canals and rivers. Based on the Rapid Climate Change & Vulnerability Assessment2 for CMDCP, the vertical clearance for the bridge crossings across channels and rivers are as follows:

234. Cao Lanh and Vam Cong bridges – Design water levels for the Tien and Hau river channels and floodplain are set to provide vertical navigational clearance of 37.5 m to ensure operation of 10,000 DWT vessels for the P5% flood (extreme floods with a return period greater than 1 in 20 years). This clearance has been determined in consultation with the Mekong River Commission (MRC) to allow future passage of 10,000DWT vessels upriver to Phnom Penh.

235. Smaller bridge crossings - Clearance for other navigable channels and rivers will be based on the P5% event. Clearance will be in the order of 1.2 to 3.5 m, except for the Lap Vo River Bridge (Km 18.7+) where the navigation clearance is set at 7 m.

236. Non-navigable canals - For small non‐navigable waterways the bridge clearance level is set as P1% (i.e., 1 in 100 years flood event) + 0.5m freeboard.

237. The Mekong River Commission has been notified and responded to TEDI on June 16, 2005 stipulating an agreed 37.5m vertical clearance for Cao Lanh and Vam Cong bridges based on the navigational clearance of the bridges that were built or currently under construction across Tien and Hau rivers.

238. To comply with international agreements, plans and specifications of the Cao Lanh and Vam Cong Bridge will be presented to the Cambodian Government through the Mekong River

2 International Centre for Environmental Management (ICEM), September 2012 63 Commission.

239. As for the irrigation canals, bridges and culverts shall be provided as necessary to allow uninterrupted flow of irrigation water across the road embankment as well as allow floodwater to flow freely into the waterways. Box culverts in addition to bridges have been planned as cross drainage. To ensure appropriate design, the following shall be adopted in the design for transverse drainage: a. Aperture and elevation of the culverts are determined based on hydrological and hydraulic calculation with agreement of the Localities and Management Agency and in accordance with the provisions of Project Investment Preparation Stage. b. The transverse culverts are designed to ensure:  Box culverts shall have minimum width of 2.0 m;  Culverts are designed with skew not exceeding 45o; and  Minimum elevation of the irrigation culverts shall be lower by 20 cm than the existing canal bottom (Vam Cong EIA, 2009).

64 b) Impacts of Climate Change on the Project Area

240. Forecast of the impacts of climate change on the Mekong Delta Region has been the subject of several studies. These studies agree that the change in climate will bring about increased temperature, increased precipitation with corresponding increase in run-off and flood levels by year 2050. Although there is still some degree of uncertainty on the magnitudes of the predicted changes, these need to be considered in planning and design of major infrastructures.

241. Among the predicted impacts of climate change in the Lower Mekong Delta region is higher floods due to predicted higher precipitation. It is predicted that flood levels will reach maximum elevation of three meters by year 2050. In order to address this possible scenario, an analysis of the required road elevation was carried out. The analysis is based on two approaches. The first approach set the criterion that the finished elevation shall be higher than the calculated maximum water level by at least 50 cm, taking into consideration flood level and height of waves that will hit the embankment. For this approach, the 1% frequency flood level of 2.86 m was compared with the year 2000 flood elevation of 2.61m, plus the contingency elevation of 0.25m to account for change in flood elevation due to climate change. The resulting values are equal.

242. For comparison, an alternative method was adopted applying the criterion that the bottom of the designed road surface, excluding the backfill, will be higher than the flood elevation by at least 50 cm. The resulting value is rather low.

243. As mentioned earlier, CMDCP has considered climate change in the planning and design. The embankment height (road centerline level) has been calculated to accommodate the historic P1% (1 in 100 year) flood event, which varies along the length of the road, plus a nominal climate change allowance of 0.3 m due to sea level rise by 2050, freeboard allowance according to Viet Nam standards and 0.2 m level difference due to crossfall.

c) Impacts of Road Embankment on Flooding Occurrence

244. The road embankment shall be constructed higher than the existing ground elevation. As such, the road embankment will have the potential to impede flow of surface run-off particularly during flooding events. It can cause water impoundment and localized flooding. The possible areas to be affected along the corridor of Component 1 to 3 as predicted in the 2009 TEDI EIA are shown in Figure 30

65

Figure 30: Shaded areas are the potential flood prone areas due to the project

245. The flood prone area in Component 1 is the west side of the approach road towards Cao Lanh City. In Component 2, the flood prone area is the land that will be enclosed by the approach of Vam Cong Bridge and NH80 and in Component 3 is the area between NH91 and Long Xuyen bypass.

246. The 2009 TEDI EIA assessed this to be a low risk low given the transverse culverts and bridges along the alignment and the very high drainage density and flat topography of the Delta. Drainage density in the project area is estimated at 2.5 km/km2 to 3.8 km/km2, a factor which allows flood water to drain freely provided these channels are not obstructed. Component 2, with a total length of 15 km, will have 20 bridges and 31 pedestrian crossings. These are openings which can allow flood water to flow across the embankment.

247. The aperture and elevation of the culverts for this project are based on hydrologic and hydraulic calculations. The total water drainage aperture of culverts in the Project’s alignment is designed to be bigger than the total water opening of existing culverts on NH91, NH80, NH54. The designed apertures have been issued written approval by the People’s Committee of Can Tho City and Dong Thap Province. For flood conveyance, 28 culverts are proposed along the alignment of the connecting road (Component 2) ranging in size from 2m X 2m box culverts to 3m X 3m multi‐cell culverts. The number and sizing of culverts has been set to provide sufficient openings for conveyance of the P1% flood event and is currently being assessed by the detailed design hydraulic study.

2. Land Acquisition and Permanent Conversion of Productive Agricultural Land

248. A total of 168 ha of land will be acquired for components 1 to 3 of the Project, affecting 1,591 households and businesses. The losses include 151 ha of productive land and 18h a of residential land, 640 houses and 33 businesses. Approximately 560 households are expected to be required to relocate. Draft Resettlement Plans (RP) have been prepared to address the impacts of physical and economic displacement. The RPs have been designed to be in compliance with the ADB Safeguards Policy Statement 2009 and were prepared in consultation with affected households and relevant GOV authorities. 66 249. The acquisition of the ROW will have significant socio-economic impacts on the Displaced Persons (DP). The impacts will include loss of land, partial or complete removal of structures, displacement and relocation of DPs, loss of livelihood among others. The residential and agricultural areas that will be acquired in the three provinces that will be traversed by the project are listed in Table 33.

Table 33: Land Acquisition for Components 1, 2 and 3 including Land for Roads and Bridge Construction Yards (Areas expressed in hectares ) Construction Source: SMEC August Project Location* Yards for Bridges 2010 Cao Can An Cao Vam Land Type Total Lanh Lap Vo Tho Giang Lanh Cong Residential Land 29.58 17.83 4.66 4.3 2.79 3.3 2.03 Productive Land 262.35 93.35 80.55 50.03 38.42 22.2 24.48 of which:- Annual Cropping 217.73 60.54 74.63 46.26 36.3 14.5 22.45 Orchard 29.97 27.8 2.01 0.14 0.02 7.7 - Garden 7.94 - 3.42 3.05 1.47 - 2.03 Aquaculture 6.71 5.02 0.49 0.58 0.61 - - Total 291.93 111.18 85.21 54.33 41.21 25.5 26.5

250. It is estimated that this phase of the CMDCP will entail the permanent conversion of 218 hectares of rice land in the three provinces. This translates to an annual loss of about 1,308 tons of rice using a production capacity of six tons/ha per year. This is based on the reported 2008 production of 5.5 to 6.3 tons per hectare per year. This loss is very small compared to combined annual production of the three provinces of about 3.3 million tons per year. In fact, rice production in the region is on the rise since 1995 and this loss can easily be made up for by the increased output. Trend of rice production in the three provinces during period 1995 to 2008 is shown in

251. Figure 31. The sudden decline in the production of Can tho is due to the abrupt decline in 2004 of rice land area.

Figure 31: Annual cereal production in the Provinces of Dong Thap, Can Tho and An Giang

67 252. Physical displacement (relocation) will be mitigated through compensation at replacement costs for affected land and housing. In addition, affected households will be provided with transitional assistance (stabilization and transport allowances) as well as income development assistance to offset impacts on livelihoods.

253. With respect to economic displacement, households losing productive land and those with affected businesses (including displaced employees), will be entitled to various forms of compensation and assistance. Farming households in addition to compensation for physical losses at replacement costs will receive stabilization allowances for limited periods depending on severity of impact. In addition they will also receive income restoration support equivalent to three times the value of the acquired land and vocational training support.

3. Impacts on Community Facilities

254. Aside from clearing and conversion of agricultural and residential lands, the project will also entail the demolition of structures, removal of graves and relocation of utilities. A summary of these is shown in Table 34.

Table 34: Structures and Utilities for Clearing along the Project Alignment Dong Thap Can Tho Electric Posts 14 9 Graves 54 22 Structures for demolition 117 52 Other Community Structures Health Center Dinh An

255. Relocation of utilities may cause temporary interruption of services to the affected communities. To minimize inconvenience to displaced people, mitigation should include, laying out of new lines before decommissioning the existing lines and that displaced communities should be notified beforehand so they can prepare for the interruption.

256. The removal of the Dinh An health center, if not mitigated, can interrupt the delivery of health services to the commune.

257. The proposed mitigation for the possible impacts of transfer of utilities lines is to lay out the new utilities lines prior to transfer so that interruption of services will be at the minimum. The same mitigation has been proposed for the replacement of the Dinh An Health Center. The replacement structure should be constructed prior to the demolition of the existing building.

258. As for the waste to be generated during demolition, the affected communities can produce lumber and wood fuel from the trees and compost from the rest of the waste vegetation materials. The demolition waste materials are suitable as filling materials. It is estimated that land clearing for Component’s 2 and 3 alone will generate more than 6,000 m of demolished materials of concrete, bricks, wood, tiles, etc. Residual wastes can be disposed in landfills.

B. Construction Phase

259. The communities and other sensitive receptors located along the project corridor that could be affected by emissions, noise and vibration due to the project are listed in the following Table 35. These are communities located along the canals and roads that will be traversed by the project.

68

Table 35: Sensitive Receptors along Project Alignment Component Road Section Location Description Distance to ROW 1 – Cao Lanh km 0+200 to Dinh Chung Community on both banks of alongside ROW km 0+500 Canal Dinh Chung km 0+300 An Binh High School 90 m km 2+400 to Tinh Thoi Community in the vicinity of alongside ROW km 2+500 Bridge Tinh Thoi Bridge km 2+600 Tinh Thoi Pagoda Trang Nghim land partially affected km 3+800 to Tinh Thoi Community at the northeast alongside ROW km 4+600 approach of Cao Lanh Km 4 + 070 Tinh Thoi Pagoda Tan Long 40 m km5+400 to km5+600 Thoi Thuan Community at the southwest alongside ROW approach of Cao Lanh

km7+300 to km7+400 Lap Vo / PR849 Community along Lap Vo alongside ROW canal and PR849 2 – km 8+400 to km 9+100 My An Hung B Community on both banks of alongside ROW Interconnecting and Tan My Thay Lam Canal Road km 11+460.27 An Hoa ward, Clusters of houses on both alongside ROW My An Hung B, banks of Dat Set Canal km 15+827 Binh Than Clusters of houses on both alongside ROW Trung banks of Tan Binh Canal km16+921.48 Residents on both sides of alongside ROW Xang Nho Bridge km 18+728.75 Binh Thanh and Clusters of houses on both alongside ROW Binh Thanh banks of Lap Vo River Trung commune km 19+731.62 Binh Thanh and Cluster of houses along alongside ROW Binh Thanh banks of Lap Vo canal Trung commune km20+230 Bin Thanh Phuoc Long Pagoda 100 m km22+036 Binh Thanh Residents on both sites of alongside ROW Ong Hanh Bridge km 23+262 Dinh An Clusters of houses Xep Cut alongside ROW canal km 23+800 Dinh Anh Dinh Anh Junior and Primary 40 m Schools km 23+960 Dinh Anh Dinh Anh Commune Health within ROW, to be Center relocated 3 – Vam Cong left bank of Vam Cong Dinh Anh Residential areas river, along NH54 left bank of Vam Cong Dinh An Health service, Peoples 40 m river Committee and cluster of houses, along 2 sides of An Residential areas alongside ROW Ninh Ditch of Vam Cong Area right bank of Hau Residential areas alongside ROW River, proposed site for bridge Vam Cong two sides of NH91, Residential areas alongside ROW Vam Cong proposed bridge site for Vam Cong bridge km27+050 Duc Quang Pagoda 200 m km 28+140 Thoi Thuan Clusters of houses along alongside ROW Nga Chua Canal km 28+750 Thoi Thuan Army barracks right bank of 20 m Vam Cong Bridge area

69 1. Noise

260. Construction noise will be a problem mostly from equipment, asphalt and cement batching and pile driving. Standard equipment noise levels are listed in Table 36. Table 36: Noise Levels from Construction Equipment [dB(A)) at 8m distance] Equipment Noise Level Equipment Noise Level Equipment Noise Level Bulldozer 80 Bulldozer 80 Pneumatic tool 75-77 Front end loader 72-80 Backhoe 72-93 Air compressor 80 Dump Truck 83-94 Jack Hammer 80-93 Welding Machine 74-88 Paver 86-88 Excavator 72-93 Concrete Mixer 81-84 Grader 80-93 Bulldozer 83-94 Concrete Pump 76 Roller 73-75 Crane 71-82 Concrete Vibrator 74-87 Piling equipment 80-96 Source: SMEC 2010 EIA

261. Applying the noise signatures for the different types of construction equipment used in combination is likely to cause the total noise levels shown in Table 36. However, sound intensity drops at an inverse rate from source as illustrated in Figure 32.

Noise level (dB(A))

100 90 80 70 60 50 40 30 20 IFC guidelines 10 0 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 Distance (m)

Figure 32: Decay of Construction Noise over Distance

262. A noise level of 91d B(A) 8m from its source (above the 89 dB(A) mean of all noise levels) will have attenuated down to less than the IFC EHS standard of 55 dB(A) at 80 m from the source. However, the noise level from construction relates to the sum of all noises from all sources. Modelling noise from a combination of 5 equipment types shows that at a maximum distance of about 100 m from a combined noise source, the noise level would have attenuated to less than 55 dB(A). Predicted noise levels generated by construction are expected to exceed existing noise levels and exceed the maximum noise levels allowed in particular areas such as residential areas which are found along the alignment as well as schools and places of worship that are located less than 100 m from the ROW. IFC EHS standards are: for schools, temples, medical facilities, residential areas: 55 db(A); and for industrial areas: 70 dB(A). The health center at Dinh Anh commune will be relocated prior to commencement of civil works in the area since the facility is within the ROW (Table 37).

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Table 37: Construction Activities and Predicted Noise Levels (8m from noise source) Predicted Noise Level Mean of range Activities (dB(A)) (dB(A)) Bridge construction 87.5 to 94.0 90.8 Landscaping and clean up 80.6 to 93.2 86.9 Excavation and earth moving 85 to 96.6 90.8 Grading and compacting 80.8 to 93.1 87.0 Paving 87.9 to 95 90.6 Concrete mixing 83 to 94 88.5 Pile driving 80.0 to 96.2 88.1 Mean of means --- 89.0

263. The recommended mitigation measures for construction noise are as follows: a. Provide prior notification to the community on schedule of construction activities. b. Vehicles and equipment will be fitted with emission controls and silencers to meet Vietnam national noise standards, will be well-maintained and will be checked by the contractor every six months to ensure compliance. c. Only vehicles and equipment that are registered and have necessary permits will be used for the Project. d. Whenever possible, completely enclose noisy equipment which can significantly reduce noise levels. e. Position any stationary equipment that produce high noise levels (e.g., portable diesel generators, compressors, etc.) as far as is practical from sensitive receptors. f. As much as possible, noisy construction activities will be limited to daylight hours when within 200 m of a settlement. Otherwise, prior notification and consultation shall be made with affected people and local officials, and suitable noise attenuation measures shall be implemented. g. When necessary, suitable noise control barriers (e.g., solid walls, earth barriers, noise-reflective panels) will be used to reduce construction and equipment noise levels to acceptable levels in the vicinity of houses, schools, temples, medical facilities, and other sensitive receptors. h. Noisy construction activities will be adequately mitigated near schools (e.g., Dinh Anh Junior and Primary Schools along Component 2, etc.) which are located about 40 meters from the ROW. The contractor will closely coordinate with the school administration on construction schedules to minimize disruption during school hours. i. Suitable noise reduction measures (e.g., noise barriers or equipment enclosures) shall be installed by the contractor if construction activities will be disruptive during normal school hours and/or during night time in residential areas. j. Impose speed limits on construction vehicles to minimize noise emission along areas where sensitive receptors are located. k. To minimize noise and nuisance, construction traffic routes will be defined in cooperation with local communities and traffic police. l. Asphalt plants, concrete batching plants and crushing plant shall be located at least 500 meters away from inhabited areas and other sensitive receptors such as schools, places of worship and medical facilities. m. Whenever possible, bored piles should be favored in lieu of pile driving in residential areas. If pile drivers must be used in or near residential areas, then vibratory drivers or drop hammers are preferred. Diesel hammers (for steel sheet and steel tubes) are the least desirable drivers For construction near residential areas, if diesel pile

71 drivers are to be used, then the hammers must be encased in a light shroud. This should reduce noise levels by about 20 dB(A). Pile driving should only occur during daylight hours. In addition, if the driving occurs within 500 meters of a school or pagoda, then it must be carefully scheduled outside of operational hours of those places (while at the same time only operating during daylight hours).

2. Dust and Gaseous Emissions

264. The 2009 TEDI EIA predicted the concentration of dust during construction stage for both the dry season in January and for July. Forecasting fugitive dust emission associated with the different construction activities was carried out in three steps:  Step 1. determination of quantity of excavation and fill materials;  Step 2. Determination of total load of dust during construction using the WHO construction dust generation coefficient;  Step 3. Determination of emission rate / generation rate of dust: corresponding with each Component’s length and construction duration (26 day each month, 8 hours each day).

265. Gaseous emissions during construction will be generated by the different construction equipment earlier listed. Thus, predicting the gaseous emissions during construction, material transport was carried out in three steps in the 2009 TEDI EIA.  Step 1: Estimate total amount of diesel fuel needed in horizontal construction based on work volume and number of equipment that will be operated  Step 2: determination of total quantity of dust and toxic gases generated from construction: Based on WHO, the results show that consuming one ton of diesel, a

3.5 to 16 ton truck can emit about 4.3kg TSP; 40kg SO2, 55kg NO2, 28kg CO and 12kg VOC. Total amount of dust and toxic gases produced from horizontal construction activities in each Component is calculated based on this set of data.  Step 3: calculation of emitted dust and toxic gates based on each Component’s length and construction duration.

266. The emission rate was then used in the dispersion model (Sutton model) based on Gaussian theory to predict the dispersion pattern and concentrations. The predicted dust concentration is enumerated in Table 38. The results showed that without mitigation, TSP standards can be exceeded.

Table 38: Predicted Dust Concentration during Construction of Component 2 Emission Concentration (mg/m3) Flow QCVN Parameter (mg/ms) Month 5m 10m 25m 50m 100 05:2009/BTNMT TSP 3.004 January 1.517 1.228 0.786 0.503 0.310 0.3 mg/m3 (1 hr) July 0.631 0.511 0.327 0.209 0.129

72 267. The emission rate is then used in a Gaussian based plume dispersion model to predict dispersion. The result as presented in the 2009 EIA is shown in Table 39.

Table 39: Predicted Levels of Gaseous Emissions Emission Concentration (mg/m3) QCVN Flow 05:2009/BTNMT Parameter (mg/ms) Month 5m 10m 25m 50m 100 (1-hr) 3 S02 0.291 January 0.147 0.119 0.076 0.049 0.030 0.35 mg/m July 0.061 0.049 0.032 0.020 0.012 3 NO2 0.400 January 0.202 0.163 0.105 0.067 0.041 0.2 mg/m July 0.0804 0.068 0.043 0.028 0.017 CO 0.204 January 0.103 0.083 0.053 0.034 0.021 30 mg/m3 July 0.043 0.035 0.022 0.014 0.009 HC 0.087 January 0.044 0.036 0.023 0.015 0.009 5 mg/m3 July 0.018 0.015 0.009 0.006 0.004

268. Based on the above results, gaseous emissions, do not pose serious concerns during the construction stage. Table 40 provides ambient standard concentrations of various gaseous emissions

Table 40: Ambient Air Quality Standards (QCVN 05:2009/BTNMT (mg/m3) 1 hr – 8 hr – 24hr – Annual Parameter average average average average SO2 0.35 - 0.125 0.05 CO 30 10 5 - NO2 0.2 - 0.1 0.04 O3 0.18 0.12 0.08 - Suspended particulate matter (SPM) 0.30 - 0.2 0.14 Suspended particulate matter (≤ 10µm) PM10) - - 0.15 0.05 Note (-) : Not applicable

269. To minimize dust and gaseous emissions during construction phase, the following measures will be adopted: a. Ensure that vehicles and equipment are well maintained and in good condition prior to mobilization. b. Ensure that asphalt plants, quarries, borrow areas, concrete batching plants, casting yard and other facilities to be used for the Project are duly licensed and have all the necessary environmental approvals. c. All construction vehicles and equipment shall be tested for compliance with the relevant Vietnamese emission standard and shall be properly licensed. d. All vehicles, while parked on the site, will be required to have their engines turned off. e. All equipment and machinery on the site will be regularly maintained and will be repaired as necessary to ensure compliance with safety and emission standards. f. Undertake water spraying on roads, work areas and other construction-related facilities near sensitive receptors (houses, schools, medical facilities, temples, market place, shops, etc.) to minimize dust emission caused by the Project. Install dust barriers as necessary. g. For storage areas of construction materials such as sand, gravel, cement, etc. , provisions will be made to prevent materials from being blown away towards sensitive receptors. h. Tightly cover trucks transporting construction materials (sand, soil, cement, gravel, etc.) to avoid spills and dust emission. i. Regularly clean roads to remove tracked in mud, cement, etc. from construction works. 73 j. Stockpiling of spoils near sensitive receptors shall be prohibited. k. Equip asphalt plants, concrete batching plants and crushing plants with dust suppression devices such as water sprays, dust collectors, covered conveyor, etc. l. Impose speed limits on construction vehicles to minimize dust emission along areas where sensitive receptors are located. m. Burning of all types of wastes generated at the construction sites, work camps and other project-related activities shall be strictly prohibited. n. Areas within the project where there is a regular movement of vehicles shall have an acceptable hard surface and be kept clear of loose surface material. o. Stockpiles of sand and aggregate greater than 20 m3 for use in concrete mixing shall be enclosed on three sides, with walls extending above the pile and two meters beyond the front of the piles. Water sprays shall be used during the delivery and handling of all raw sand and aggregate, and other similar materials, when dust is likely to be created and to dampen all stored materials during dry and windy weather to avoid impacts to sensitive receptors. p. Cement and other such fine-grained materials delivered in bulk shall be stored in closed containers. q. Conveyor belts shall be fitted with wind-boards, and conveyor transfer points and hopper discharge areas shall be enclosed to minimize dust emission r. Weigh hoppers shall be vented to a suitable filter. s. Wheel washers shall be provided in active construction sites so that haul/delivery trucks can be cleaned of mud and dirt as they exit the work area. t. Smoke belching vehicles and equipment shall not be used for the project.

3. Vibration

270. The 2009 EIA prepared by TEDI, 2009 predicted that the vibrations caused by the operations of the construction equipment based on the equipment’s typical vibration levels, will not exceed the existing TCVN 6962:2001standards of 75dB beyond 12m from source. However since vibration can be a nuisance to nearby communities, mitigation should be implemented around built up areas. Table 41 below summarizes the estimated vibration levels:

Table 41: Predicted Vibration Level during Construction Vibration Vibration Level Source No Equipment ro=10m r=12m r=14m r=16m r=18m Laeq Lveq Laeq Lveq Laeq Lveq Laeq Lveq Laeq Lveq dB mm/s dB mm/s dB mm/s dB mm/s dB mm/s 1 Excavator 80 1.72 70.5 0.58 61.1 0.2 51.9 0.07 42.6 0.02 2 Bulldozer 79 1.53 69.5 0.51 60.1 0.17 50.9 0.06 41.6 0.02 3 Truck 74 0.86 64.5 0.29 55.1 0.1 45.9 0.03 36.6 0.01 4 Roller 84 2.17 72.5 0.73 63.1 0.25 53.9 0.08 44.6 0.03 5 Air compressor 82 1.93 71.5 0.65 62.1 0.22 52.9 0.08 43.6 0.03 6 Machine hammer 97.5 12.9 79.5 66.5 57.2 48

271. The following mitigation measures shall be implemented to ensure compliance with standards and ensure that damage and nuisance due to vibration are avoided. a. Whenever possible, reroute fully loaded trucks away from roads that go through heavily built areas. b. Operate heavy equipment away from vibration sensitive areas.

74 c. To the extent possible, avoid simultaneous activities like demolition, ground impacting activities and earthmoving since vibration is considerably less if these activities do not occur at the same time. d. Use alternative equipment if conditions allow. e. Avoid use of vibrating rollers near vibration sensitive structures.

4. Erosion and Sedimentation

272. The CMDCP is not expected to have significant impacts on geologic setting considering that the project corridor’s terrain and surficial geology are generally homogenous. However, threats of erosion and sedimentation may occur in construction sites located along river banks such as the construction of the bridge piers. This impact may be relatively significant, but of short term duration, during the construction of the two main bridges, Cao Lanh and Vam Cong and other bridges. Construction of the main bridges will require the construction of jetties as part of the construction yards/casting yard.

273. In addition, threat of bank erosion offsite may exist specifically in river quarries where sand for the road embankment will be sourced. Analysis and interpretation of erosion and sedimentation data from the proposed river quarries indicate that the present quarrying are active depositional areas. Some of the quarry sites are actually located in parts of Hau River that needs dredging to maintain navigational depth. In addition, these quarry sites are authorized by the GOV and are subject to regulation, including environmental laws. As part of responsible procurement, the project will only procure materials from authorized quarries.

274. The predicted impacts of erosion and siltation during construction along river banks will be mitigated through implementation of the following measures: a. Suitable soil erosion control measures shall be implemented prior to excavation of the pier foundation. Such measures may include installation of sheet piles that could act as a barrier and contain silted water within the excavation area. b. Silted water carried with the spoils during excavation and construction of bridge foundations shall be properly treated (e.g., through settling ponds) to prevent sediment- laden water from draining directly back into the waterway. Coffer dams will be provided, as appropriate, to minimize siltation during bridge construction. c. Spoils stockpiles shall be located at least 100 meters from watercourses such as rivers, streams, irrigation canals, drainage, etc. A bund shall be placed around the spoils stockpile area. d. Spoil disposal shall not cause sedimentation and obstruction of flow of watercourses, damage to agricultural land, densely vegetated areas, and aquaculture ponds.

5. Impacts on Soil

a) Excavation and soft soil removal

275. Excavation for component 2 (Interconnecting Road of Cao Lanh and Vam Cong Bridges) will entail the removal of about 250,750m3 of soft soil for the embankment and 47,158m3 of soil for cast in place piles. Component 3 (approach road and Vam Cong Bridge) on the other hand will involve excavation of 34,777m3 soft soil and foundation excavation for cast-in-site pile of about 126,772m3. Component one, Cao Lanh will require excavation of volume of soil less than component 3 considering the shorter length of the approach road. This has the potential to acidify the surrounding lands through acidic run-off from the removed soil, smother the adjoining farmlands when improperly stockpiled during the rainy season and the foul odor of acidic soil and soil with high organic content maybe a nuisance to the nearby residents. Mitigation 75 measures for these impacts include: a. Immediate transport of spoils to disposal sites approved by local authorities. b. Temporary spoils stock pile near rice paddies or aquaculture ponds shall have bund or silt fence around it. c. Temporary spoils stockpiles that are planned to be held in place longer than six months shall be sodded. d. Height of spoils stockpile shall be limited to minimize wind blown dust. e. Spoils stockpiles that will be temporarily stored for a long period shall be sodded. f. For control of acidic run-off and treatment of acidic soil, mitigation measures are presented in para. 281.

b) Soil and Groundwater Contamination

276. The project will operate about six construction yards with equipment yard, maintenance shop and oil and fuel depot. Soil contamination can be caused by spillage of oil, fuel and lubricants during handling, servicing of equipment, refuelling of equipment and vehicles and disposal of used oils and oil stained materials. Mitigation measures are: a. Provide maintenance shops, fuel and oil depot with impermeable flooring with sump where wash water and sludge can be collected for proper disposal. b. Refueling and servicing of equipment should only be carried out in specified areas adequately equipped to avoid leaks and spills that could contaminate soil and water resources. c. Only minimal chemicals, hazardous substances and fuel will be stored on site, within an enclosed and covered secure area that has an impervious floor and impervious bund around it (with capacity at least 120% of the total capacity of the tank/s). The storage area will be located away from water-courses, flood-prone areas, work camps, and danger areas. d. Oil stained refuse such as oily rags, spent oil filters, used oil should be collected and disposed of through recyclers / authorized waste handlers and disposal in authorized waste facilities. e. Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.) specifically designed for petroleum products and other hazardous substances where such materials are being stored and used. If spills or leaks do occur, undertake immediate clean up. f. Train relevant construction personnel in handling of fuels/hazardous substances and spill control procedures. g. Ensure all storage containers are in good condition with proper labeling. h. Regularly check containers for leakage and undertake necessary repair or replacement. i. Store hazardous materials above flood level. j. Equipment maintenance areas and fuel storage areas shall be provided with drainage leading to an oil-water separator that will be regularly skimmed of oil and maintained to ensure efficiency. k. Discharge of oil contaminated water into the environment shall be prohibited. l. Store waste oil, used lubricant and other hazardous wastes in tightly sealed containers to avoid contamination of soil and water resources. Transport and off-site disposal of such wastes shall comply with applicable laws and regulations. m. Restoration of temporary work sites shall include removal and treatment or proper disposal of oil contaminated soils.

76 6. Impacts on Surface Water

a) Water Availability

277. Construction of drainage culverts and other road works may temporarily affect water availability to farmlands and aquaculture ponds. The contractor shall provide temporary canals/irrigation channels to prevent disruption of water supply requirements.

b) Water Quality

278. The project corridor is prone to surface water pollution during construction due to the high density of waterways. As measured, drainage density in the project area is about 2.5 km/km2 to 3.8 km/km2. In addition to the Tien River and Hau River, the other canals and rivers along the corridor of components 1 to 3 are listed in Table 42.

Table 42: List of Waterways in Components

No Canal No Canal Name Component 1 1 Dinh Chung Canal 4 Rach Mieu 2 Linh Son Canal Tan My Component 2 1 Canal km8+033 11 2-9 Canal 2 Thay Lam Canal 12 Vuot Canal 3 Muong Lon 13 Lap Vo River 4 Dat Set Canal 14 Lap Vo Canal 5 Canal 13+225 15 Ranh Canal 6 Xang Muc Canal 16 Ong Hanh Canal 7 Canal km15+282 17 Xep Cut Canal 8 Tan Binh Canal 18 Canal 1 9 Canal km16+394 19 Canal 2 10 Xang Nho Canal 20 Nga Chua Canal Component 3 1 Rach Nga 3 Rach 1 2 Rach 2

279. Water quality aspects likely to be affected by the construction are total suspended solids, oil and grease and organic and bacteriological parameters in water bodies very near construction camps.

280. But a more serious concern on surface water pollution in the region where the project is located is pond aquaculture. This is a major industry in the Mekong Delta and wastewater and solid waste discharge from fish ponds is causing pollution of canals and rivers harming the quality of water used for household purposes and threatening the future of the aquaculture industry itself.

281. The potential sources of water pollution associated with the different construction activities have been identified. These activities and the predicted quality are enumerated in Table 43 and are discussed further in the following sections.

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Table 43: Predicted Construction Wastewater Sources, Volume and Characteristics No Construction Activities Projected Wastewater Characteristics 1 Excavation and filling Acidic run-off, highly turbid wastewater 2 Bore piling and pier construction High TSS concentration 3 Concrete mixing Alkaline wastewater (high pH) and high TSS concentration 4 Operations and maintenance of equipment Oily discharges 5 Housing of construction workers Organic pollutants and pathogens

(1) Acidic Run-off

282. Excavation during removal of soft soil and stockpiling of acidic soil will expose active acidic sulfate soil and potential acid sulfate soil to oxidation and leaching causing acidic run off. Increased acidity of water, pH of less than five can cause the leaching of aluminium and iron which can be toxic to aquatic organisms. As appropriate, the following measures will be implemented by the contractor to address acid sulfate soils (ASS): a. Acidity of spoils shall be determined by the contractor. Spoils that are acidic, pH<5 shall be buried to prevent acidic run-off and oxidation of sulphide bearing minerals. Attributes of the acid suphate soil disposal site or treatment site are as follows: (1) a place where the stockpile or treatment can cause the least damage to the surrounding environment; (2) the prevailing use is not sensitive to changes in water quality; (3) proximity to the project; and (4) willingness of land owner or land rights holder to have the land used for such purpose. b. ASS removed from work sites will be handled carefully to ensure that no acid drains to the environment at the removal site or disposal site. c. ASS spoil will not be stacked adjacent to work sites. It will be lifted and transported carefully, with no discharge of leachate and moved quickly to final disposal sites constructed as bunded ponds, or a walled holding tank where oxidation may take place or the acid may be neutralized (to pH 6.0-7.0), e.g., by using lime, before being discharged. Water within the pond can then be released in a controlled manner during the height of the rainy season, i.e. August and September when sufficient dilution is expected. d. When ASS is stabilized in-situ, the leachate will be captured behind bunds and neutralized at site or be carefully removed to a final disposal site and treated as above. Great care will be taken to ensure that leachate does not impact on land adjacent to work sites. e. The Contractor will monitor soil acid levels regularly during site preparation and implement the above mitigation measures when warranted.

283. The 2009 TEDI EIA also predicted that the excavation and embankment for component 2 and 3 will involve the following volume of soils and volume of silt that could be possibly generated (Table 44):

Table 44: Predicted Volume of Soil and Potential Volume of Silt to be generated during Construction Volume of Soil to be Predicted volume of silt Components excavated m3 to be generated (tons) Component 2 1,706,350 2,594 Component 3 619,190 1,417 Source: TEDI, 2009 EIA

78 284. Control of siltation during construction can be achieved through combined measures of limiting construction areas that can be prone to erosion (limit the bare areas), observe proper management of spoils for example surround stockpile with silt fence / bund, transport spoils immediately to final disposal site; and sod the spoils stockpile if prolonged storage is necessary.

(2) Siltation due to silted return water used for pumping the sand for the road embankment

285. Sand delivered by barge to the construction site is unloaded by pumping. Water is added to sand to form slurry which is conveyed by pipe to the construction site. The return water is highly turbid due to suspended sediments. These are mostly settleable solids and can be mitigated by retaining the return water at the site within enough time to allow the suspended solids to settle.

(3) Use of drilling mud during bridge construction

286. Water based drilling mud containing bentonite is commonly used when bored piling. The purpose of the bentonite is to stabilize the soil formation and to decrease soil permeability to keep water out. Bentonite is recognized to be environmentally benign. What makes drilling mud hazardous / toxic is when additives are used, including diesel. As a matter of practice and to manage cost, bentonite is collected and recirculated during drilling. For this project, it is estimated that when the cast in-situ method is used for bridge construction, Vam Cong alone will generate about 46,698m3 of spoils mixed with bentonite and 3,736m3 of waste bentonite. The same volume maybe expected for Cao Lanh as well. In addition, bentonite mud can cause water pollution due to suspended solid. Although bentonite is not toxic in terms of chemical property, it is harmful because of its physical properties. The bentonite is very dense and particles are very fine and can smother and clog breathing organs of aquatic bottom organism.

287. The practice of collection and recycling bentonite mud during drilling will minimize impacts on water and soil in the case of drilling on land. Bentonite slurry, bentonite sludge, mud and other materials and wastes from drilling will be collected and processed to avoid pollution of surface water. Discharge of such materials into watercourses shall be prohibited. Drilling solutions (e.g., bentonite slurry) for bridge construction, abutment construction, piling, etc. will be processed in a closed system, especially for abutments and foundations at the riverbed. Proper disposal of bentonite containing spoils as fill material in appropriate sites is another mitigation that should be observed. Spillage of bentonite mud in agricultural land shall be cleaned immediately to prevent caking and hardening.

(4) Dewatering of Foundation Excavations

288. Dewatering of foundations may be required during construction. Water from the excavations will be highly turbid and will contain high concentration of suspended solids consisting mostly silt and clay. Water from dewatering should not be disposed directly into a water body. It should be pumped into a settling pond or allowed to flow in a grassed swale specifically constructed for the Project to separate solids and then into a retention pond to allow finer solids to settle. The TSS concentration of water when discharged into water body should comply with applicable standards.

(5) Discharge of Wastewater from Casting Yards and Concrete Batching Plants

79 289. In the 2009 EIA, TEDI estimated that components 2 and 3 will require four cement mixing plants and it is anticipated that component 1 will also have at least two cement mixing plants. The estimated volume of concrete, water requirement and projected wastewater for component two and three is listed in Table 45. Component 1 is assumed to require less concrete and water than Component 3 considering it is about a third of the length of component three (i.e. 5.4 km vs. 7.8 km).

Table 45: Estimate of Water Requirement and Volume of Waste Water from Casting Yard Concrete Volume Water Waste Water No Component Milxing Plant (m3) Requirement (m3) (m3) 1 Component 2 No 1 174,753 156,579 60,814 2 No 2 19,842 78,290 30,407 3 Component 3 No 3 88,149 78,981 30,676 4 No 4 96,308 86,292 33,515 Source: TEDI, 2009

290. Based on practice, a concrete mixing plant with a capacity of 50 m3/hr will require 87m3 of water to wash aggregate and another 10m3 of water to mix concrete. About eighty percent (80%) of aggregate wash water can be recovered and recycled after each washing.

291. The quality of the wastewater from concrete batching plants and casting yard is expected to be alkaline (high pH) with high concentration of TSS. TSS concentration may reach more than six times the QCVN standard.

292. Mitigation of the potential impacts of alkaline wastewater from batching plants and casting yards shall include the following: a. Prior to operation of concrete batching plants and casting yards, the contractor shall construct settling/retention ponds with sufficient specifications/capacity for treatment of wastewater (e.g., from washing of equipment such as mixer drums, trucks and chute, contact storm water, etc.) b. Properly operate and maintain settling/retention ponds to ensure effluent quality meets applicable QCVN 24:2009/BTNMT (National Technical Regulation for Industrial Wastewater) c. Wastewater shall be retained in settling pond/s to allow silt to settle and lower concentration of TSS to acceptable levels. Water can be reused for dust suppression in construction sites and casting yard.

(6) Discharge of Wastewater from construction camps

293. It is estimated that simultaneous construction of all three components will require almost 2,000 workers spread out in eight or so construction camps for three to four years. Per capita water requirement of workers is placed at 60 litres per day. It is estimated that 80% of this water requirement will be discharged as wastewater. The predicted quality of the waste water is enumerated in Table 46 . The contractors shall provide sanitation facilities/toilets with septic tanks with sufficient capacity to handle and treat domestic wastewater generated by workers.

80 Table 46: Predicted Quality of Waste Water QCVN 14:2008 BTNMT No Parameters Concentration in mg/l Cmax (k=1.2) Septic Tank Influent Effluent Type A Type B 1 BOD5 562.5 - 675 125 - 250 36 60 2 COD 900 - 1,275 225 - 450 - 3 TSS 875 - 1,812 62.5 - 269 600 1,200 4 Total N 75 – 3.75 25 - 50 - - 5 Ammonia 30 – 60 6.25 – 18.75 - - 6 Total P 10 - 50 3.75 – 16.9 - - 7 Total Coliform, MPN/100 ml 1.2x107-1.2x1010 - 3,000 5,000 8 Fecal Coliform (MPN/100 ml) 1.2x106-1.2x107 - - -

(7) Waste Oil Disposal and Oily Discharge from Construction

294. The 2009 TEDI EIA for components two and three estimated the volume of waste oil that maybe generated by the project’s duration. The estimation is based on the projected operations of equipment and the required regular maintenance. The estimate is presented in Table 47.

Table 47: Projected Volume of Waste Oil to be Generated by the Project Construction Total Volume of Waste oil emission No Component Activities (Shift) waste oil (spillage) 1 Component 2 97,312 5,822 121 2 Component 3 45,830 2,742 57

295. Volume of waste oil that maybe expected from component three is anticipated to be equal or less than Component two.

296. To prevent oil contamination of the project site, collection, proper storage and handling of waste oil should be observed. Equipment service and maintenance yards shall be provided with impermeable flooring and collection sump. Water tight receptacles shall be provided in all the equipment maintenance shops for waste oil, oily rags, spent oil filters, solvents and oily containers. Disposal shall be through authorized waste handlers and recyclers.

7. Impacts on Groundwater Resources

297. The construction of the project is not expected to have significant impacts on the groundwater of the project corridor. The presence of thick clay and clayey layers in the project corridor, as determined during the soil survey, area minimizes the risk of groundwater pollution from surface sources. The low permeability of clay constrains the percolation of water from the surface.

8. Impacts on Aquatic Ecology Resources

298. Impacts on aquatic ecosystem during construction can be due to the following:  Increased turbidity of the column water due to silted run-off from construction sites or disturbance of the river bed; and  Excavation of the river bed or removal of river bed sediments as in sand quarrying.

299. Increased turbidity due to silted run-off or disturbance of the river banks or river bed may not be a significant impact given the relatively high background values of TSS in all the water bodies. Further, Van Oosten (1945) concluded that average suspended solids levels of up to 81 200 mg/l are harmless to fish, and that they can thrive in waters having TSS levels over 400 mg/l and averaging 200 mg/l. Similarly, Ward (1938, cited in McKee and Wolf 1963) reported that turbidity as high as 245 mg/l is not harmful to fish. In addition, mobile aquatic organisms will move away from the disturbed area. It is the sessile organisms that are likely to be affected by smothering and sand extraction.

300. Aquatic organisms in the Mekong Delta are presumed to be adapted to extreme and widespread changes in turbidity and TSS condition due to the annual flooding cycle wherein substantial load of silt is carried into the Delta region.

301. Increased turbidity due to the project, if ever, will be of short duration and will be confined in a more limited area.

302. With respect to the sand quarry sites, considering that the activity has been on-going for a period of time, the communities of bottom dwelling aquatic organisms must have already adopted to the conditions brought about by sand extraction.

303. Impacts to aquatic resources will be addressed through implementation of mitigation measures to avoid or minimize impacts to water quality as discussed in the previous sections.

9. Impacts due to Solid Waste Generation and Disposal

304. The project shall generate different kinds of waste materials during construction. These are domestic waste from construction camps, construction waste consisting of packaging materials, trimmings, waste concrete, rubbles, etc. The contractor shall put in place a waste management plan prior to construction. Measures to minimize impacts due to waste generation are as follows: a. Provide garbage bins and facilities within the project site for temporary storage of construction waste and domestic solid waste. b. Separate solid waste into hazardous, non-hazardous and reusable waste streams and store temporarily on site in secure facilities with weatherproof flooring and roofing, security fencing and access control and drainage/wastewater collection systems. c. Ensure that wastes are not haphazardly dumped within the project site and adjacent areas. d. Undertake regular collection and disposal of wastes to sites approved by local authorities. e. Prohibit dumping of wastes into watercourses, agricultural land and surrounding areas.

10. Impacts due to Operation of Borrow Pits/Areas

305. Road embankment fill material shall be sourced from borrow pits. The contractor shall implement the following measures to ensure that minimal adverse impacts shall arise from extraction of fill materials. a. Borrow areas for materials other than dredged sand fill shall not be located in productive land, forested areas and near water courses such as rivers, streams, etc. b. Topsoil shall be properly removed, stockpiled and preserved for later use during restoration of the site and provision of vegetation cover to minimize erosion. c. During borrow site operation, provide adequate drainage to avoid accumulation of stagnant water.

82 d. Except for dredged sand fill,, it is preferable to avoid or reduce the sections of quarry sites located on river bed. If it is not possible to locate quarries out of river beds, quarry sites lying on small rivers and streams shall be avoided. e. Upon completion of extraction activities, quarry and borrow pits shall be dewatered and fences shall be installed, as appropriate, to minimize health and safety risks. f. Ensure borrow pits are left in a tidy state with stable side slopes and proper drainage in order to avoid creation of water bodies favorable for mosquito breeding.

11. Impacts on Terrestrial Ecology

306. Considering the ecological status of the project alignment which is mostly agricultural and built-up, impacts on species and habitat diversity is not significant. The field survey showed that natural vegetation species within the project corridor are mostly common grasses and weeds. The most obvious impact of road and bridge construction on terrestrial ecological resources is the clearing phase wherein the ROW is cleared of cultivated vegetation. The contractor will be required to provide vegetation cover (local species of trees, grasses, shrubs and other suitable vegetation) on embankment slopes that are prone to erosion.

307. In view of the protection status of the mangrove species, the project shall not use mangrove in the construction. If timber is used instead of injected concrete it may however, use other tree plantation species being propagated in the Mekong Delta by tree farmers. These species are eucalyptus, acacia, bamboo and others. This will provide livelihood opportunities for tree farmers in the Delta.

308. The Bang Lang bird sanctuary is located within the CMDCP corridor about 3 km from the alignment of component 3 and is not anticipated to be adversely affected by Project construction.

12. Socio-Economic Impacts

a) Temporary Employment

309. The project will provide opportunity for temporary employment. It is estimated that the three components will require more than 2000 workers during the construction stage. To enhance this short term benefit, the local residents should be given the priority for hiring. This will give the poor and near poor households in the project corridor opportunities for employment.

b) Social Conflicts

310. The presence of construction camps may cause conflict with the host communities. To prevent this social concern, the following mitigation measures shall be adopted: a. Locate construction camps away from communities in order to avoid social conflict in competition for resources and basic amenities such as water supply. b. Give qualified local residents priority in hiring of construction workers. c. Maximize goods and services sourced from local commercial enterprises.

c) Traffic and Land Access

311. The project will affect land access in a number of ways during the construction stage. Since the road project will intersect major roads such as NH91, NH54, NH80 and numerous and numerous pedestrian roads. In addition hauling of construction materials through the main thoroughfares will add to the present volume of traffic. Work in the intersections will require closure of lanes and diversion of traffic. This can cause traffic delays and unsafe conditions for 83 vehicles and pedestrians. Measures to minimize impacts are as follows: a. Provide signs advising road users that construction is in progress, particularly in areas where the Project alignment crosses existing roads and where construction related- facilities are located. b. Employ flag persons to control traffic when construction equipment is entering or leaving the work area. c. Post traffic advisory signs (to minimize traffic build-up) in coordination with local authorities d. Provide sufficient lighting at night within and in the vicinity of construction sites. e. Regularly monitor traffic conditions along access roads to ensure that project vehicles are not causing congestion. f. Define and observe schedules for different types of construction traffic trips (e.g., transport of pre-cast sections, haulage of spoils, delivery of construction materials, etc.). g. As much as possible, schedule delivery of construction materials and equipment as well as transport of spoils during non-peak hours. h. Implement suitable safety measures to minimize risk of adverse interactions between construction works and traffic flows through provision of temporary signals or flag controls, adequate lighting, fencing, signage and road diversions. i. Project vehicles shall not be allowed in busy highways during peak hours in the morning and afternoon. This measure shall be among the conditions that shall be included in the traffic management plant that the Contractor shall be required to prepare prior to construction. Traffic management should include among others, strategy for coordination with the provincial traffic management office; alternative routes / traffic diversion routes; alternate routes for project vehicles.

d) Damage to Properties and Community Facilities

312. Some local roads (inter-hamlet) will be used to transport equipment, on construction materials and spoils. The local roads are usually unpaved and low load bearing capacities. Thus, use of these roads by the project may result to deterioration of the roads which can cause inconvenience to the local communities. Damage to properties such as houses, other structures, agricultural land, aquaculture ponds, water supply facilities, irrigation canals, etc. may also occur due to operation of vehicles and equipment, and construction-related activities. The contractor shall implement the following measures to address such impact: a. The contractor shall immediately repair and/or compensate for any damage that it causes to properties (houses, farmlands, aquaculture ponds, irrigation canals, etc.), community facilities such as water supply, power supply, communication facilities and the like. b. Access roads used for transport of construction materials and other construction-related activities shall be maintained by the Contractor in at least in their pre-project condition for the duration of construction.

e) Adjoining Agricultural Lands, Residential Areas and Aquaculture Ponds

313. Removal of soft soil and excavation of the abutment will involve removal and stockpiling of spoils. If spoils are not immediately transported to final disposal site and allowed to remain in construction site during the rainy season can result to muddy flow which can smother adjoining agricultural lands and residential areas and if near waterways, mud can be carried off into the canals causing shallowing. Fishponds located next to the road right of way are also prone to impacts of accidental spillage of spoils, discharge of wastewater, encroachment, interruption of 84 water supply and others. Mitigation measures mentioned earlier to address impacts on water quality, spoils disposal, water supply, etc. will avoid or minimize impacts to such areas.

f) Culture and Religion

314. Places of worship are located in the project corridor. Among these is the Phuoc Long Pagoda (about 80 m from the ROW), Tan Long Pagoda (40 m away from the ROW) and Duc Quang temple (200 m in distance). These are Buddhist temples where people make offerings every fifteenth day, on the first day of the lunar month and during festival days. There will be no direct impacts on temples but there will be indirect impacts on people visiting the temples, impacts on surrounding areas and people residing around the temple’s landscape, on the people residing near the temple.

315. Phuoc Long temple and Duc Quang temple will be affected by dust pollution and noise pollution from construction activities. It is anticipated that the impact level on Phuoc Long temple will be more pronounced than the impacts on Duc Quang Temple because Phuoc Long temple is nearer the construction area. Impacts last long (48 months). The noise pollution will affect the solemnity of the temple as well as affect the people who live in the temple. Measures to address dust and noise emissions, as presented above, will mitigate the identified impacts.

g) Accidental Discovery of Artefacts

316. In the event of unanticipated discoveries of cultural or historic artefacts (movable or immovable) in the course of the work, the Contractor shall take all necessary measures to protect the findings. Procedures to be followed in case of discovery of artefacts are: (i) Cease operations, (ii) Inform Engineer and Environment Officer of the DDIS (iii) Relay information to CIPM, (iv) CIPM to notify Ministry of Culture and Information (MCI) for the next steps (v) Recommence work only after MCI has provided official notification accordingly

h) Occupational and Public Health and Safety

317. Before construction, detecting mines and clearing rivers shall be carried out by the specialized units of the Ministry of Defence. Work of detecting mines will be conducted according to decision of 96/2006/QD-TTg issued on May 4, 2006 by the Prime Minister.

318. The workers and the public will be exposed to different hazards during construction due to operation of heavy machineries and various construction activities. With over 30 bridges to build, plus the two major bridges of Vam Cong and Cao Lanh, the construction workers will be exposed to threats of water accidents such as drowning. The following measures shall be implemented by the contractors to avoid or minimize adverse impacts: a. Conduct orientation for construction workers regarding health and safety measures, emergency response in case of accidents, fire, etc., and prevention of HIV/AIDS and other related diseases b. Workers at the bridge site shall be provided with life vests/buoyancy devices at all times. Stable footpaths/access with sturdy guardrails to the bridge work sites shall be provided. c. As part of navigation safety, the Contractor should comply with the waterway traffic safety during construction as implemented by Decision No. 27/2005/QD-BGTVT issued by Ministry of Transport on May 17, 2005. Before construction, the contractor will be

85 required to prepare a waterway safety plan for submission and approval by the agencies in charge. d. Provide first aid facilities that are readily accessible by workers. e. Provide fire-fighting equipment at the work areas, as appropriate, and at construction camps where fire hazards and risks are present. f. Provide adequate drainage in workers camps to avoid water logging/accumulation of stagnant water and formation of breeding sites for mosquitoes. g. Provide adequate and clean housing and sanitation facilities for all workers at the workers’/construction camps. Separate sleeping quarters shall be provided for male and female workers. h. Provide reliable supply of water for drinking, cooking and washing purposes at the workers’ camps. i. Provide separate hygienic sanitation facilities/toilets and bathing areas with sufficient water supply for male and female workers j. Ensure that all wastewater emanating from workers camps, construction camps and other project-related activities and facilities are treated consistent with national regulations. k. Ensure proper collection and disposal of solid wastes within the workers’/construction camps consistent with local regulations. l. Provide sturdy fencing on all areas of excavation greater than 2 m deep. m. Provide personnel with appropriate safety equipment such as safety boots, helmets, gloves, protective clothes, breathing mask, goggles, ear protection, etc. and ensure that these are properly worn as required. n. Ensure reversing signals are installed on all construction vehicles. o. Implement fall prevention and protection measures whenever a worker is exposed to the hazard of falling more than two meters, falling into operating machinery or through an opening in a work surface. Based on a case-specific basis, fall prevention/protection measures may include installation of guardrails with mid-rails and toe boards at the edge of any fall hazard area, proper use of ladders and scaffolds by trained employees, use of fall prevention devices, including safety belt and lanyard travel limiting devices to prevent access to fall hazard, fall protection devices such as full body harnesses, etc. p. Implement precautions to ensure that objects (e.g., equipment, tool, debris, pre-cast sections, etc.) do not fall onto or hit people, vehicle, and properties in adjoining areas. q. Barriers should be installed to keep pedestrians away from hazardous areas such as constructions sites and excavation sites. r. Signage should be installed at the periphery of the construction site to warn and direct traffic and pedestrians. s. Provide security personnel in hazardous areas to restrict public access. t. Strictly impose speed limits on construction vehicles along residential areas and where other sensitive receptors such as schools, hospitals, and other populated areas are located. u. Educate drivers on safe driving practices to minimize accidents and to prevent spill of hazardous substances and other construction materials during transport. v. If necessary, provide safe passageways for pedestrians crossing the construction site.

C. Operations

1. GHG Emissions

319. One of the possible residual impacts of operations is GHG emissions. In accordance with ADB environmental policy guidelines, GHG emissions in CO2 equivalent have been 86 estimated based on traffic volume in passenger car unit (PCU). The projected traffic in PCU from year 2015 to 2035 for all three components is enumerated in Table 48:

Table 48: Projected Traffic in PCU Component 1 Year Motorcycle Car Bus Truck Total 2015 7402 1346 3456 7720 19924 2020 12426 2170 5100 14258 33954 2025 16026 2918 5880 19296 44120 2030 19666 4096 7106 24688 55556 2035 27238 5936 9036 36373 78582 Component 2 Year Motorcycle Car Bus Truck Total 2015 7402 1346 3456 7720 19924 2020 12426 2170 5100 14258 33954 2025 16026 2918 5880 19296 44120 2030 19666 4096 7106 24688 55556 2035 27238 5936 9036 36373 78582 Component 3 Year Motorcycle Car Bus Truck Total 2015 7548 1488 3388 13552 25976 2020 13072 1850 4836 21186 40944 2025 16872 2552 5676 26606 51706 2030 19698 3552 6938 33050 63238 2035 27120 4747 8810 44486 85164 Source: SMEC EIA, 2010

320. The calculation of the greenhouse gas (GHG) emissions of the projected volume of vehicles in PCU, for years 2015, 2020, 2025, 2030 and 2035 was carried out using the ADB simplified method and the calculated annual greenhouse gas emission is listed Table 49. According to the calculation, the total GHG emission will exceed 100,000 tons per year by year 2025.

Table 49: Calculated Annual Greenhouse Gas Emission C-1 C-2 C-3 Year (tons) (tons) (tons) Total GHG Tons/year 2015 14,835.41 26,180.14 10,239.74 51,255.29 2020 25,282.15 44,615.56 16,140.12 86,037.83 2025 32,851.75 57,973.68 20,382.51 111,207.94 2030 41,367.00 73,000.58 24,928.42 139,296.00 2035 58,512.20 103,256.83 33,571.54 195,340.58 Source: SMEC EIA, 2010

87 2. Air Quality Due to Traffic

321. Air quality impacts during operations will be due to vehicle emission of NOx, SO2, CO and HC. The 2009 TEDI EIA predicted the of emission of air pollutants from vehicles based on the forecasted number of vehicles in 2015, 2020 and 2030 (Table 50); the pollution coefficient of WHO (1993) as well as application of national technical standards of petroleum and diesel (QCVN 1:2007/BKHCN) with assumed sulfur content of 0.05%. The predicted emissions rate was used to predict ambient air quality using a Gaussian based dispersion model. No exceedance of the ambient air quality standards is predicted during the years of operation from 2015 to 2035 (Table 51).

Table 50: Forecasted number of vehicles (annual flows) in Components 1, 2 and 3 CMDCP (based on TEDI FS) No Vehicle Type 2015 2025 2035 1 Motorbike 26,893 50,323 70,720 2 Car 1,785 3,167 4,140 3 Bus 2,112 3,017 3,099 4 Truck 6,621 11,605 16,333 1.1.2 Total 1.1.3 37,410 1.1.4 68,111 1.1.5 94,292

Table 51: Predicted Levels of Gaseous Emissions associated with Road Operations from 2015 to 2035 unit in mg/m3 Year Distance from Pavement in meter QCVN* Parameter Season 5 10 25 50 100 CO Dry 3.537 2.862 1.831 1.173 0.723 30 Rainy 1.47 1.19 0.761 0.488 0.301

NO2 Dry 0.053 0.043 0.028 0.018 0.011 0.2

Rainy 0.022 0.018 0.011 0.007 0.005

SO2 Dry 0.017 0.014 0.009 0.006 0.003 0.35 2015 Rainy 0.007 0.006 0.004 0.002 0.001 HC Dry 0.588 0.476 0.305 0.195 0.12 5 Rainy 0.245 0.198 0.127 0.081 0.05 TSP Dry 0.049 0.04 0.025 0.016 0.01 0.3 Rainy 0.02 0.016 0.011 0.007 0.004 CO Dry 6.547 5.299 3.399 2.171 1.339 30 Rainy 2.722 2.203 1.409 0.903 0.557

NO2 Dry 0.093 0.076 0.048 0.031 0.019 0.2

Rainy 0.039 0.031 0.02 0.013 0.008

SO2 Dry 0.03 0.024 0.015 0.01 0.006 0.35

Rainy 0.012 0.01 0.006 0.004 0.003 2025 Dry 1.085 0.878 0.562 0.36 0.222 5 HC Rainy 1.085 0.878 0.562 0.36 0.222 TSP Dry 0.087 0.071 0.045 0.029 0.018 0.3 Rainy 0.036 0.029 0.019 0.012 0.007 CO Dry 9.145 7.401 4.734 3.032 1.87 30 Rainy 3.802 3.077 1.968 1.261 0.778

NO2 Dry 0.13 0.105 0.067 0.043 0.027 0.2

Rainy 0.054 0.044 0.028 0.018 0.011

SO2 Dry 0.041 0.033 0.021 0.014 0.008 0.35

2035 Rainy 0.017 0.014 0.009 0.006 0.003 HC Dry 1.519 1.23 0.878 0.504 0.311 5 Rainy 0.632 0.511 0.327 0.209 0.129 TSP Dry 0.122 0.099 0.063 0.04 0.025 0.3 Rainy 0.051 0.041 0.026 0.017 0.01 * - QCVN 05: 2009/BTNMT

88 3. Noise Levels during Operations

322. The 2009 TEDI EIA predicted the noise levels during operations of the road. The model used is the ASJ Model 2003, developed by the Acoustic Society of Japan. The predicted noise level from vehicular traffic at 7.5m from lane centerline and at the height of 1.5m above ground is listed in Table 52 for years 2015, 2025 and 2035.

Table 52: Predicted Noise levels for years 2015, 2025 and 2035 No Year Unit Noise Level @ 7 m 1 2015 80.3 2 2025 dB(A) 81.5 3 2035 82.9

323. Given the above predicted noise levels and applying the doubling distance law the noise decay will be as shown in Table 53.

Table 53: Predicted Traffic Noise Decay Year Unit Noise Levels at Doubling Distance 7 M 14 M 28 M 56 M 112 M 224 m 448 m 2015 dB(A) 80.3 77.3 74.3 71.3 68.3 65.3 62.3 2025 dB(A) 81.5 78.5 75.5 72.5 69.5 66.5 63.5 2035 dB(A) 82.9 79.9 76.9 73.9 70.9 67.9 64.9

324. The roads have been designed with a range of tree of 10 m on both sides of the roads. With the range of trees, the attenuation of noise over distance ∆Ld is calculated and the results are given in Table 54 (more details in the appendix)

∆Ld = 10lg(r2/r1); dB

In which:

- d: distance - i: frequency

- r1=1m, - r2: calculated noise attenuation level with distance Li - ∆Lcx: Noise attenuation due to tree trip of 10 m; dB ∆Lcx = ∆Lkc+ 1,5Z + b∑ Bi

- 1.5Z: Noise level attenuation due to the reflection of tree ranges - Z: Number of trees ranges

- β ∑Bi: Lower noise level due sound sucked and diffusion in the range of trees. - β: average lower value with the frequency (β=0,12 – 0,17dB/m)

89 Table 54: Predicted Traffic Noise Decay with a range of trees of 10 m Noise level (dBA)-with a range of trees

r1 r2 ΔLd ΔLcx 2015 2025 2035

1 30 14.8 17.8 62.5 63.7 65.1

1 250 24.0 27.0 53.3 54.5 55.9

1 310 24.9 27.9 52.4 53.6 55.0

1 500 27.0 30.0 50.3 51.5 52.9

325. The impacted zones of 250 m showing the location of various sensitive receptors during operation stage is given on the map below (Figure 33):

Figure 33: The impacted zones within 250 m during operation stage

326. Mitigation of traffic noise during operations may be addressed through land use zoning and enforcement of traffic regulations. The following measures shall be implemented to avoid or minimize adverse impacts [NOTE: If measures (b) and (c) are applied, the affected distance will be reduced to only 30 m]:

a. To disperse the sound on the transmission line, planting trees have a significant effect in reducing noise. The project plan is to plant trees on both side of the roads, each side 10 m. In this case, the noise will reduce about 3 dB(A).

90 b. There is a measurable link between traffic noise and speed. Speed control is the most direct way, economic and justice in reducing traffic noise. Reducing speed from 80 km/h to 60 km/h will reduce noise level of about 5 dB(A) (see detail at the appendix). c. Application of low-noise asphalt road surface in densely populated areas. Low-noise road surfaces, capable of reducing noise levels up to 5 dB, while a number of more specialized surfaces can achieve even greater reduction. d. Installation of signs: "Prohibited honk" in residential areas. e. Shutdown when stopping: the shutdown will reduce dust pollution and noise in the meantime, and also saving a significant amount of gas to users. f. Encourage the use of less noise vehicles and Periodic maintenance of vehicles g. For the house of the people living in the affected areas, encourage to use sound transmission prevention materials (brick, concrete, wood or sound reflective materials (hard, smooth, and dense like glass, hard plastic).

4. Road-Water Runoff

327. Road run-off can pollute surface water bodies by carrying oil and deposited airborne pollutants from the road surface to nearby water bodies. Analysis of road run-off (Driscol et al, 1990) cited in indicated that, except for TSS and COD, water runoff from the operating Project roads would meet Vietnam standard QCVN 08:2008/BTNMT for non-domestic water use.

328. Runoff water from structures will be handled by the built drainage structures as set out in the Design and the EMP. 5. Socio-Economic Impacts of Road Operations

a) Beneficial Effects.

329. Currently journeys along the alignment route of the project are reliant on the existing road networks and two ferry crossings. From An Binh Commune in Cao Lanh District (the starting point of component one of the Project) to My Thanh Ward in Long Xuyen City (some 4km from the end point of component three) the total road length is 37km. The approximate road travel time for this journey for a car is 50mins. Ferry crossing time adds another minimum 50 minutes to travel time because of waiting and embarkation time. This makes to total journey time at least one hour and 40 minutes. During peak traffic times during the day the waiting time to board the ferry, especially the Vam Cong Ferry can be around 40 minutes. Due to the requirement to balance loads within ferries, the waiting time for trucks can be much longer. Trucks queuing more than one hour and as long as three hours are not uncommon. For journeys between An Binh Commune and Tan My Commune (Lap Vo District of Dong Thap on the south side of the Cao Lanh Ferry) the travel time is estimated at 40 minutes. It is anticipated that the new road and bridges across Hau River and Tien River will result to shorter travel time. Table 55 shows the comparison of travel time between the existing situation and when the project is completed. Time savings that will be realized during the operations of the road and bridges are expected to benefit the road users.

91

Table 55: Time Saving for Journey between An Binh (Cao Lanh District) and My Thanh (Long Xuyen) / Thoi Thuan (Thot Not)

Existing Situation With Project

Travel by Travel by Travel by Travel by

Motorbike Car Motorbike Car

Journey Segement

Distance(km) Distance(km)

Ave Ave Speed (km/hr) Time(mins) Ave Speed (km/hr) Time(mins) Ave Speed (km/hr) Time(mins) Ave Speed (km/hr) Time(mins)

An Binh-Tinh Thoi 12 30 24 40 18 3 40 5 75 2 Tan My (Cao Lanh Ferry Terminal) to Binh Thanh (Vam Cong Ferry Terminal) 25 35 43 50 30 16 40 24 75 13 Cao Lanh Ferry Crossing 15 20 Vam Cong Ferry Crossing 30 30 Total Approx Time (mins) 112 98 29 15 Time Saving 83 83

b) Access and mobility (barrier effect)

330. The Project road and interchanges will, to varying degrees, form barriers for cross movement of local communities traversed by the road. Such a barrier effect can inhibit access to essential services (schools, medical services), markets, and livelihoods as well as severely disrupt social networks. To ensure that local communities are provided adequate access across the road, the Project has been designed to include construction of underpasses both for pedestrians and agricultural vehicles

c) Movement of non-motorized traffic in the vicinity of the existing ferries

331. The communities in the vicinity of the existing ferry services are reliant on these for travel across the rivers. For the majority of road users the Project will facilitate improved mobility. However, there are also many people who travel by foot and bicycle or who use improvised vehicles to transport produce. For many of these people the bridges may present a disadvantage for river crossing.

332. The Project is designed to be constructed to expressway standards allowing for vehicle speeds of up to 80km/hr for mixed traffic and it is expected that there will be a very significant increase in traffic flow. There are associated risks of traffic accidents and potential risks to pedestrians. Road safety facilities have been incorporated in the Project design at both preparatory and detailed design phases. These include traffic separation medians, pedestrian and light vehicle underpasses, lighting at intersections and bridges longer than 100 m and signs and pavement markings complying with Vietnamese standards. These will be put in place by the Contractors during construction and will be maintained by the Project owner during the Project’s service life. The current design also includes physical barriers to inhibit pedestrian access.

92 d) Impacts on Livelihoods Associated with the Removal of the Ferry Services and Changed Traffic Flow

333. The removal of the ferry services and the change in traffic flow due to the project will have a negative impact of livelihoods that are dependent on the vehicular traffic and passengers of the ferries. Particularly affected will be the businesses and other service providers located in the immediate vicinity of the existing terminals of the Cao Lanh and Vam Cong Ferries. There are around 125 businesses and 520 other livelihoods (hawkers and motorbike taxis) which are expected to be thus affected. Table 56 and Table 57 present a summary of the types of businesses that will be displaced upon completion of the two main bridges and cessation of the ferry services.

Table 56: Summary of Businesses Operating near Cao Lanh Ferry Terminal Business Owners Business Type Motorbike Location # Businesses Male Female Eatery Retail Service Hawker taxi Tan My 43 26 17 21 4 1 17 63 Ward 6 34 20 14 15 10 3 4 NA Total 77 46 31 36 14 4 21 Source: Cao Lanh Ferry business survey 2009

Table 57: Summary of Businesses Operating near Vam Cong Ferry Terminal BUSINESS TYPE Motorbike Location Café Eatery Retail Service Hawker taxi Binh Thanh 41 26 8 3 125 97 My Thanh 31 27 36 9 170 47 Total 72 53 44 12 295 144 Source: field survey 2010

334. The SIA is proposing a set of mitigating measures to help the affected livelihoods and businesses. Details of the following recommended measures are provided in the SIA report. (i) Vocational training, (ii) Income support allowance, (iii) Employment placement, and (iv) Relocation assistance.

e) Impacts on Livelihood of Ferry Personnel

335. The existing Cao Lanh and Vam Cong ferry services provide for river crossings over the Tien and Hau Rivers for vehicles and pedestrians. The Cao Lanh Ferry Service is operated by the Dong Thap Department of Transport and employs around 120 personnel. The Vam Cong Ferry Service is operated by the MoT and is significantly larger than the Cao Lanh Ferry Service. The number of personnel is estimated to be approximately twice that of Cao Lanh Ferry Service.

336. The construction of the Cao Lanh and Vam Cong Bridges will displace most of the existing need for the ferry services. As a result, the existing services will either be totally displaced or maintained at only a minimal residual service level. The Dong Thap Department of Transport has advised that it plans to relocate the Cao Lanh Ferry Service to Sa Dec township (Dong Thap Province) some 20km downstream from the current location. According to the same source the MoT plans to disperse the ferries from Vam Cong to as yet undetermined locations. This would impact of existing personnel employed operating the ferry services.

93 337. Based on information supplied by the Dong Thap Department of Transport (DOT), the Department plans to reassign Cao Lanh Ferry personnel to other work within the DOT including the proposed new ferry service at Sa Dec, on bridge toll collection work, other work within DOT (yet to be determined) as well as through natural attrition as personnel reach retirement age. The DOT also advised that many of the staff operating at the Vam Cong Ferry would be reassigned by MOT to work in the bridge management offices, otherwise reassigned in other capacities within MOT or be entitled to serverence pay and conditions as they (like those working on Cao Lanh Ferry) are protected by labour contract conditions. No additional action is proposed under the SIA.

D. Cumulative Impacts

338. Future developments related to CMDCP are Stage 2, which will widen Stage 1 (CMDCP) roads and bridges as well as upscaling of Stage 1 with the objective to provide more direct access to National Highway 2 at My An. While the timeframe for these future projects are yet to be determined, the expected cumulative impacts due to CMDCP and the abovementioned related projects are: (i) improved road travel across and within the Central Mekong Delta interconnecting HCMC to the Southern Coastal Region and the GMS Southern Coastal Corridor, (ii) decreased road travel distances and increased average travel speeds across and within the Central Mekong Delta, (iii) inclusive development for areas that are presently not well connected to major population centers, (iv) improved access to basic social and health services, (v) improved global and national food security by stimulating local agro-industry and boosting exports further, (vi) enhanced support for private sector investment, and (vii) extension of better regional connectivity to neighbouring Cambodia and the Greater Mekong Subregion, as well as the country’s major inland ports in the Delta. CMDCP alone is expected to directly benefit an estimated 170,000 road users daily 5 years after Project completion and will help lift living standards in An Giang, Dong Thap and Can Tho provinces, with a total population of 5 million people. Implementation of Stage 1 upscaling and Stage 2 will further increase the number of people who will benefit from the road development in the area.

339. Given that the area is well along the path to the next stage of industrialization and urban development, the Project and future related developments will have only a marginal additional impact on the prevailing natural systems as the area is largely agricultural.

94 VII. INFORMATION DISCLOSURE AND COMMUNITY CONSULTATION

A. TEDI 2009 EIA

1. Public Consultation

340. The CMDCP has been under planning since 2007. TEDI carried out public consultation required for environmental permitting following the prescribed procedures (Viet Nam Circular 05/2008/TT-BTNMT, 08/12/2008). The MOT received 14 comments from People’s Committees and Committees of the Fatherland Front in the communes located in the Project corridor. These comments were issued during the period of September 4 to 8, 2009.

2. Interviews

341. Under the TEDI 2009 EIA, the project also conducted an interview of 82 households among the displaced households in Project area. The result of the perception survey showed that majority of the respondents knew about the project and is in favor of the project. Table 58 presents a summary of the respondents’ opinions regarding the Project.

Table 58: Households Opinion on the Project No of Household Respondents Knowledge About the Project Opinion on the Project Yes No Approval Against No Opinion 82 78 4 66 0 16 100% 95 5% 80% 0% 20%

342. In terms of prior knowledge about the project, 95% of households who responded knew about Project. Of those interviewed, 80% of the households supported Project construction and 20% did not have any opinion.

343. In terms of Project activities, the interviewed households although they are in favor of the project and agree with the land withdrawing decision of the local authority for Project, they are concerned. They required the Project to have an appropriate compensation policy according to the regulations of the State and locality. When asked about expectation of compensation, 56% households want to resettle in the district/commune. 8% want to receive house & land in the resettlement area.

344. In case, the rest of land lot is possible to occupy, 10% households want to continue living in those land lots; 12% households want to resettle in the district/commune, 8% households want to receive land and they build their own; 6% of the households want to live outside the district/commune with the support of Project.

B. SMEC 2010

345. As part of the PPTA, an environmental impact assessment was conducted based on ADB safeguards policy guidelines. Social survey and public consultations for the resettlement planning and social impact assessment were also conducted under the PPTA.

95 1. Public Consultation for Environment

346. Among the requirements of the ADB guideline is the conduct of public consultation at the early part of EIA preparation and another consultation after the completion of the draft EIA. In compliance with this guideline, SMEC organized and carried out a public consultation in the three Provinces that will be traversed by the CMDP from 25 to 28 August 2010.

347. The information shared with the stakeholders during the public consultation are: • SMEC Consultant report on the project; • Report on impacts of the project to natural and social environment; • Propose mitigation measures and control of environmental pollution during design, construction and operation phases; • Propose environmental control and management program for the project; and • Discussion and recommendations of participants.

348. The stakeholders who participated are: • CIPM (formerly called PMU-My Thuan), • Department of Natural Resource and Environment of Provinces, • Department of Transport of Provinces, • Department of Agriculture and Rural Development of Provinces, • Department of Construction, • People’ s Committee of Can Tho, Long Xuyen, Cao Lanh cities and districts, • Youths’ Union of Provinces and districts, • Women’s’ Union of Provinces and districts, • Veterans’’ organization, • People’s Committee of communes, • Representative of displaced households, and • Representative of Vietnamese Fatherland Front of Provinces and cities.

349. The issues raised during the consultation are summarized into the following categories: (i) Air quality issues: • It is necessary to have measures to control and mitigate air pollution during construction and operation of projects (such as mitigating air pollution due to transport of building materials during construction, reducing noise); • To enhance the frequency of watering to the face of road in order to mitigation of dust pollution during material transportation; and • Use of machinery, transportation must be regulated standards. (ii) Water and solid waste environmental issues: • Water pollution can occur due to road digging activities, generated by alum; • The construction of the road would cut spending, thus reducing regional drainage, especially during the flood season in the Mekong Delta, so the solution must be effective in flood control design process and construction of the road; • The pumping of sand may cause water pollution by sewage from the pumping of sand, which will affect agricultural production and fish farming along the project, which requires measures effective management of wastewater before discharge 96 into the environment. and • Solid waste generated during construction, road maintenance need to be collected and treated properly regulated.

350. Social issues are listed in the next section and a summary of the public consultation is given in tables 75 and 76.

2. Social Impact Assessment and Resettlement Consultation – 2010

351. Social survey and public consultations for the resettlement planning and social impact assessment were also conducted under this PPTA. The primary sources of information included a household survey of approximately 700 households in vicinity of the project area, in depth interviews with mainly household survey respondents (but also with others in topics of interest to the study such as truck drivers), focus group discussions and key informant interviews with authorities in fields of interest to the study. The household survey was based on a purposive sample targeting households involved in common livelihoods as well as ensuring the inclusion of poor and near poor households. The coverage of the household survey is in Table 59.

Table 59: Household Survey Sample Province District Commune/ Ward HH Dong Thap Cao Lanh Dist An Binh 150 Dong Thap Cao Lanh City Tinh Thoi 151 Dong Thap Lap Vo Dist My An Hung B 117 Dong Thap Lap Vo Dist Dinh An 135 An Giang Long Xuyen My Thanh 150 Total households 703

352. The major social issues raised are: • Construction of roads through agricultural lands, there should be policies to support, career change training for displaced households; • The compensation for the loss of land, buildings and works must be adequate, appropriate to reduce the difficulties for displaced households; and • Need to have resettlement policy suitable for all totally displaced households.

a) Dong Thap Province

353. The concerns raised during the public consultation in Dong Thap Province allowed the grouping of the concerns into four major categories and these are: flooding and its impact on the project; impacts on environment; Project impacts; and Environmental management, particularly environmental monitoring with such issues as community participation in monitoring, enhancement of community awareness regarding monitoring, sanctions on contractors for violation /non-compliance with EMP and social impacts.

354. Flooding as the leading concern among the Dong Thap residents is understandable considering the susceptibility of the province to flooding. Table 60 summarizes the issues and how it will be addressed or how it is addressed under the project.

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Table 60: Summary of the Dong Thap Public Consultation Number of participants and groups represented: Total of 45 participants consisting of representatives from the PDOT (6); DONRE (2); Center for Housing Fund Dev (4); Commune / District People’s Committee representatives (10); DARD (1); Dept of Const (1); Division of Resources and Environment of Lap Vo (1); Division of Economy and Infrastructure (1); Traffic Safety Board (1); PMU (1); Women’s Union (3); VFF (4); Veterans Assoc (2); Young Communists (2); Farmers / residents (6) Date of consultation: Aug 28, 2010 - 8:00AM – 11:00AM Venue: Conference room of Hoa Binh Hotel, N10, National N.30, Cao Lanh City, Dong Thap Province Environmental issues raised How issues will be addressed under the Project Flooding is one concern in Dong Thap as Flooding has been considered in the design of the road. shown by the number of concerns. Among Recognizing the effects of climate change on increased the concerns regarding flooding are : flood heights the project has adopted the 1% Flood  Flooding and its potential impacts on frequency elevation as the control for determining road the project; elevation for climate change proofing.  Impacts of flooding on construction Increased flood susceptibility of areas along the road and construction schedule, upon completion is mitigated by the presence of high drainage density of the corridor and the fact that  Impacts of flooding during the hydrology and hydraulics have been considered in the operations stage of the project and design of culverts and bridges. roadside environment. Environmental Impacts of Project i.e.: All these impacts have been assessed and mitigation  Farming zones / agriculture, sand measures are identified. These are discussed in the quarrying, water supply, irrigation, EIA. The information will be shared with the paddy transport stakeholders during the next consultation to be carried  Impacts of pumping sand and out after the completion of the draft EIA report. possible water logging of rice fields, gardens by water used to pump sand  Vibration due to the project  Waste water treatment Environmental Management Aspect The project EMP will incorporate community  Community participation in monitoring participation in environmental monitoring. Knowledge seen as a measure for immediate and awareness of the community regarding the project action regarding pollution and other and its environmental management plan including, adverse impacts of the project opportunities for community participation in monitoring  Enhanced community awareness on will be enhanced through orientation and timely sharing environmental management / of information. monitoring plan, methods and indicators  Monitoring of Contractors  Sanctions on Contractors who fail to observe EMP Social Impacts Physical displacement (relocation) will be mitigated  Difficulty of clearing project right of through compensation at replacement costs for affected way especially if carried out in stages land and housing. In addition affected households will  Assess and provide support to people be provided with transitional assistance (stabilization who will be displaced. and transport allowances) as well as income development assistance to offset impacts on livelihoods.  Income restoration of those displaced Economically displacement. Households losing households productive land and those with affected businesses  Satisfactory compensation of those (including displaced employees) will be entitled to affected various forms of compensation and assistance. Farming households in addition to compensation for physical losses at replacement costs will receive stabilization allowances for limited periods depending on severity of impact. In addition they will also receive income restoration support equivalent to 3 times the value of the acquired land and vocational training support. Those will affected businesses as well as displaced employees will received income replacement allowances and support to enable them to either relocate businesses or change livelihoods. 98

b) Can Tho Province

355. The summary of the concerns raised during the consultation in Can Tho is presented in Table 61. The level of discussion and the types of issues raised during the consultation in Can Tho indicates a high level of technical awareness of the participants. This is taken to be the influence of economic status of the area as well as the status of Can Tho as the academic center of the Mekong Delta given the presence of institutions of higher learning.

Table 61: Summary of the Can Tho Public Consultation Number of participants and groups represented: DONRE ((4); Residents (6); Peoples Committee (2); PDOT (6); VFF (2); Women’s Union (1); Young Communists (1); Division of Traffic Management Infrastructure (1); DARRD (1) Date of consultation: Aug 26, 2010 - 8:00AM – 11:00AM Venue: Conference room of Transportation Department in Can Tho City, 1B Ngo Huu Hanh Str., An Hoi Ward, Ninh Kieu Dist., Can Tho City Environmental issues raised How issues will be addressed under the Project Project Impacts These impacts have been thoroughly discussed in Among the participants main concerns are impacts the EIA. TEDI 2009 EIA has assessed these of the project on dust pollution, water water impacts and has presented mitigation measures. pollution, run-off, impacts on soil, ecosystems, biodiversity, traffic congestion and public safety and impacts on the industrial estates of Can Tho Environmental Management The role of the contractor in the implementation of Specific mention of mitigation of dust through the EMP shall be emphasized in the EMP. watering and use of tree buffers. Also, a participant stressed the role of the contractor in the implementation of the EMP, specifically in the mitigation of impacts in ambient air quality Procedural Matters The Project will comply with the request for the A participant requested that project information next round of consultation materials that will be the topic of consultation be distributed at least 10 days prior to consultation Insufficiency of Presented Information Noted, will take this into consideration during the Some of the points raised by the participants seem next consultation. Project will exert more effort to to point out the insufficiency of data presented. identify types and level of detail of information to be shared in public consultation.

C. DDIS Consultation – 2012

356. The DDIS held public consultations from July to September 2012 in the 10 Project affected communes. A total of 1,450 participants took part. The consultations were in two parts: a) Resettlement, livelihood and social issues concerning people affected directly by the Project; b) Environmental issues and impacts. The Project and its likely impacts were explained and the Draft EMP presented.

357. Participants were provided with a short questionnaire designed to assess their perceptions of the project and the impacts that it may cause. Appendix 4 provides a copy of the questionnaire and the full results of the DDIS consultation.

358. A total of 1,071 affected persons completed the questionnaire (73.9% of the participants at the consultations). The most significant concerns expressed by respondents related to land disturbance, the work-force, noise and construction traffic. The responses provide guidance to the CIPM, supervising engineers and contractors. See Table 62.

99 Table 62: Perceived Likely Impacts from CMDCP - Responses to Questionnaire Impact No concern Mild concern Serious concern Noise 19.3 19.9 60.8 Water pollution 21.5 25.9 51.0 Air pollution 22.4 26.6 51.0 Construction traffic 20.1 24.5 55.4 Work force 13.8 22.4 63.7 Impacts on land 11.0 16.6 72.4 Other 37.6 23.3 35.2

D. Additional DDIS Consultation on noise due to the project operation – 2013

359. On 27 & 28 July 2013, the DDIS held the additional public consultations on the noise due to project operation with people that will be affected by high noise levels during operation phase due to traffic flow (persons residing along the new alignment). During the consultation, the predicted noise levels due to Project operation have been presented together with proposed feasible noise mitigation measures.

360. All participants (total of 280 people in Lap Vo and Thot Not districts) were agreed with the attenuation measures, especially plant a range of trees on the both sides of the roads as project design. For them, the noise prevention wall measure is not feasible.

361. The participants also suggested to plant a kind of trees with luxuriant lush leaves but have low economic efficiency so that it will be easy for management and protection.

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VIII. GRIEVANCE REDRESS MECHANISM

362. The ADB requires that the borrower establish and maintain a grievance redress mechanism to receive grievances and facilitate their resolution. Grievances and concerns may relate to a number of issues about the borrower's social and environmental performance at the project level. The grievance redress mechanism (GRM) should be scaled to the risks and impacts of the project. It should address affected people's concerns and complaints promptly, using an understandable and transparent process that is gender responsive, culturally appropriate and readily accessible to all segments of the affected communities.

363. Within the legal framework of GOV, the GRM is institutionalized through the Decree 136/2006/ND-CP which provides details and guidelines on the implementation of the Law on Complaints and Denunciations. This mechanism is relatively complex and too complicated to address environmental grievances that may arise with respect to the Project. Therefore, a GRM suited to the needs of the Project will be developed for implementation by the Contractor. The GRM will be designed to ensure that affected persons and communities are able to communicate their complaints about Project activities and obtain timely redress when justified. The GRM forms part of the Information Disclosure and Consultation Process (IDCP) and part of the EMP and Contract Package.

364. The main characteristics of the GRM (to be finalized late in the Design Stage) are to:  Ensure timely release of information about the Project  Provide a clear and transparent mechanism available to all parties  Ensure timely redress of concerns and issues at the lowest level possible  Include a mechanism to provide timely compensation for justifiable damages and nuisance  Be credible to the public and administrators concerned.

365. Figure 34 (ADB, 2010) shows the relationship among the requirements of the ADB and the country (Viet Nam) and a person or persons who may be aggrieved or concerned about an issue related to activities carried out on a Bank-funded infrastructure project.

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Figure 34: Grievance Redress Mechanism (ADB, 2010)

366. Table 63 enumerates some of the common complaints that might be expected. While some complaints will be considered due to nuisance rather than actual impacts, these will have to be dealt with accordingly. The most severe incident that can occur is loss of lives and properties. These types of incidents are covered by other specific laws, like the Occupational Health and Safety provisions of the Construction Laws and will be beyond the project level GRM.

Table 63: Common Complaints about Road Projects (Source: SMEC EIA 2010/TEDI Report) Type of Impact Cause or Source of Complaint Nuisance noise Operations of construction equipment Vibration Pile driving Dust Dust during road construction Hauling of equipment Muddy roads / pedestrian walkways Mud on the road due to project vehicles Water ponds in construction sites and public access Loss of trees and other cultivated plants Clearing beyond project area or beyond Project acquired ROW Pollution of community source of domestic Bridge construction water Canal bank or river bank construction Diversion of canal alignments Loss or pollution of aquaculture pond, water Obstruction of waterway during bridge construction supply or irrigation water Canal bank or river bank construction Diversion of canal alignments Loss of aquaculture production Pollution of water supply Burial of ponds and rice fields and other Improper disposal of excavated spoil cultivated land Traffic congestion and traffic and pedestrian Project vehicles safety Obstruction / constriction of waterways Bridge construction Canal bank improvement works

102 367. Other issues not listed in the above table relate to resettlement, land acquisition, site preparation and relocation of graves. These matters were addressed as part of the RAP process by a series of public consultations held in each of the 10 project affected communes over the period July-September 2012. The meetings were in two parts: Part A: Social and resettlement/compensation concerns, and Part B: Environmental impact and monitoring concerns. It should be noted too that the CMDCP includes a Grievance Redress Mechanism (GRM - discussed below) by which complaints about Project related issues can be aired and addressed quickly and openly.

368. Another area of concern relates to damages to private land and buildings and/or income- generating activities during construction. These types of complaints and losses are planned to be addressed by the GRM. Less complained about (perhaps because the complainants would be communes or districts) but often observed is the damage done to tertiary and rural roads. Heavy vehicles laden with construction material often cause damage to small local roads and disrupt the ability of the poor and famers to deliver their goods to local markets and reduce ease of access to schools and clinics. This matter is addressed in the EMP.

A. Outline of Grievance Redress Mechanism (GRM)

369. Prior to commencement of site works, the contractor will develop a system that will allow for receiving/recording and immediate response to construction-related complaints. Such complaints will also be reported by the contractor to CIPM and DDIS within 24 hours. Likewise, if the complaint is reported by the affected person(s) to CIPM or DDIS, it shall be recorded and passed on within 24 hours to the contractor for immediate resolution.

370. The GRM will be managed by the Contractor (with oversight by the DDIS). The Contractor will inform the communities along the alignment and other stakeholders affected by the Project about the GRM in place to handle complaints and concerns about the Project. This will be done via the Information Disclosure and Consultation Process under which the Contractor will communicate with the affected communities and interested authorities on a regular basis: hold meetings at least quarterly, publish a monthly information brochure, place announcements in local media, post notices of upcoming planned activities, and so on. The Contractor will also install notice boards at the construction sites to publicize the name and telephone numbers of the representatives of the Contractor, DDIS and CIPM who are designated to receive and document complaints.

371. Any individual, household or organization (business unit, production unit, governmental or private office socio-political association etc) or commune / district PCs can lodge a claim against the project owner or its contractors if her/his or their properties/ life/ business/health or public environment is damaged by project activities. Their claims may concern all evident adverse impacts: small, medium impacts (noise or dust pollution) to major impacts.

372. The existence of the Proejct GRM shall not impede the complainant’s access to the Government’s judicial or administrative remedies.

1. Prepare a Complaint

373. The claims / complaints can be lodged in the following manner: • Verbal: direct express their complaint to representatives of the contractor or project owner in a face to face meeting. Witness of village representatives and neighbors of the complainant is important in verbal conversations. • Written form: express their complaint to contractor of project owner in a written form. In 103 this case witness and confirmation of neighbors of the complainant and representatives of commune’s PC or FFC is not compulsory but important for further resolution by PMU MT or its contractors • Use public media: the complainant can provide evidence of impact caused by the project activities to a local or central newspaper or TV to ask the media’s support in the resolution of the complaint.

374. To obtain proper and fast resolution in all types of preparation of complaints the complainant (individual/household, company, NGO) should Ask local village / commune officers (PC or Police) to prepare Minutes of Record of evidence of damages caused by the impacts of project activities and with signature of representatives of three sides: the project owner or contractor who directly making this damage, complainant and local PC or FFC or witnesses.

375. The complainant can directly express her/him/their claims to representative of the contractor / project owner (in case of verbal complaint) or send her/his/their grievance letter to offices of project owner/contractor and with a copy to local commune PC (in case of grievance in written form). If the complainant does not know how to send a complaining letter he/she can ask local PC or a media company help them to send this letter to the contractor/project owner.

2. Receive and Register a Complaint

376. Once a complaint has been received, it should be registered by the project owner/contractor and local PC. Within maximum 15 calendar days a reply in written form from the project owner / contractor should be sent back to the complainant with a copy to the local PC. In this reply letter includes the main following information: (i) Registration of the project owner/constructor on the complaint, (ii) Proposal of project owner/contractor on methods applied for assessment of the damages, and (iii) Schedule of damage assessment, negotiation and resolution.

3. Screen for Eligibility and Assess the Complaint

377. The steps to be carried out by the project owner/contractor are to: (i) The CIPM should determine if the complaint is attributable to the project and if it is within the scope of this GRM, if not then it should be referred to the appropriate entity; and (ii) Determine who will conduct the assessment of the damages: Depending on the contents of the complaint some agencies may be asked to help the project owner/contractor in assessment of levels of impacts and damages. According to the Law on Environmental Protection (2005), assessment unit should be mutually agreed by both parties (the complainant and CIPM or its contractor).

4. Assess the Damages Caused by the Project Activities

378. In case the complaint is related to the project activities, representatives of the project owner / contractor and the chosen assessment unit should visit the complainant and the site where damage is reported. The assessment should be implemented with participation of the complainant and witnesses such as the representatives of commune’s PC or FFC The results of the assessment should be agreed to by the complainant and should be signed by the complainant, representatives of project owner/contractor, assessment unit and communes’ PC.

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379. If one side is not satisfied with the assessment results, they can propose another method or another assessment unit to re-assess the impacts until the assessment satisfies both sides. The complainant may request the assistance of the local PC for assistance in finding another assessment unit suitable for the case.

5. Select grievance resolution approaches

380. Depending on the contents of the complaint and level of adverse impact in this step the project owner/contractor may select a reasonable way for resolution. Some common ways suitable in the conditions of the project’ Provinces are suggested below: (i) The complainant proposes a solution, based on their self - evaluation of their damages; (ii) The project owner/contractor proposes a solution, based on the legal regulation and their assessment of the damages; (iii) The complainant and project owner/contractor negotiate; and (iv) Two sides defer to a third party (local mediating committee), governmental agencies with participation of environmental management units. In case of failure in solution proposed by these bodies both sides may request a court to decide.

6. Compensate Damages Caused by the Project Activities and Communicate Back to All Parties Involved

381. After obtaining agreement of the complainant and the representatives of the project owner / contractor in levels of damages relating to environmental impacts of the project and methods of grievance redress, the project owner or its contractor will immediately compensate the complainant. The compensation may be in money and/or in kinds (for example land, construction materials, house, apartment etc.) depending on the agreement between the two sides or by decision of courts. Compensation also includes restoration of the damaged environment caused by the project activities, if the complainant requires.

382. A minute recording the results of this grievance redress should be prepared and signed by the complainant, representatives of the project owner/contractor and local PC. A summary of this minute should be provided to the relevant parties (for example local PC, complainant, project owner/contractor and media and court if involved in the resolution).

383. To properly implement the compensation of damages caused by the environmental impacts created by the Project the above suggested Grievance Redress Mechanism should be monitored by the following agencies: (i) the Commune’ PCs where there is a complaint; and (ii) the Fatherland Front Committee (FFCs) where there is a complaint.

384. In case the complainant is not satisfied with the resolution of the project owner/contractor he/she/they may take the following courses of actions: (i) Re-calculate his/her/their loss by project activities; find more evidences of the damages; (ii) Refer to a third party (mediator, lawyers to find other approach); and/or (iii) Stop complaint if he/she/they aware that his/her/their evidences are not clear or reasons are not from the project.

105 385. Table 64 presents the essential elements of the GRM.

Table 64: Responsible Parties, Players, Actions and Time Frame for Grievance / Complaints Resolution Responsible Party /ies Action Time Frame Complainant Prepare Complaint & Submit People’s Committee / GRM Focus Receive and register complaint Person/s Forward complaint to DDIS – CIPM / Contractor CIPM / DDIS / Contractor assistance Review for eligibility & from DONRE etc. Communicate decision CIPM / DDIS / Contractor & Eligible – Choose solution 15 Days Complainant – participation of other entities if necessary CIPM / DDIS / Contractor & Not eligible / out of scope refer Complainant – participation of other to appropriate GRM entities if necessary CIPM / DDIS / Contractor and Damage assessment Depending on extent and Complainant, assistance from PC, complexity of claim – 45 relevant organization/s specialists, days etc. + Witnesses/observers CIPM / DDIS / Contractor and Select Approach to Resolution Complainant Depends on extent and CIPM / DDIS / Contractor and No agreement - Negotiate complexity – 21 Days Complainant CIPM / DDIS / Contractor and Implement Agreed Resolution / Depends on requirement for Complainant + Witness Compensation restoration / rehabilitation if needed; compensation should be within allowable time? CIPM / DDIS / Contractor and Acceptance of compensation / 7 Days Complainant _ Witness resolution & Documentation

106 IX. ENVIRONMENTAL MANAGEMENT PLAN

386. This environmental management plan (EMP) contains the mitigating measures for the significant adverse impacts of the project from pre-construction to construction and operations. These measures are intended to ameliorate the negative environmental impacts identified in Chapter 6 of this EIA. The environmental mitigations, including the responsible entities tasked with their implementation are presented in Table 65.

387. Also part of the EMP is the environmental effects monitoring designed to detect changes in the environment and possibly assess the effectiveness of the mitigating measures. In as much as the project has been issued approval by MONRE, the environmental effects (ambient) monitoring is based on the 2009 TEDI EIA to facilitate the project’s compliance with the GoV’s environmental regulation’s requirement. Prior to commencement of site works, however, modifications to the proposed ambient monitoring may be undertaken by the DDIS based on the works program and location of sensitive sites and receptors. Table 66 presents the environmental monitoring plan.

388. Also contained in the EMP are the following aspects: • Roles and responsibilities in EMP implementation • The monitoring frequency and reporting schedule • Capability Enhancement Training • Estimated Budget for the EMP implementation

389. An outline of the seminar for capability enhancement is described in Appendix 5.

390. The Project EMP is an umbrella document designed to address the impacts identified in the EIA Report. It will guide engineers and contractors to prevent and mitigate environmental impacts and guide environmental monitoring by the international environment specialist (IES) and national environment specialist (NES), both members of the DDIS Team (reporting to the CIPM).

391. Guided by the Project EMP, each Contractor will (prior to commencing site preparation and construction activities) prepare a Contract specific environmental management plan (CEMP) for approval by the DDIS and inclusion in the Contract Package. The CEMPs will also be reviewed by ADB.

392. The Draft CEMP will be checked by the NES and IES. It will be used to support consultations in affected communities and with responsible authorities. The final CEMP will be prepared after these consultations, reviewed and approved by the DDIS and signed by the Contractor committing to comply with the CEMP and EMP.

107 Table 65: Environmental Mitigation Measures Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring Detailed Design Stage 1. Climate change The Project road will be constructed based on an embankment height (road centerline level) Part of DDIS CIPM considerations which accommodates the historic P1% (1 in 100 year) flood event plus a nominal climate Project change allowance of 0.3 m due to sea level rise by 2050, freeboard allowance according to cost Viet Nam standards and 0.2 m level difference due to crossfall. 2. Impacts on navigation a. Design water levels for the Tien (Cao Lanh Bridge) and Hau (Vam Cong Bridge) river Part of DDIS CIPM channels and floodplain are set to provide vertical navigational clearance of 37.5 m to Project ensure operation of 10,000 DWT vessels for the P5% flood (extreme floods with a return cost period greater than 1 in 20 years). This clearance has been determined in consultation with the Mekong River Commission (MRC) to allow future passage of 10,000DWT vessels upriver to Phnom Penh. b. Clearance for other navigable channels and rivers will be based on the P5% event. Clearance will be in the order of 1.2 to 3.5 m, except for the Lap Vo River Bridge (Km 18.7+) where the navigation clearance is set at 7 m. 3. Barrier effect (impacts on The Project has been designed to include construction of underpasses across the Project Part of DDIS CIPM mobility and access of alignment for pedestrians and agricultural vehicles. Project locals to areas such as cost farmlands, aquaculture ponds, etc., across the Project road) 4. Obstruction of irrigation a. For the irrigation canals, bridges and box culverts shall be provided as cross drainage, Part of DDIS CIPM canals and flooding where necessary, to allow uninterrupted flow of irrigation water across the road Project embankment as well as allow floodwater to flow freely into the waterways. cost

b. To ensure appropriate design, the aperture and elevation of the culverts are determined based on hydrological and hydraulic calculation with agreement of the Localities and Management Agency and in accordance with the provisions of Project Investment Preparation Stage. Pre-construction Stage 1. Land acquisition Impacts of physical and economic displacement will be addressed through the resettlement Part of RP District CIPM, plans that have been designed in compliance with the ADB Safeguards Policy Statement cost People’s independent 2009 and were prepared in consultation with affected households and relevant GOV Committees monitoring authorities. (PC) consultant 2. Safety risks due to a. CIPM shall engage an accredited UXO clearance firm to determine the level of risk of the Part of CIPM DDIS presence of unexploded project alignment and advise on the need for clearance. Project ordnance (UXO) cost 108 Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring b. The contractor shall only commence site works after the UXO clearance firm has certified that areas are already cleared. 3. Environmentally- Ensure that asphalt plants, quarries, borrow areas, concrete batching plants, casting yard Part of bid Contractor DDIS, CIPM responsible procurement and other facilities to be used for the Project (both those owned by the cost contractor/subcontractor and by others) are duly licensed and have all the necessary environmental approvals. 4. Complaints due to project a. Prior to commencement of site works, the contractor will develop a grievance redress Contractor DDIS, CIPM implementation mechanism (GRM) or system that will allow for receiving/recording and immediate response to and resolution of construction-related complaints. Such complaints will also be reported by the contractor to CIPM and DDIS within 24 hours. Likewise, if the complaint is reported by the affected person(s) to CIPM or DDIS, it shall be recorded and passed on within 24 hours to the contractor for immediate resolution. The GRM shall be consistent with the GRM described in the ADB-cleared EIA.

b. The Contractor will inform the communities along the alignment and other stakeholders affected by the Project about the GRM in place to handle complaints and concerns about the Project.

c. The Contractor will also install notice boards at the construction sites to publicize the name and telephone numbers of the representatives of the Contractor, DDIS and CIPM who are designated to receive and document complaints. 5. Implementation of Project a. Engage qualified full-time environment, health and safety officer (EHSO) to oversee Part of bid Contractor DDIS, CIPM EMP and construction proper implementation of Project EMP and CEMP provisions. cost (CEMPs) b. Prior to commencement of civil works, the Contractor shall prepare a construction environmental management plan (CEMP) for DDIS approval. The CEMPs shall also be reviewed by ADB.

c. The CEMP will present detailed implementation plan based on the Contractor’s actual construction methodologies, work schedule, type/specifications and number of construction plants to be used, The CEMP shall be consistent with the project EMP and prepared based on the Contractor’s activities and corresponding locations. The CEMP will provide the following:

i. Contractor’s organizational structure showing the implementation, supervision and reporting and responsibilities of key personnel; ii. the project program and work activities; iii. the Contractor’s specific plans as follows: 1) Utilities and Irrigation Reprovisioning Plan (to minimize/avoid disruption of 109 Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring services such as power, water supply, etc.) 2) Facilities Management Plan (detailed designs, methodologies and installation locations of all construction-related facilities such as access roads, workers’ camps, storage areas, equipment maintenance areas, casting yards, asphalt and cement batching plants, quarries and crushers, borrow areas, etc. as well as pollution control facilities, such as drainage channel, settling tank/ponds, septic tanks, temporary noise barrier, etc. to manage impacts due to operation of various facilities. 3) Air Pollution (dust and gaseous emissions) Control Plan 4) Noise and Vibration Control Plan 5) Waste Management Plan (solid, liquid, hazardous) 6) Spoil Disposal Plan 7) Drainage Management Plan 8) Erosion and Sedimentation Control Plan 9) Traffic Management Plan 10) Chemicals and Hazardous Materials Management Plan 11) Workers and Public Safety Plan 12) Emergency Response Plan

iv. the approach and program for implementing various mitigation measure specified in the Project EMP v. plan for self-monitoring and reporting to ensure compliance with EMP/CEMP provisions 6. Disruption to community a. lay out the new utilities lines prior to transfer so that interruption of services will be at the Part of a. Concerned DDIS, CIPM utilities (power lines, minimum. Project cost agencies in irrigation canals, etc.) b. replacement structure (e.g., canals) should be constructed prior to the coordination demolition/removal of the existing structure. with Contractor b. Contractor 7. Inadequate disclosure of Prior to site preparation and commencement of site works, the Contractor will meet Part of bid Contractor DDIS, CIPM project information prior stakeholders such as district and local authorities, e.g., DONRE; offices in charge of cost to construction irrigation, navigation, and transport; owners of utilities (water, electric, communication, etc.) and community leaders in affected communities to provide relevant Project information (e.g., activities, schedules, etc.) and to ensure that various concerns that may affect stakeholders are discussed and addressed. Construction Stage 1. Inadequate disclosure of a. The Contractor will communicate with the affected communities and concerned Part of bid Contractor DDIS, CIPM project information during authorities in advance of activities, such as when traffic, noise or other nuisances may be cost 110 Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring construction created, where local flooding may be an existing or potential problem, etc.

b. Communities and residents will be informed of works activities and schedules ahead of time via announcements in local media, regularly published project brochure and notices posted in public places (district, commune and village offices, schools, etc.).

c. Regular meetings (e.g., monthly, quarterly or as agreed with the stakeholders) will be held with community representatives to discuss the project, its impacts, and community issues. This group will include village leaders and people who represent different groups, e.g., farmers, business people, local NGOs, women’s union, youth, religious groups, etc.) 2. Noise due to operation of a. Asphalt plants, concrete batching plants and crushing plant shall be located at least 300 Part of bid Contractor DDIS, CIPM construction meters away from inhabited areas and other sensitive receptors such as schools, places of cost equipment/vehicles, worship, medical facilities,etc. plants and construction activities b. Provide prior notification to the community on schedule of construction activities.

c. To minimize noise and nuisance, construction traffic routes will be defined in cooperation with local communities and traffic police.

d. Vehicles and equipment will be fitted with emission controls and silencers to meet Vietnam national noise standards, will be well-maintained and will be checked by the contractor every six months to ensure compliance.

e. Only vehicles and equipment that are registered and have necessary permits will be used for the Project.

f. Whenever possible, completely enclose noisy equipment which can significantly reduce noise levels.

g. Position any stationary equipment that produce high noise levels (e.g., portable diesel generators, compressors, etc.) as far as is practical from sensitive receptors.

h. As much as possible, noisy construction activities will be limited to daylight hours when within 200 m of a settlement. Otherwise, prior notification and consultation shall be made with affected people and local officials, and suitable noise attenuation measures shall be implemented.

i. When necessary, suitable noise control barriers (e.g., solid walls, earth barriers, noise- 111 Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring reflective panels) will be used to to reduce construction and equipment noise levels to acceptable levels in the vicinity of houses, schools, temples, medical facilities, and other sensitive receptors.

j. Noisy construction activities will be adequately mitigated near schools (e.g., Dinh Anh Junior and Primary Schools along Component 2, etc.) which are located about 40 meters from the ROW. The contractor will closely coordinate with the school administration on construction schedules to minimize disruption during school hours.

k. Suitable noise reduction measures (e.g., noise barriers or equipment enclosures) shall be installed by the contractor if construction activities will be disruptive during normal school hours and/or during night time in residential areas.

l. Impose speed limits on construction vehicles to minimize noise emission along areas where sensitive receptors are located.

m. Impose speed limits on construction vehicles to minimize noise emission along areas where sensitive receptors are located.

n. To minimize noise and nuisance, construction traffic routes will be defined in cooperation with local communities and traffic police. 3. Air pollution (dust and a. Ensure that vehicles and equipment are well maintained and in good condition prior to Part of bid Contractor DDIS, CIPM gaseous emissions) due mobilization. cost to operation of b. All construction vehicles and equipment shall be tested for compliance with the relevant construction Vietnamese emission standard and shall be properly licensed. equipment/vehicles, c. All vehicles, while parked on the site, will be required to have their engines turned off. plants and construction d. All equipment and machinery on the site will be regularly maintained and will be repaired activities as necessary to ensure compliance with safety and emission standards. e. Undertake water spraying on roads, work areas and other construction-related facilities near sensitive receptors (houses, schools, medical facilities, temples, market place, shops, etc.) to minimize dust emission caused by the Project. Install dust barriers as necessary. f. For storage areas of construction materials such as sand, gravel, cement, etc. , provisions will be made to prevent materials from being blown away towards sensitive receptors. g. Tightly cover trucks transporting construction materials (sand, soil, cement, gravel, etc.) to avoid spills and dust emission. h. Regularly clean roads to remove tracked in mud, cement, etc. from construction works. i. Stockpiling of spoils near sensitive receptors shall be prohibited. 112 Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring j. Equip asphalt plants, concrete batching plants and crushing plants with appropriate dust suppression devices such as water sprays, dust collectors, baghouse, filter system, covered conveyors and hoppers, etc. k. Use an enclosed system for the loading, unloading, handling, transfer or storage of cement and other dusty raw materials l. Impose speed limits on construction vehicles to minimize dust emission along areas where sensitive receptors are located. m. Burning of all types of wastes such as cleared vegetation, wastes generated at the construction sites, work camps and other project-related activities shall be strictly prohibited. n. Cut trees, cleared foliage, shrubs and grasses may be given to locals for fodder and fuel. Such wastes may also be mulched and re-used in landscaping and slope protection of erosion-prone areas along the alignment. o. Areas within the project where there is a regular movement of vehicles shall have an acceptable hard surface and be kept clear of loose surface material. p. Stockpiles of sand and aggregate greater than 20 m3 for use in concrete mixing shall be enclosed on three sides, with walls extending above the pile and two meters beyond the front of the piles. Water sprays shall be used during the delivery and handling of all raw sand and aggregate, and other similar materials, when dust is likely to be created and to dampen all stored materials during dry and windy weather to avoid impacts to sensitive receptors. q. Cement and other such fine-grained materials delivered in bulk shall be stored in closed containers. r. Conveyor belts shall be fitted with wind-boards, and conveyor transfer points and hopper discharge areas shall be enclosed to minimize dust emission s. Weigh hoppers shall be vented to a suitable filter. t. Wheel washers shall be provided in active construction sites so that haul/delivery trucks can be cleaned of mud and dirt as they exit the work area. u. Smoke belching vehicles and equipment shall not be used for the project. 4. Vibration impacts due to a. Whenever possible, reroute fully loaded trucks away from roads that go through heavily Part of bid Contractor DDIS, CIPM operation of construction built areas. cost vehicles and equipment b. Operate heavy equipment away from vibration sensitive areas. c. To the extent possible, avoid simultaneous activities like demolition, ground impacting activities and earthmoving since vibration is considerably less if these activities do not occur at the same time. d. Use alternative equipment if conditions allow. e. Avoid use of vibrating rollers near vibration sensitive structures. 5. Erosion and a. Storm-water retention basins, sediment traps or other suitable sediment control Part of bid Contractor DDIS, CIPM sedimentation due to measures will be installed on site prior to construction. Structures will be of sufficient size cost 113 Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring earthworks and located to collect and accommodate all runoff from the site to prevent sedimentation of watercourses. b. Drains, runoff, erosion and sediment controls will be monitored and maintained regularly and repaired or modified immediately after rain to ensure efficiency and to avoid sedimentation of water courses and to prevent mudflows to surrounding areas such as agricultural land, aquaculture ponds, etc. c. Temporary diversion drains will extend beyond the embankment toe-line to avoid embankment erosion. d. Earthworks will be focused in the driest months of the year (December-August) e. Work sites will be cleared in short sections to meet construction needs and be stabilized (e.g., graded) and planted immediately after construction so as to minimize the area of exposed land at any point in time and to ensure the integrity of the works. f. Areas of disturbed land will be restored or rehabilitated as soon as possible. g. Suitable soil erosion control measures shall be implemented prior to excavation of the bridge pier foundation. h. Silted water carried with the spoils during excavation and construction of bridge foundations shall be properly treated (e.g., through settling ponds) to prevented sediment- laden water from draining directly back into the waterway. i. Coffer dams may be provided, as appropriate, to minimize siltation during bridge construction. j. Material and waste spoil stockpiles will be located at least 25 m and 100 m, respectively, from water watercourses such as rivers, streams, irrigation canals, drainage, etc. k. A bund shall be placed around the materials and spoils stockpile areas l. Materials and spoils will be covered to prevent rainfall, runoff or floodwater from carrying materials in suspension.. m. Spoil disposal shall not cause sedimentation and obstruction of flow of watercourses, damage to agricultural land, densely vegetated areas, and aquaculture ponds. n. Embankment slopes and spoil piles will be graded, stabilized, drained and planted as soon as possible after completion. o. Runoff from construction sites will be directed through sediment traps, silt aprons and/or straw bales to prevent siltation of watercourses. 6. Damage to adjacent a. Immediate transport of spoils to disposal sites approved by local authorities. Part of bid Contractor DDIS, CIPM areas due to improper b. Temporary spoils stock pile near rice paddies or aquaculture ponds shall have bund or cost handling and disposal of silt fence around it. spoils c. Temporary spoils stockpiles that are planned to be held in place longer than six months shall be sodded. d. Height of spoils stockpile shall be limited to minimize wind blown dust. 114 Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring e. Spoils stockpiles that will be temporarily stored for a long period shall be sodded. 7. Potential contamination of a. Train relevant construction personnel in handling of fuels/hazarodus substances and spill Part of bid Contractor DDIS, CIPM water resources and soil control procedures. cost due to spills of fuel and b. Provide maintenance shops, fuel and oil depot with impermeable flooring with sump other hazardous where wash water and sludge can be collected for propoper disposal. substances and wastes. c. Refuelling and servicing of equipment should only be carried out in specified areas adequately equipped to avoid leaks and spills that could contaminate soil and water resources. d. Areas for stockpiling, truck and equipment servicing and refueling, and works yards will be rehabilitated immediately after use. e. Only minimal chemicals, hazardous substances and fuel will be stored on site, within an enclosed and covered secure area that has an impervious floor and impervious bund around it (with capacity at least 120% of the total capacity of the tank/s). The storage area will be located away from water-courses, flood-prone areas, work camps, and danger areas. f. Oil stained refuse such as oily rags, spent oil filters, used oil should be collected and disposed of through recyclers / authorized waste handlers and disposal in authorized waste facilities. g. Ensure availability of spill clean-up materials (e.g., absorbent pads, etc.) specifically designed for petroleum products and other hazardous substances where such materials are being stored and used. h. Should a spill occur, the spilled substance will be collected as quickly as possible and placed in tightly covered and labeled drums. The spilled area will be cleaned in a timely manner to prevent potential contamination of surface and ground water and soil. Soil, clay or other materials that were contaminated by the spill will also be collected and placed in drums. All spilled substances and contaminated materials such as soil and clay etc., will be handled as hazardous waste and be transported and disposed of by a licensed waste management company. i. Ensure all storage containers are in good condition with proper labeling. j. Regularly check containers for leakage and undertake necessary repair or replacement. k. Store hazardous materials above flood level. l. Waste or left-over asphalt and bitumen at the batching plants or spilt bitumen will be collected and disposed of as hazardous waste by a licensed waste handling company. m. Equipment maintenance areas and fuel storage areas shall be provided with drainage leading to an oil-water separator that will be regularly skimmed of oil and maintained to ensure efficiency. n. Discharge of oil contaminated water into the environment shall be prohibited. o. Store waste oil, chemicals, used lubricant and other hazardous wastes in correctly labeled and tightly sealed containers. Such wastes shall be stored in a roofed and locked 115 Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring area with impervious flooring surrounded by a bund to prevent spilled substances spreading beyond the storage site or onto the ground. The storage sites will be clearly sign-posted. Transport and off-site recycling or disposal of such wastes shall comply with applicable laws and regulations and shall be undertaken by a licensed waste management company. p. MSDS on hazardous materials will be attached to the wall of the hazardous waste storage area. q. Restoration of temporary work sites shall include removal and treatment or proper disposal of oil contaminated soils. 8. Damage to agriculural a. Acidity of spoils shall be determined by the contractor through pH measurement at soil Part of bid Contractor DDIS, CIPM land and aquaculture excavation sites. cost ponds due to acidic run- b. Acid sulfate soil (ASS) removed from work sites will be handled carefully to ensure that off from acid sulfate no acid drains to the environment at the removal site or disposal site. excavation sites c. Spoils that are acidic, pH<5 shall be buried to prevent acidic run-off and oxidation of sulphide bearing minerals. Attributes of the acid sulfate soil disposal site or treatment site are as follows: (1) a place where the stockpile or treatment can cause the least damage to the surrounding environment; (2) the prevailing use is not sensitive to changes in water quality; (3) proximity to the project; and (4) willingness of land owner or land rights holder to have the land used for such purpose. d. ASS spoil will not be stacked adjacent to work sites. It will be lifted and transported carefully, with no discharge of leachate and moved quickly to final disposal sites constructed as bunded ponds, or a walled holding tank where oxidation may take place or the acid may be neutralized (to pH 6.0-7.0), e.g., by using lime, before being discharged. Water within the pond can then be released in a controlled manner during the height of the rainy season, i.e. August and September when sufficient dilution is expected. e. When ASS is stabilized in-situ, the leachate will be captured behind bunds and neutralized at site or be carefully removed to a final disposal site and treated as above. Great care will be taken to ensure that leachate does not impact on land adjacent to work sites. f. The Contractor will monitor soil acid levels regularly during site preparation and implement the above mitigation measures when warranted. 9. Disruption of water supply Provide canals/irrigation channels to prevent disruption of water supply requirements to Part of bid Contractor DDIS, CIPM to farmlands and farmlands and aquaculture ponds. cost aquaculture ponds due to earthworks and other construction activities. 10. Deterioration of water a. Asphalt plants, concrete batching plants and crushing plant shall be located at least 100 Part of bid Contractor DDIS, CIPM quality due to wastewater meters away from watercourses such as rivers, streams, irrigation canals, etc. cost discharge from b. Prior to operation of concrete batching plants and casting yards, the contractor shall 116 Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring construction works and construct settling/retention ponds with sufficient specifications/capacity for treatment of facilities. wastewater (e.g., from washing of equipment such as mixer drums, trucks and chute, contact storm water, etc.) and contaminated stormwater run-off. c. Properly operate and maintain settling/retention ponds to ensure effluent quality meets applicable QCVN 24:2009/BTNMT (National Technical Regulation for Industrial Wastewater) d. Wastewater shall be retained in settling pond/s to allow silt to settle and lower concentration of TSS to acceptable levels. Water can be reused for dust suppression in construction sites and casting yard. e. Bentonite slurry, bentonite sludge, mud and other materials and wastes from drilling will be collected and processed to avoid pollution of surface water. Discharge of such materials into watercourses shall be prohibited. f. Drilling solutions (e.g., bentonite slurry) for bridge construction, abutment construction, piling, etc. will be processed in a closed system, especially for abutments and foundations at the riverbed. g. Proper disposal of bentonite containing spoils as fill material in appropriate sites is another mitigation that should be observed. h. Spillage of bentonite mud in agricultural land shall be cleaned immediately to prevent caking and hardening. i. Water from dewatering of foundation excavation for bridges shall not be disposed directly into a waterbody. It should be pumped into a settling pond or allowed to flow in a grassed swale specifically constructed for the Project to separate solids and then into a retention pond to allow finer solids to settle. The TSS concentration of water when discharged into water body should comply with applicable standards. j. The return water from sand fills will be retained at the site within enough time to allow the suspended solids to settle. k. The contractors shall provide sanitation facilities/toilets with septic tanks with sufficient capacity to handle and treat domestic wastewater generated by workers. l. Ensure efficiency of septic tanks through periodic desludging by a licensed waste management company. m. Greywater or sullage (domestic wastewater from the kitchen, washing, laundry, bathing) will be disposed of to on-site septic tank, or be treated to meet the standards for domestic wastewater discharge before release into the natural environment. n. When no longer needed, septic tanks shall be properly decommissioned and filled to prevent the tank from collapsing and to avoid wastewater from leaking out that could contaminate the soil, groundwater and watercourses. o. Equipment service and maintenance yards shall be provided with impermeable flooring and collection sump. p. Water tight receptacles should be provided in all the equipment maintenance shops for

117 Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring waste oil, oily rags, spent oil filters, solvents and oily containers. Disposal should be through authorized waste handlers and recyclers. 11. Pollution due to improper a. Waste will be collected, sorted, labeled, stored and transported for recycling or disposal Part of bid Contractor DDIS, CIPM disposal of solid wastes according to Vietnam regulations. cost from construction b. Provide covered garbage bins and temporary storage facilities within the project site for activities and workers construction waste and domestic solid waste. camps c. Separate solid waste into hazardous, recyclable and non-recyclable waste streams and store temporarily on site in secure facilities with weatherproof flooring and roofing, security fencing and access control and drainage/wastewater collection systems. d. Recyclable wastes will be stored for regular collection by a licensed waste management company. e. Non-recyclable wastes will be stored for pickup and disposal by a licensed waste management company. f. Undertake regular collection and disposal of wastes to sites approved by local authorities and ensure that wastes are not haphazardly dumped within the project site and adjacent areas. g. Organic (biodegradables) wastes may be disposed of on site by composting (no burning). h. Prohibit dumping of wastes into watercourses, agricultural land and surrounding areas. 12. Damage to productive a. Borrow areas for materials other than dredged sand fill shall not be located in productive Part of bid Contractor DDIS, CIPM land and deterioration of land, forested areas and near water courses such as rivers, streams, etc. cost water quality due to b. Topsoil shall be properly removed, stockpiled and preserved for later use during operation of borrow pits restoration of the site and provision of vegetation cover to minimize erosion. and quarries. c. During borrow site operation, provide adequate drainage to avoid accumulation of stagnant water. d. Except for dredged sand fill, it is preferable to avoid or reduce the sections of quarry sites located on river bed. If it is not possible to locate quarries out of river beds, quarry sites lying on small rivers and streams shall be avoided. e. Upon completion of extraction activities, quarry and borrow pits shall be dewatered and fences shall be installed, as appropriate, to minimize health and safety risks. f. Ensure borrow pits are left in a tidy state with stable side slopes and proper drainage in order to avoid creation of water bodies favorable for mosquito breeding. 13. Drainage a. Provide and maintain temporary drainage to prevent local flooding and waterlogging. Part of bid Contractor DDIS, CIPM obstruction/flooding b. Prohibit disposal of waste materials and placement of construction materials, and cost equipment in or near drainage channels and water courses. c. Provide alternative drainage prior to filling-up existing drainage/canal as may be required for the construction works. d. Regularly inspect and maintain all drainage channels to keep these free of obstructions. 118 Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring 14. Traffic hazards and a. Prepare and implement a traffic management plan that includes the following: Part of bid Contractor DDIS, CIPM congestion due to i. Carefully selected traffic routes to minimize interruption of regular traffic and be cost construction away from communities as much as possible. ii. Clear route directions, established speed limits and operating times (daylight when possible) iii. Installation and maintenance of appropriate warning signs, temporary traffic direction signs, markings, traffic signals, barriers, and lighting. iv. Controls over the movement of vehicles particularly near villages and schools v. Provision and maintenance of temporary access for public and nearby communities vi. Construction traffic giving way to regular traffic

b. Install and maintain traffic direction signs, markings, traffic signals at construction sites and employ flagmen as needed. c. Provide clearly visible solid barriers to channel traffic such as at bridge, culvert, and intersection work sites, etc.. d. Provide signs advising road users that construction is in progress, particularly in areas where the Project alignment crosses existing roads and where construction related-facilities are located. e. Employ flag persons to control traffic when construction equipment is entering or leaving the work area. f. Post traffic advisory signs (to minimize traffic build-up) in coordination with local authorities g. Provide sufficient lighting at night within and in the vicinity of construction sites. h. Regularly monitor traffic conditions along access roads to ensure that project vehicles are not causing congestion. i. Define and observe schedules for different types of construction traffic trips (e.g., transport of pre-cast sections, haulage of spoils, delivery of construction materials, etc.). j. As much as possible, schedule delivery of construction materials and equipment as well as transport of spoils during non-peak hours. k. Implement suitable safety measures to minimize risk of adverse interactions between construction works and traffic flows through provision of temporary signals or flag controls, adequate lighting, fencing, signage and road diversions. l. Project vehicles shall not be allowed in busy highways during peak hours in the morning and afternoon. This measure shall be among the conditions that shall be included in the traffic management plant that the Contractor shall be required to prepare prior to construction. Traffic management should include among others, strategy for coordination with the provincial traffic management office; alternative routes / traffic diversion routes; alternate routes for project vehicles.

119 Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring 15. Damage to properties a. The contractor shall immediately repair and/or compensate for any damage that it Part of bid Contractor DDIS, CIPM and community facilities causes to properties (houses, farmlands, aquaculture ponds, irrigation canals, etc.), cost community facilities such as water supply, power supply, communication facilities and the like. b. Access roads used for transport of construction materials and other construction-related activities shall be maintained to ensure that these roads remain in at least in their pre- project for the duration of the construction. 16. Accidental discovery of a. Contractor shall immediately cease operations on road section where Part of bid Contractor and DDIS, CIPM artefacts artifacts/archaeological finds are unearthed and shall immediately inform the DDIS and cost CIPM CIPM. b. CIPM to notify Ministry of Culture and Information (MCI) to obtain advice regarding the next steps c. Contractor to recommence work only after MCI has provided official notification accordingly 17. Occupational health and a. Prepare and implement an Emergency Response Plan which will cover the following Part of bid Contractor DDIS, CIPM safety aspects: cost i. Organizational structure, reporting lines, designated personnel/staff, responsibilities and contact details for emergency response action ii. Designation of the contractor’s environment, health and safety officer (EHSO) as head of the response team (an alternate head should also be designated) iii. Detailed procedures for preventing as well as handling accidents and spills

b. Provide hazard and risk management training to EHSO, foremen, and all personnel handling chemicals and hazardous substances. c. Conduct orientation for construction workers regarding EMP and CEMP provisions, health and safety measures, emergency response in case of accidents, fire, etc., and prevention of HIV/AIDS and other related diseases. d. Undertake quarterly safety seminars and ensure participation of all workers. e. Provide personnel with appropriate safety equipment such as safety boots, helmets, gloves, protective clothing, safety harness, breathing mask, goggles, ear protection, reflectorized vests, etc. and ensure that these are properly worn as required. f. Workers at the bridge site shall be required to use life vests/flotation devices that meet safety standards. Stable footpaths/access with sturdy guardrails to the bridge work sites shall be provided. g. As part of navigation safety, the Contractor should comply with the waterway traffic safety during construction as implemented by Decision No. 27/2005/QD-BGTVT issued by Ministry of Transport on May 17, 2005. Before construction, the contractor will be required to prepare a waterway safety plan for submission and approval by the agencies in charge. 120 Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring h. Work areas will be kept clean and clear of waste and unused material. i. Each major work site will have a first-aid station which will include an eye-wash station, basic first aid materials and equipment, information on all hazardous materials (their material safety data sheet or MSDS at a minimum) and a clearly posted outline of the Emergency Response Plan. j. Each workers camp shall be provided with first aid kits that are readily accessible by workers. k. Provide fire-fighting equipment at the work areas, as appropriate, and at construction camps where fire hazards and risks are present. l. Provide adequate drainage in workers camps to avoid water logging/accumulation of stagnant water and formation of breeding sites for mosquitoes. m. Provide adequate and clean housing and sanitation facilities for all workers at the workers’/construction camps. Separate sleeping quarters shall be provided for male and female workers. n. Provide reliable supply of water for drinking, cooking and washing purposes at the workers’ camps. o. Provide separate hygienic sanitation facilities/toilets and bathing areas with sufficient water supply for male and female workers p. Ensure that all wastewater emanating from workers camps, construction camps and other project-related activities and facilities are treated consistent with national regulations. q. Ensure proper collection and disposal of solid wastes within the workers’/construction camps consistent with local regulations. r. Provide sturdy fencing on all areas of excavation greater than 2 m deep. s. Ensure reversing signals are installed on all construction vehicles. t. Implement fall prevention and protection measures whenever a worker is exposed to the hazard of falling more than two meters, falling into operating machinery or through an opening in a work surface. Based on a case-specific basis, fall prevention/protection measures may include installation of guardrails with mid-rails and toe boards at the edge of any fall hazard area, proper use of ladders and scaffolds by trained employees, use of fall prevention devices, including safety belt and lanyard travel limiting devices to prevent access to fall hazard, fall protection devices such as full body harnesses, etc. u. Implement precautions to ensure that objects (e.g., equipment, tool, debris, pre-cast sections, etc.) do not fall onto or hit people, vehicle, and properties in adjoining areas. 18. Public safety a. Barriers should be installed to keep pedestrians away from hazardous areas such as Part of bid Contractor DDIS, CIPM constructions sites and excavation sites. cost b. Signage should be installed at the periphery of the construction site to warn and direct traffic and pedestrians. c. Provide security personnel in hazardous areas to restrict public access. 121 Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring d. Strictly impose speed limits on construction vehicles along residential areas and where other sensitive receptors such as schools, hospitals, and other populated areas are located. e. Educate drivers on safe driving practices to minimize accidents and to prevent spill of hazardous substances and other construction materials during transport. f. If necessary, provide safe passageways for pedestrians crossing the construction site. 19. Impact on flora and fauna a. The project shall not use mangrove in the construction. If timber is used instead of Part of bid Contractor DDIS, CIPM injected concrete it may however, use other tree plantation species being propagated in the cost Mekong Delta by tree farmers. These species are eucalyptus, acacia, bamboo and others. This will provide livelihood opportunities for tree farmers in the Delta. b. Vegetation removal will be minimized by limiting areas to be cleared to those that are only necessary based on the Project design. At the edge of the ROW, vegetation to be retained will be clearly marked and protected. c. Cutting of trees for firewood and for use in Project shall be prohibited. d. Materials, fill, spoils and equipment will be stored away from trees to avoid soil compaction. e. The contractor will provide vegetation cover (local species of trees, grasses, shrubs and other suitable vegetation) on embankment slopes that are prone to erosion. f. During replanting/revegetation works, new alien plant species (i.e., species not currently established in the country or region of the project) shall not be used unless carried out with the existing regulatory framework for such introduction. Invasive species shall not be introduced into new environments. g. Prohibit workers from hunting wild animals. h. As much as possible, bridge works will be scheduled in dry season to minimize adverse impacts to fishery, river water quality and other aquatic resources. i. Contractors shall not buy or use wood from illegal sources (that come from the illegal logging) j. No construction camps, asphalt mixing plants, material storage sites and other construction facilities are to be located in the national park and forest areas. k. Contractors will take all precautions necessary to ensure that damage to vegetation is avoided due to fires resulting from execution of the works. The Contractors will immediately suppress the fire, if it occurs, and shall undertake replanting to replace damaged vegetation. 20. Social conflicts a. Locate construction camps away from communities in order to avoid social conflict due Part of bid Contractor DDIS, CIPM to competition for resources and basic amenities such as water supply. cost b. Ensure that workers avoid nuisance (e.g., due to workers’ noise at camps, excessive drinking, harassment of locals, etc.) and maintain good relations with residents. c. Give qualified local residents priority in hiring of construction workers. d. Maximize goods and services sourced from local commercial enterprises. 21. Other Impacts arising a. In addition to the above environmental mitigation measures, the Contractor shall Part of bid Contractor DDIS, CIPM 122 Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring from construction-related implement corrective and/or additional measures to avoid, mitigate or compensate for other cost activities adverse environmental impacts due to construction works and project-related activities performed by the Contractor and its subcontractors. b. The Contractor shall be required to pay for any extra cost for collecting/processing/analyzing environmental monitoring samples to validate adverse environmental impacts (e.g., high dust levels, water pollution, acidic run-off, etc.) due to the Contractor’s failure to properly implement the provisions of the EMP and CEMPs. Operation Stage 1. Increase in traffic-related Road safety facilities have been incorporated in the Project design at both preparatory and Part of CIPM/Project Traffic accidents in the locality. detailed design phases. These include traffic separation medians, pedestrian and light Project owner authorities vehicle underpasses, lighting at intersections and bridges longer than 100 m and signs and cost pavement markings complying with Vietnamese standards. These will be put in place by the Contractors during construction and will be maintained by the Project owner during the Project’s service life. 2. Elevated noise, dust and Mitigation of traffic noise and air pollutants during operations may be addressed through Local gaseous emissions levels land use zoning and enforcement of traffic regulations. The following measures shall be government due to traffic implemented to avoid or minimize adverse impacts: and traffic authorities h. To disperse the sound on the transmission line, planting trees have a significant effect in reducing noise. The project plan is to plant trees on both side of the roads, each side 10 m. In this case, the noise will reduce about 3 dB(A). i. There is a measurable link between traffic noise and speed. Speed control is the most direct way, economic and justice in reducing traffic noise. Reducing speed from 80 km/h to 60 km/h will reduce noise level of about 5 dB(A) (see detail at the appendix). j. Application of low-noise asphalt road surface in densely populated areas. Low-noise road surfaces, capable of reducing noise levels up to 5 dB, while a number of more specialized surfaces can achieve even greater reduction. k. Installation of signs: "Prohibited honk" in residential areas. l. Shutdown when stopping: the shutdown will reduce dust pollution and noise in the meantime, and also saving a significant amount of gas to users. m. Encourage the use of less noise vehicles and Periodic maintenance of vehicles n. For the house of the people living in the affected areas, encourage to use sound transmission prevention materials (brick, concrete, wood or sound reflective materials (hard, smooth, and dense like glass, hard plastic). The consultations with stakeholders will be undertaken by the Project owner during operation 123 Environmental Estimated Responsible for Responsible Proposed Mitigation Measures Impacts/Concerns Cost Implementation for Monitoring

3. Impacts on livelihoods The following measures to help the affected livelihoods and businesses will be implemented Part of CIPM/Project associated with the as detailed in the SIA report. project cost owner removal of the ferry i. Vocational training services and changed ii. Income support allowance traffic flow iii. Employment placement, and iv. Relocation assistance

4. Road Water runoff Runoff water from structures will be handled by the built drainage structures Part of CIPM/Project project cost owner

124

Table 66: Environmental Monitoring Plan3 Parameters Location Guideline/Standard4 Frequency Responsible Estimated Cost (laboratory analysis only) The IFC EHS (2007) ambient air quality and noise level guidelines will be applied to the project (Vietnamese standards will be presented for comparison purposes only). The IFC guidelines will be used for environmental monitoring during project implementation Air Quality PM10 Component 1 Averaging period for Pre-construction: DDIS (Pre- US$ 11,000 NH30, An Binh PM10, SO2 and NO2 Once prior to construction and CO North of Cao Lanh Ferry shall be consistent construction Construction) Primary School Pham Ngu with IFC EHS Construction: SO2 Lao Guidelines (dated 30 Quarterly Project owner South Cao Lanh Ferry (toll April 2007)for Operation: (Operation) NO2 gate) ambient air quality to 2 X a year for 2 years Proposed south approach ensure that results during operation Cao Lanh (khai Van Café) could be compared One sampling station along to applicable agricultural area guidelines. Component 2 Averaging period for US$7,500 Start Point, Crossing PR 849 CO shall be Lap Vo Intersection (NH80) consistent with Phuoc Luong Pagoda QCVN One sampling station along 05:2009/BTNMT to agricultural area ensure that results Component 3 could be compared US$9,200 NH 54 Intersection to applicable NH91 Intersection standard. Duc Quang Pagoda Ending Point One sampling station along agricultural area

3 The location of the baseline sampling stations may be modified or adjusted to ensure that the ambient data (such as for air quality, noise, etc.) obtained throughout the alignment will adequately represent the existing site conditions in the Project area covering various land use types (residential, commercial/residential, agricultural, etc.). This would also provide baseline data to enable assessment of the magnitude of the change that may be caused by the project. 4 Consistent with ADB SPS 2009, the World Bank Group’s International Finance Corporation’s Environment, Health and Safety Guidelines (IFC EHS, 30 April 2007) for ambient air quality (PM10, SO2, and NO2) and noise shall be used for the Project since the GOV standards are less stringent than the IFC EHS Guidelines. 125 Parameters Location Guideline/Standard4 Frequency Responsible Estimated Cost (laboratory analysis only) Noise Noise dB(A) & Component 1 Ambient noise Pre-construction: DDIS (Pre- US$ 7,500 Vibration NH30, An Binh measurement shall Once prior to construction and North of Cao Lanh Ferry be made consistent construction Construction) Primary School Pham Ngu with IFC EHS Construction: Lao Guidelines (dated 30 Quarterly Project owner South Cao Lanh Ferry (toll April 2007) for Operation: (Operation) gate) ambient noise. 2 X a year for 2 years Proposed south approach Vibration levels will during operation Cao Lanh (khai Van Café) be measured One sampling station along consistent with agricultural area applicable TCVN. Component 2 An A-weighted noise US$5,000 Start Point, Crossing PR 849 meter and Lap Vo Intersection (NH80) accelerometer shall Phuoc Luong Pagoda be used in One sampling station along monitoring the noise agricultural area and vibration. Component 3 US$6,300 NH 54 Intersection NH91 Intersection Duc Quang Pagoda Ending Point One sampling station along agricultural area Surface Water Quality including bridge water-runoff Temperature, Component 1 Surface water quality Frequency: for canals DDIS US$ 12,320 pH, Tien River parameters shall be where bridges will be turbidity Component 2 analysed consistent over 200m in length are US$8,210 DO, Muong Lon Canal km 10+199 with QCVN built, samples from TSS, Dat Set Canal km 11+460 08:2008/BTNMT. each canal are taken at BOD5, Xang Muc Canal km 14 + 104 centerline of bridges. Oil, and grease 1.1.6 Tan E. coli Binh Canal km 15 + 827 For Hau River and Coliform Canal km 17 + 325 Tien: Lap Vo River km 18 + 748 samples will be taken Component 3 at US$25,870 126 Parameters Location Guideline/Standard4 Frequency Responsible Estimated Cost (laboratory analysis only) Hau River (upstream, downstream and centerline of construction works).

During pre-construction stage: To be taken twice for one day (once during ebb and once during flood tide) Construction stage: Quarterly, twice during the day (ebb and flood)

Operation stage: 2x a year, 2 years, 2x a day per station. Soil pH Component 1 Soil quality During pre-construction DDIS US$ 900 An Binh parameters shall be stage: once at a point. As Tinh Thoi analysed consistent Cu Component 2 with QCVN During construction US$1,345 Pb  Rice field of Tan Thuan A Hamlet belonging to 03:2008/BTNMT stage: once every three Zn Tan My Commune, Lap Vo Sample collection months at a point, 4 Hg  District, Dong Thap Province using auger drill years. Cd  Garden land of Binh Phu Quoi Hamlet belonging to Binh Thanh Commune During operation stage:  Lap Vo District, Dong Thap Province once every 6 months at  Rice field of An Hoa Hamlet belonging to Dinh An a point. 2 years. Commune, Lap Vo  District, Dong Thap Province Component 3 US$450 Rice field of Thoi Binh A Hamlet belonging to Vinh Trinh Commune, Can Tho City Spoils sampling At excavation sites throughout the alignment In-situ and laboratory During excavation Contractor To be determined pH (Components 1, 2 and 3) measurement of pH (prior to by contractor prior transport/removal of to 127 Parameters Location Guideline/Standard4 Frequency Responsible Estimated Cost (laboratory analysis only) spoils from excavation commencement sites) of earthworks

128 A. Responsibilities for Impact Prevention and Mitigation

1. Contractor Responsibilities

393. The Contractor will:  Review the EMP and prepare a draft construction EMP (CEMP) as above, for review and comment of the IES and ADB before presenting it for public review by government authorities, community leaders and residents in affected communities.  Designate an on-site qualified and experienced Environment Health and Safety Officer (EHSO) to oversee implementation of the EMP and CEMP (and undertake other related duties).  Revise the Draft CEMP and prepare the final CEMP for approval by the DDIS.  During works ensure that environmental management issues are checked regularly to ensure compliance with the Contract Specifications, the EMP and the CEMP.  Undertake pH measurement of excavated soil at different sections of the alignment to determine presence of acid sulfate soils and implement corresponding necessary mitigation measures

2. CIPM and DDIS Responsibilities (DDIS reporting to CIPM)

394. The CIPM and DDIS will:  Before accepting any Contractor bid, check to ensure that the Contract Price explicitly identifies cost commitment to undertake the environmental impact prevention and mitigation measures specified in the EMP and the measures specified in the Design documents.  Before completing construction and releasing sections of road or bridges from Contractor to Government control, formulate and apply an Emergency Contingency Plan (ECP) to cope with accident events including potential spills of hazardous and other substances within the ROW and on adjacent land or streams.  Ensure that tender documents and civil works contracts for all Project components include the Project EMP and specify the requirements for the Contractor to prepare and implement the Construction EMP (CEMP).  Ensure that the provisions in the EMP are implemented for the entire CMDCP regardless of funding source.  Submit semi-annual environmental monitoring reports to ADB  The CIPM will appoint an external environmental monitoring expert in compliance with ADB SPS 2009 (Category A projects) – see Appendix 5.  The DDIS will ensure that the Contractor and the respective sub-contractors implement the EMP and CEMP as part of their day-to-day project supervision.  The DDIS will undertake monthly monitoring of Contractor performance with respect to EMP and CEMP implementation  The DDIS will undertake environmental effects (ambient) monitoring for air quality, noise, water quality, soil throughout the Project alignment.

129 3. International Environmental Specialist (IES) Responsibilities

395. The IES (member of DDIS Team) will:  Review the Draft CEMP prepared by the Contractor before the Contractor discusses it with government authorities, community leaders and affected communities.  Assist the Contractor to revise the Draft CEMP by suggesting revisions after public review and before the Contractor submits the CEMP to the DDIS for approval.  Review Monthly Environmental Reports and prepare consolidated Environmental Management Reports: quarterly, semi-annually and annually.  Visit works and associated sites as required and advise CIPM, DDIS, engineers and Contractors on environmental management issues as these may arise.  Orient the resident engineer and inspectors of the DDIS on the environmental mitigation measures specified in the project EMP and CEMPs so that proper implementation of such plans by the contractors and subcontractors are supervised by the DDIS on a day to day basis  Assist the CIPM with environmental staffing and prepare and deliver an Environmental Awareness Raising and Training Program for CIPM staff, supervising engineers, Contractors and foremen.

B. Environmental Monitoring and Reporting

396. The main purpose of environmental monitoring is to ensure compliance with the EMP and Viet Nam environmental standards (for example, with respect to: ambient air and water quality, noise, waste-water discharges).

397. From the ADB, Environmental Assessment Guidelines, (2003) and experience with other roads projects, key features of a useful monitoring program include: realistic sampling, sampling methods relevant to source, ability to collect quality data, comparability of data over time, cost- effectiveness, ease of interpretation, reporting simplicity (for internal management and external checking) and suitability for public presentation and understanding.

398. The CIPM wishes to monitor performance of its contractors during construction of the proposed works in order to ensure an adequate level of compliance with environmental impact mitigation measures and employs its own staff to understand and coordinate the necessary tasks. The Independent, International Environmental Specialist (IES) will work with CIPM environmental staff and Contractor EHS officers and community leaders of affected areas.

399. EMP monitoring and reporting requirements are summarized in Table 67. Quarterly, Semi- annual and Annual reports will be submitted to the CIPM as summarized in Table 67.

130 Table 67: Regular Reporting Requirements Schedule Content Responsible Approval Submit to Monthly Environmental performance National Environmental DDIS CIPM on each Contract Specialist (NES) and International Environmental Specialist (IES) Quarterly  Results of instrument-  Environmental Monitoring DDIS CIPM based environmental Contractor contracted by monitoring. DDIS  Monthly reports  NES prepares Draft Report finalized by IES Semi-annual  Compilation of results of NES and IES DDIS ADB environmental monitoring & performance monitoring (Monthly and Quarterly reports) Annual Annual roll-up IES DDIS CIPM ADB Annual Verification of monitoring External Environmental N/A ADB reports/information Monitoring Expert to be submitted by CIPM/DDIS engaged by CIPM

131 400. To ensure compliance with the EMP and Viet Nam Environmental Regulations and Standards, the Contractor will check environmental management and works issues regularly, at least every week. The IES and/or NES will also conduct regular checks on environmental management and prepare monthly environmental reports to be submitted to the DDIS.

401. The IES and/or the NES will visit works and associated sites regularly and advise the resident engineers and DDIS on environmental management issues as needed. The IES will prepare a consolidated Environmental Management Report every 3-months.

402. The Monitoring Plan included the requirement for environmental sampling stations to be established during the Project Pre-Construction Stage. After the stations have been set up, a plan showing the exact GPS determined sites for sampling stations will be prepared and become part of the Contract Package.

C. Cost of Environmental Impact Prevention, Mitigation, Monitoring

403. The cost of environmental impact prevention, mitigation and monitoring will be minimal. Costs relate only to the actions required of engineers and contractors in the normal execution of the Project and the incremental cost of environmental monitoring by the IES and NES.

404. The impact prevention and mitigation measures recommended here are normal, standard, internationally recognized impact prevention and mitigation measures and form part of the engineering and construction cost package.

405. Environmental monitoring to ensure compliance with the EMP and Viet Nam standards and regulations will be conducted by CPIM environmental staff, the IES and NES (and from time to time by the district DONRE).

406. The direct cost (US$845,600) to the Project will be confined to the cost of ambient sampling (about US$95,600), the fees and expense cost of the IES and NES which are estimated at $600,000 and the US$150,000 fees and expenses of the external environment monitoring expert to be engaged by CIPM.

407. The cost of replanting for erosion protection at embankment slopes and bridge approach planting (with shrubs, grasses and other non-tree species) and other pre-construction and construction phase mitigation measures will be included in the Works Contract Price

132 X. CONCLUSIONS and RECOMMENDATIONS

408. Like most of East Asia, Viet Nam is experiencing relatively rapid economic growth based primarily on export processing industries, rising internal demand and tourism. Industrial and agricultural production in the Mekong Delta has accelerated in recent years but the inefficient transport infrastructure constrains development.

409. The CMDCP is designed to provide very important road transport infrastructure in the Central Delta to assist the further regional development of agriculture and industry and to improve connectivity within the region, with HCMC and the rest of Viet Nam. Most importantly the project will assist the country to achieve its development objectives.

410. The Project will provide major benefits to Central Mekong Delta households and businesses, via improved transport, lower costs and more efficient access to markets and social services. Negative social impacts caused by changes in travel patterns and transport-based socio- economic opportunities have been thoroughly assessed. As described in the Resettlement Plan, fair compensation will be paid to affected people and they will be assisted in finding new work opportunities and will receive training and other help.

411. Except for the Mekong River and its major branches, the Hau and Tien rivers across which the high bridges will pass, the physical and biological environments in the Central Delta have been modified by man to the point where there is little of nature left. Hence, the possible incremental impacts on the receiving environment will be far less significant than in a pristine setting. Furthermore, with respect to works over the main rivers, the shear volume of the water and their accompanying high sediment load ensures a major flushing effect on any project displaced sediment or construction materials that may accidentally spill into the river.

412. The most significant impacts that may be caused by and from construction activities are likely to relate to drainage, particularly given the local high water table, the monsoon climate, annual flooding and the climate change issues. Control of water and control of materials will be of utmost importance during construction.

413. Most other environmental impacts that can be expected relate to the degree to which construction activities implement the impact mitigation methods set out in the Environmental Management Plan (EMP). Control of water will remain a major issue during operations.

414. Environmental assessment of this project has a five-year history. TEDI produced its EIA Report in 2009. This was added to by other assessments, most importantly by the PPTA that produced its EIA Report (Oct, 2010). This report was approved by Viet Nam’s MONRE and submitted to and accepted by the ADB. Subsequently the originally conceived project of five components was reduced to three by dropping two smaller road components.

415. As part of the Detailed Design Stage for the CMDCP, the Bank requested that the PPTA EIA Report (Oct, 2010) be revised and updated. This Draft Final EIA Report (DDIS, Oct, 2012) is the result of that revision and update.

133 416. This EIA Report presents an assessment of the natural and man-made environments and the socio-economic setting in which the bridge and road project will be built, maintained and operated. It identifies the environmental impacts that may be caused by the project and provides the basis for developing impact mitigation measures and the Environmental Management Plan to guide project construction and implementation.

417. The Construction EMPs (CEMPs) to be prepared by the contractors will provide an opportunity for the Contractor to supplement the Project EMP with a custom-designed EMP geared towards the specific works activities for which the Contractor will be responsible. Based on the final EMP (included in the Bid or Procurement, Package) the CEMP will explain how the Contractor intends to address potential impacts and implement measures to prevent or reduce them.

418. The impact prevention and mitigation measures set out in the EMP are standard measures well known to engineers and contractors and, hence, it is recommended that they form the basis of sound environmental management throughout the Project.

419. As part of the project and EMP implementation, the Information Disclosure and Community Consultation Process will provide an ongoing mechanism to raise appreciation of Contractor and public concerns among all affected parties and guide the CIPM in its expanding role of investment planning and project management.

134 REFERENCES

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135 Project Management Unit-My Thuan, Ministry Of Transport 2009. Report on Environment Impact Assessment Feasibility Study on the Interconnecting Road of National Highway No 91 and Long Xuyen City Bypass SMEC 2010. Due Diligence Draft Component 1 Report Cao Lanh, Bridge and Approach Roads. ADB TA 7045-VIE. SMEC, Environmental Impact Assessment (EIA) Report, Oct 2010 SMEC, Social Impact Assessment Report, Oct 2010 Spellberg, I.F. 1998, Ecological Effects of Roads & Traffic: A Literature Review Global Ecology and Biogeography Letters, Vol. 7, No. 5. (Sep., 1998), pp .317-333. Blackwell Publishing Thomas Nuber1, Harro Stolpe1, Le Anh Tuan2, Vu Van Nam2 2004, Conditions of the surface water and ground water resources in the rural area of the Mekong Delta, Viet Nam – exemplary investigations at the study sites An Binh and Hoa An To Van Truong, Flood Control in Mekong Delta. Sub-Inst. Water Resources Planning, HCMC, Viet Nam. http://www.nilim.go.jp/lab/bcg/siryou/tnn/tnn0156pdf/ks0156010.pdf Transport Engineering Design Incorporated, 2009. Feasibility Study on the Interconnecting Road of National Highway 91 and Long Xuyen City Bypass: Central Mekong Delta Region Connectivity Project, vol 1 –Statement (Packages 4 & 5),09-TEDI-010-HC, MOT-PMU MT. Transport Engineering Design Incorporated, 2009. Feasibility Study on the Cao Lanh-Vam Cong Interconnecting Road and Vam Cong Bridge Construction, volume II-2 Vam Cong Bridge Transport Engineering Design Incorporated, 2005. Cao Lanh Bridge-Ho Chi Minh Road Project: Investment and Construction Project, vol 1 – Project Description, Ministry of Transport, Ho Chi Minh Road Project Management Unit TEDI 2005, Research on mathematical methods – hydraulic regime & sediment transportation (Vietnamese) UNEP GIWA REGIONAL ASSESSMENT -MEKONG RIVER http://www.unep.org/dewa/giwa/areas/reports/r55/regional_definition_giwa_r55.pdf Van Zalinge, N. P. Degen1 C. Pongsri1 S. Nuov2 J.G. Jensen3 V.H. Nguyen4 X. Choulamany5 2004, The Mekong River System – in Proceedings of the second international symposium on the management of large rivers for fisheries (Volume I) Viet Nam Expressway Corp., 2010. Environmental Impact Assessment (Draft) Viet Nam: GMS Ben Luc-Long Thanh Expressway Project (Multi-tranche Financing Facility) Proj.No. 41414 Zuo Xue, J. Paul Liu and Qian Ge, 2010. Chapter 2: Changes in Hydrology and Sediment Delivery of the Mekong River in the Last 50 Years: Connection to Damming, Monsoon and ENSO1http://www.lib.ncsu.edu/theses/available/etd-03242010-110957/unrestricted/etd.pdf). http://www.leanhtuan.com/pdf/surface_groundwaterAnBinhHoaAn.pdf Washington DOSH 2009 http://wisha-training.lni.wa.gov/training/presentations/NoiseinRoadConst.pps. http://ntl.bts.gov/data/rail05/ch12.pdf www.copernicus.org/EGU/hess/hessd/2/2287/ http://www.nonoise.org/library/envnoise/index.htm#calculating

136

APPENDIX 1 – ENVIRONMENTAL QUALITY DATA

Air Quality Data

Component 1 Stat. Latitude Longitude VOC Dust CO NO2 SO2 Pb Location No. mg/m3 mg/m3 mg/m3 mg/m3 mg/m3 mg/m3 QL30, An Binh A1 10.45267 105.6624 5.38 0.325 3.96 0.183 0.079 0.055 124 Pham Huu Lau A2 10.45022 105.6302 2.17 0.472 7.93 0.326 0.184 0.022 North of Cao Lanh A3 10.41667 105.6444 1.99 0.196 3.11 0.086 0.025 0.019 Ferry Primary School A4 10.41631 105.653 1.25 0.148 2.15 0.073 0.028 ND Pham Ngu Lao South Cao Lanh A5 10.40911 105.6439 1.34 0.128 2.25 0.047 0.022 0.014 Ferry (toll gate) Sth approach Cao A6 10.40806 105.6518 1.75 0.146 3.63 0.034 0.026 ND Lanh (Kha Van Can) Component 2 PR849 Interchange A7 10.39525 105.6452 3.92 0.382 6.39 0.129 0.075 ND Lap Vo A8 10.35842 105.5414 2.06 0.336 5.93 0.094 0.087 ND Interchange NR80 QCVN 05/2009 (1 hr Standard) * 0.3 30 0.2 0.35 - Source: MEC/VESDEC, 11/2009; * - voc = 5 (1-hr); voc = 1.5 (24-hr)

Component 2 Stat. Latitude Longitude HC TSP CO NO2 SO2 Location No. mg/m3 mg/m3 mg/m3 mg/m3 mg/m3 An Phu Area KK05 NR NR 0.1113 0.1431 1.15 0.0623 0.0663 (PR849) Vinh Thanh KK06 NR NR 0.132 0.1109 1.0023 0.0598 0.093 Commune (NH80) An Phu Area KK05 NR NR 0.1113 0.1431 1.15 0.0623 0.0663 (PR849) KK06 10.229 105.3425 0.0610 0.16 0.015 0.011 Paddy field KK07 10.1816 105.2828 0.1030 0.34 0.021 0.026 QCVN 05/2009 & QCVN 6/2009 (1 hr Standard) 0.005 0.3 30 0.2 0.35 Source: My An Vam Cong EIA, 2007

Component 2 Stat. Latitude Longitude PM10 TSP CO NO2 SO2 Location No. mg/m3 mg/m3 mg/m3 mg/m3 mg/m3 Start Point, KK1 10.3969 105.6453 0.146 0.146 2.375 0.034 0.029 Crossing PR 849 Lap Vo Intersect KK2 10.3575 105.5442 0.14 0.196 3.3 0.058 0.041 (NH80) QCVN 05/2009 (24hr Standard) 0.15 0.2 - - 0.125

Component 2 Stat. Latitude Longitude PM10 TSP CO NO2 SO2 Location No. mg/m3 mg/m3 mg/m3 mg/m3 mg/m3 Start Point, KK1 10.3969 105.6453 0.11 0.154 3.4 0.05 0.036 Crossing PR 849 Lap Vo Intersect KK2 10.3575 105.5442 0.149 0.209 4.5 0.093 0.052 (NH80) QCVN 05/2009 (1hr Standard) 0.15 0.2 - - 0.3 Source: EIA Cao Lanh-Vam Cong Interconnecting Road, 2009

Component 3 Stat. Longitude Latitude PM10 TSP CO NO2 SO2 Location No. mg/m3 mg/m3 mg/m3 mg/m3 mg/m3 NH54 KK3 10.3275 105.5114 0.136 0.191 2.7 0.034 0.051 Intersection NH 91 KK4 10.3100 105.4925 0.139 0.194 2.9 0.049 0.04

137 Component 3 Stat. Longitude Latitude PM10 TSP CO NO2 SO2 Location No. mg/m3 mg/m3 mg/m3 mg/m3 mg/m3 Intersection Component 3's KK5 10.2967 105.4806 0.135 0.18 2.6 0.033 0.027 end point QCVN 05/2009 (24hr Standard) 0.15 0.2 - - 0.125

Component 3 Stat. Longitude Latitude PM10 TSP CO NO2 SO2 Location No. mg/m3 mg/m3 mg/m3 mg/m3 mg/m3 NH54 KK3 10.3275 105.5114 0.146 0.204 4 0.061 0.0206 Intersection NH 91 KK4 10.3100 105.4925 0.156 0.219 4.3 0.081 0.051 Intersection Component 3's KK5 10.2967 105.4806 0.14 0.187 3.8 0.049 0.033 end point QCVN 05/2009 (1hr Standard) - 0.3 30 0.2 0.35

138 Noise Component 1 VESDEC Oct 2009 Sta No Coordinates Noise Leq Dominant Land Use Location Lat Long 0600H-1800H 1800H-2200H QL30, An Binh A1 10.45267 105.6624 72.6 - mixed residential commercial 124 Pham Huu Lau A2 10.45022 105.6302 67.3 - mixed residential commercial North of Cao Lanh Ferry A3 10.41667 105.6444 66.6 - Commercial Primary School Pham Ngu Lao A4 10.41631 105.653 63.7 - Residential South Cao Lanh Ferry (toll gate) A5 10.40911 105.6439 72.1 - Commercial South approach Cao Lanh (khai Van Café) A6 10.40806 105.6518 68.9 - Residential Component 2 My An Vam Cong EIA, 2007 An Phu Area (PR849) NS05 10.3969 105.6453 58.2 48.4 Agricultural / rural Vinh Thanh Commune (NH80) NS06 10.3575 105.5442 59.8 48.8 mixed commercial / residential Component 2 EIA Interconnecting Rd, 2009 Start Point, Crossing PR 849 O1 10.3969 105.6453 60.2 54.6 Agricultural / rural Lap Vo Intersection (NH80) O2 10.3575 105.5442 68.7 52 mixed commercial / residential Component 2, VESDEC, Oct 2009 PR849 Interchange A7 10.39525 105.6452 63.8 - Agricultural / rural Lap Vo Interchange NR80 A8 10.35842 105.5414 70.8 - mixed commercial / residential Component 3- EIA Interconnecting Rd, 2009 NH54 Intersection O3 10.3275 105.5114 60.1 49.2 Agri/Residential NH 91 Intersection O4 10.3100 105.4925 67.7 51.5 Residential / commercial Component 3, VESDEC, Oct 2009 Nth Approach Vam Cong Bridge, Dinhan Wharf A9 10.3113 105.5206 71.4 - Agricultural near ponds Nth of VamCong Ferry Landing An Than Hamlet A12 10.3347 105.4933 52.9 - Commercial residential South Vam Cong Ferry Landing 14/8 Thoi An My A13 10.3319 105.4838 73.6 - Industrial / Commercial Thanh Ward NH91 Intersection A14 10.3081 105.4937 53 - Residential / commercial Paddy field A15 10.229 105.3425 41.9 Rice field Paddy field next to residental area A16 10.1816 1052828 47.2 Paddy field next to residental area

139 Groundwater Source: (SMEC/VESDEC October 2009): Component 1 -2 Sta Lat Long Total Temporary TDS SS SO4 N-NO3 Cl- Fe Zn Cu Pb Hg As Mn Fecal Total. No Hardness Hardness Coliform Coliform mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l MPN/100ml NN1 10.45257 105.663 304.75 225 1326 11 14.82 0.19 825.38 0.11 0.012 ND ND ND 0.49 0.35 9 43 NN2 10.45002 105.6299 569.25 115 1188 <4 9.77 0.24 624.8 0.056 ND ND ND ND 0.0099 2.89 <3 <3 NN3 10.86853 105.6441 609.5 120 1068 <4 12.86 0.81 568 0.032 0.014 ND ND ND 0.01 1.07 <3 4 NN4 10.41637 105.6527 465.75 147.5 1002 <4 27.09 0.95 417.13 0.034 ND ND ND ND 0.0038 1.88 <3 43 NN5 10.409 105.6439 72.45 70 450 <4 26.73 0.44 86.98 0.1 ND ND ND ND 0.013 ND <3 4 QCVN 09:2008/BTNMT 500 1500 400 5 0.01 0.001 0.05 0.05 0 3 Component 2 Temp pH EC Turb Salinity DO COD Hardness Fe Al Hg As Total E. Coli. Coliform o Sta Long Lat C s/cm mg/l mg/l mg/l mg/l CaCO3 mg/l mg/l mg/l mg/l mg/l MPN/100ml No Nn1 10.39583 105.6464 28.7 6.74 86 0 0.01 1.82 2.12 112 638 1.16 0.02 0.000095 0.0045 0 Nn2 10.38306 105.6117 29 7.11 84 0 0.01 1.78 1.48 92 508 0.57 0.0094 0.000012 0.0019 0 Nn3 10.35861 105.5422 29 7.17 83 0 0.01 1.86 1.4 64 666 0.84 0.0071 0.000025 0.0028 0 Nn4 10.32806 105.5106 28.5 7.11 86 0 0.01 1.84 2.12 112 638 1.16 0.02 0.000095 0.0045 0 Nn5 10.31083 105.4936 28.6 6.85 81 0 0.01 1.75 2.92 452 896 8.26 0.0072 0.000019 0.0012 3

QCVN 09:2008/BTNMT 5.5 - - - - - 4 500 1,500 5 - 0.001 0.05 3 KPH 8.5 Component 3 Sta Lat Long Total Temporary TDS SS SO4 N Cl Fe Zn Cu Pb Hg As Mn Fecal Total No Hardness Hardness (NO3) Coliform Coliform mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l mg/l MPN/100ml NN11 10.33798 105.497 569.25 252 590 11 39.36 28.04 497 0.33 ND ND ND ND 0.0051 0.27 <3 <3 NN12 10.30848 105.4943 237.25 237.5 46 15 78.14 0.11 170.4 0.94 ND ND ND ND 0.0031 ND <3 <3 NN13 10.30792 105.4936 483 220 532 8 91.03 0.13 127.8 0.29 ND ND ND ND 0.0046 ND <3 <3 NN14 10.31278 105.4993 402.5 255 538 6 54.36 7.46 120.7 ND ND ND ND ND 0.0048 0.054 <3 <3 QCVN 09:2008/BTNMT 500 1500 400 5 0.01 0.001 0.05 0.05 0 3

140 Soils Station Latitude Longitude Depth (cm) pH pH Al3+ Fe

No. (H2O) (KCl) mq/100g mg/100g %S A.1-1 10.454717 105.6633 0-30 4.72 3.82 0.24 23.15 0.021 30-80 4.08 3.52 3 3.61 0.125 80-120 3.92 3.25 5.125 5.54 0.026 A-1-2 10.454083 105.6584 0-20 5.59 4.73 Mark 3.91 0.063 20-80 5.47 4.67 Mark 4.26 0.116 80-120 5.26 4.54 Mark 7.25 0.123 A-2-1 10.416683 105.6518 0-30 5.96 5.1 Mark 35.73 0.012 30-65 5.89 5.1 Mark 5.23 0.012 65-120 5.74 4.65 Mark 0.015 A-2-2 10.416483 105.6527 0-30 5.28 4.15 0.12 4.46 0.01 30-60 5.24 4.09 0.24 3.03 0.011 60-138 5.7 4.6 Mark 4.24 0.01 A-2-3 10.4073 105.6513 0-30 5.53 4.18 0.12 2.87 0.007 30-80 5.82 4.4 0.06 3.21 0.006 80-140 5.76 4.58 Mark 4.03 0.008 A-3 10.394083 105.6457 0-20 4.94 3.97 1.125 19.03 0.017 20-50 4.42 3.42 3.5 1.65 0.017 50-110 4.52 3.52 2 14.46 0.016 A-4-1 10.357017 105.5414 0-25 4.67 3.73 2.25 30.49 0.015 25-55 4.19 3.44 5 45.32 0.017 55-120 3.96 3.39 2.625 183.87 0.018 A-4-2 10.35435 105.5428 0-25 5.17 4.38 0.06 162.64 0.016 25-65 5.26 4.48 Mark 41.64 0.012 65-120 5.26 4.52 Mark 252.76 0.012 A-5 10.330517 105.5187 0-30 4.9 3.97 1.875 108.99 0.017 30-80 4.71 3.72 1 4.03 0.026 80-150 4.19 3.38 4.75 2.67 0.037 A-6-1 10.3229 105.511 0-30 5.85 4.77 Mark 4.05 0.006 30-80 6.04 4.81 Mark 4.62 0.009 80-130 5.07 3.93 0.5 270.43 0.01 A-6-2 10.32335 105.5099 0-30 5.7 4.6 Mark 193.92 0.007 30-80 6.14 4.97 Mark 7.16 0.007 80-150 5.32 4.18 0.06 207.77 0.012 A-6-3 10.311833 105.4975 0-30 4.13 3.5 1.25 5.2 0.032 30-75 3.92 3.42 2.875 4.23 0.046 75-150 4.21 3.81 1 10.68 0.063 A-6-4 10.314433 105.4986 0-30 6.48 5.98 Mark 8.13 0.01 30-75 6.68 5.98 Mark 5.32 0.013 75-150 5.85 5.15 Mark 5.56 0.009 A-7 10.306 105.4925 0-30 4.1 3.65 0.5 48.53 0.013 30-80 5.19 3.89 1 7.87 0.01 80-130 4.99 3.64 1 171.06 0.057 A-8 10.29515 105.4842 0-30 4.82 3.22 0.875 320.09 0.01 30-80 5.44 3.89 0.875 62.64 0.01 80-150 5.75 4.79 Mark 260.49 0.01 A-9-1 10.31005 105.4879 0-30 5.62 4.42 Mark 6.46 0.01 30-80 5.49 4.81 Mark 6.72 0.012 80-150 5.49 4.44 Mark 7.11 0.01 A-9-2 10.310433 105.493 0-30 5.49 4.16 0.12 4.32 0.011 30-80 4.89 3.83 1.125 6.12 0.033 80-150 5.68 5.16 Mark 10.52 0.127

141 APPENDIX 2: NOISE MODELING To calculate noise levels we selected a base noise level of 93 dB at distance 8m from source (near the highest level of noise produced by construction equipment). Applying the predicted noise propagation model allows noise levels at different distances from source to be determined. The followed mathematical formula is as follows: [1]:

Li = Lp - ∆Ld - ∆Lc - ∆Lcx ; dB Where:

- Li: Noise level in the calculated point with distance d (m) from the noise source

- Lp: Noise level at the distance 1.5m from the noise source

- ∆Ld: Noise level attenuation with distance d, frequency i

1+a - ∆Ld = 20lg[(r2/r1) ]; dB

- r1: distance to noise source with Lp, m

- r2: H; m - a: coefficient of ground absorption (with soil ground a = 1; concrete/asphalt ground a = 0.9; grass ground a = 1.1)

- ∆Lc: Noise attenuatio due to barrier.

- ∆Lcx: Noi attenuatio due to distance; dB - 1.5Z: Noise level attenuation due to the reflection of tree ranges

- Z: Number of trees ranges

- β ∑Bi: Lower noise level due sound sucked and diffusion in the range of trees. - β: average lower value with the frequency (β=0,10 – 0,20dB/m)

Noise attenuation over distance (∆Ld) has been calculated (Table N1). Noise levels at different distances from the noise source are shown on Table N2.

Table N1: Noise attenuation level (∆Ld) with different distances

r1=1,5 r2 lg 20lg ΔLd (m) a 1+a r2/r1 (r2/r1)^(1+a) [(r2/r1)^(1+a)] (m) [(r2/r1)^(1+a)]

3.88 8 10 1 2 1.25 1.56 0.19 3.88 10.92 15 1 2 1.88 3.52 0.55 10.92 15.92 20 1 2 2.50 6.25 0.80 15.92 19.79 25 1 2 3.13 9.77 0.99 19.79 22.96 30 1 2 3.75 14.06 1.15 22.96 25.64 35 1 2 4.38 19.14 1.28 25.64 27.96 40 1 2 5.00 25.00 1.40 27.96 30.00 45 1 2 5.63 31.64 1.50 30.00 31.84 50 1 2 6.25 39.06 1.59 31.84 33.49 55 1 2 6.88 47.27 1.67 33.49 35.00 60 1 2 7.50 56.25 1.75 35.00

142 r1=1,5 r2 lg 20lg ΔLd (m) a 1+a r2/r1 (r2/r1)^(1+a) [(r2/r1)^(1+a)] (m) [(r2/r1)^(1+a)]

36.39 65 1 2 8.13 66.02 1.82 36.39 37.68 70 1 2 8.75 76.56 1.88 37.68 38.88 75 1 2 9.38 87.89 1.94 38.88 40.00 80 1 2 10.00 100.00 2.00 40.00 41.05 85 1 2 10.63 112.89 2.05 41.05 42.05 90 1 2 11.25 126.56 2.10 42.05 42.99 95 1 2 11.88 141.02 2.15 42.99 43.88 100 1 2 12.50 156.25 2.19 43.88

Table N2: Noise level at the calculated point with different distances from the noise sources

Lp (dB)

Li (dB) With r=1.5m ΔLd ΔLc ΔLcx Distance d(m)

91.1 95 3.9 0 0 10 84.1 10.9 0 0 15 79.1 15.9 0 0 20 75.2 19.8 0 0 25 72.0 23.0 0 0 30 69.4 25.6 0 0 35 67.0 28.0 0 0 40 65.0 30.0 0 0 45 63.2 31.8 0 0 50 61.5 33.5 0 0 55 60.0 35.0 0 0 60 58.6 36.4 0 0 65 57.3 37.7 0 0 70 56.1 38.9 0 0 75 55.0 40.0 0 0 80 53.9 41.1 0 0 85 53.0 42.0 0 0 90 52.0 43.0 0 0 95 51.1 43.9 0 0 100

143

Figure N1: Modeled Decay of Construction Noise

Adding Sound Levels When sound levels from two or more sound sources (Figure N2) have been measured separately and we want to know the combined sound pressure level of the sound sources, the sound levels must be added together. However, due to the fact that dBs are logarithmic values they cannot just be simply added together. One way to and convert back to dB using the following equation:

Figure N2: Adding sounds

Add dB levels to combine the individual dB values into linear values, and add the linear values.

144 Another, and perhaps an easier method is to use the curve in Figure N3 and the following procedure:

1. Measure the Sound Pressure Level (SPL) of each noise source separately (Lp1 , Lp2). 2. Find the difference (change in L) between these levels (Lp2 - Lp1). 3. Find this difference on the horizontal axis of the chart (Figure 3). Move up until you intersect the curve, and then look at the value on the vertical axis to the left. 4. Add the value indicated (L+) on the vertical axis to the level of the noisier noise source (Lp2). This gives the sum of the SPLs of the two noise sources. 5. If three or more noise sources are present, steps 1 to 4 should be repeated using the sum obtained for the first two sources and the SPL for each additional source. Note that a change in L = 0 corresponds to the situation shown in the previous illustration where 3 dB was added to the level caused by one source alone. If the difference between sound pressure levels is more than 10 dB the contribution from the quietest source can be discarded.

Figure N3: Adding sound curve The calculation has been done with 5 noise sources of (see Figure N4 and Table 4):

- Jack Hammer: S1

- Adding sound from Concrete Mixer = S2

- S2 with adding sound from Excavator = S3

- S3 with adding sound from Concrete Vibrator = S4

- S4 with adding sound from Backhoe = S5

145

Figure N4: Noise impacts from pile driving at bridges by adding sounds from 4 other sources.

146

Table N3: Noise levels at calculated points at different distances from noise sources

Jack Concrete Concrete Adding Hammer Mixer Adding Adding Vibrator Adding Backhoe sound Distance sound +0.5: Excavator sound sound +0.6: IFC (m) Li (dB): S1 Li (dB) S2 Li (dB) +2.7:S3 Li (dB) S4 Li (dB) +1.3: S5 guidelines

10 91.1 82.1 91.6 91.1 94.3 86.1 94.9 91.1 96.2 55 15 84.1 75.1 84.6 84.1 87.3 79.1 87.9 84.1 89.2 55 20 79.1 70.1 79.6 79.1 82.3 74.1 82.9 79.1 84.2 55

25 75.2 66.2 75.7 75.2 78.4 70.2 79.0 75.2 80.3 55 30 72.0 63.0 72.5 72.0 75.2 67.0 75.8 72.0 77.1 55 35 69.4 60.4 69.9 69.4 72.6 64.4 73.2 69.4 74.5 55 40 67.0 58.0 67.5 67.0 70.2 62.0 70.8 67.0 72.1 55 45 65.0 56.0 65.5 65.0 68.2 60.0 68.8 65.0 70.1 55 50 63.2 54.2 63.7 63.2 66.4 58.2 67.0 63.2 68.3 55 55 61.5 52.5 62.0 61.5 64.7 56.5 65.3 61.5 66.6 55

60 60.0 51.0 60.5 60.0 63.2 55.0 63.8 60.0 65.1 55 65 58.6 49.6 59.1 58.6 61.8 53.6 62.4 58.6 63.7 55 70 57.3 48.3 57.8 57.3 60.5 52.3 61.1 57.3 62.4 55 75 56.1 47.1 56.6 56.1 59.3 51.1 59.9 56.1 61.2 55 80 55.0 46.0 55.5 55.0 58.2 50.0 58.8 55.0 60.1 55 85 53.9 44.9 54.4 53.9 57.1 48.9 57.7 53.9 59.0 55 90 53.0 44.0 53.5 53.0 56.2 48.0 56.8 53.0 58.1 55

95 52.0 43.0 52.5 52.0 55.2 47.0 55.8 52.0 57.1 55 100 51.1 42.1 51.6 51.1 54.3 46.1 54.9 51.1 56.2 55

147 - Lcx: Noise attenuation due to range of trees; dB

∆Lcx = ∆Lkc+ 1.5Z + b∑ Bi

1.5Z: Noise level attenuation due to the reflection of range of trees

Z: Number of trees ranges

β ∑Bi: Lower noise level due sound sucked and diffusion in the range of trees.

β: average lower value with the frequency (β=0.12 – 0.17dB/m)

Noise level (dBA)-with line of trees

r1 r2 ΔLcx 2015 2025 2035 1 5 10.0 70.3 71.5 72.9 1 10 13.0 67.3 68.5 69.9 1 15 14.8 65.5 66.7 68.1 1 20 16.0 64.3 65.5 66.9 1 25 17.0 63.3 64.5 65.9 1 30 17.8 62.5 63.7 65.1 1 35 18.4 61.9 63.1 64.5 1 40 19.0 61.3 62.5 63.9 1 45 19.5 60.8 62.0 63.4 1 50 20.0 60.3 61.5 62.9 1 55 20.4 59.9 61.1 62.5 1 60 20.8 59.5 60.7 62.1 1 65 21.1 59.2 60.4 61.8 1 70 21.5 58.8 60.0 61.4 1 75 21.8 58.5 59.7 61.1 1 80 22.0 58.3 59.5 60.9 1 85 22.3 58.0 59.2 60.6 1 90 22.5 57.8 59.0 60.4 1 95 22.8 57.5 58.7 60.1 1 100 23.0 57.3 58.5 59.9 1 105 23.2 57.1 58.3 59.7 1 110 23.4 56.9 58.1 59.5 1 115 23.6 56.7 57.9 59.3 1 120 23.8 56.5 57.7 59.1 1 125 24.0 56.3 57.5 58.9 1 130 24.1 56.2 57.4 58.8 1 135 24.3 56.0 57.2 58.6 1 140 24.5 55.8 57.0 58.4 1 145 24.6 55.7 56.9 58.3

148 Noise level (dBA)-with line of trees r1 r2 ΔLcx 2015 2025 2035 1 150 24.8 55.5 56.7 58.1 1 155 24.9 55.4 56.6 58.0 1 160 25.0 55.3 56.5 57.9 1 165 25.2 55.1 56.3 57.7 1 170 25.3 55.0 56.2 57.6 1 175 25.4 54.9 56.1 57.5 1 180 25.6 54.7 55.9 57.3 1 185 25.7 54.6 55.8 57.2 1 190 25.8 54.5 55.7 57.1 1 195 25.9 54.4 55.6 57.0 1 200 26.0 54.3 55.5 56.9 1 205 26.1 54.2 55.4 56.8 1 210 26.2 54.1 55.3 56.7 1 215 26.3 54.0 55.2 56.6 1 220 26.4 53.9 55.1 56.5 1 225 26.5 53.8 55.0 56.4 1 230 26.6 53.7 54.9 56.3 1 235 26.7 53.6 54.8 56.2 1 240 26.8 53.5 54.7 56.1 1 245 26.9 53.4 54.6 56.0 1 250 27.0 53.3 54.5 55.9 1 255 27.1 53.2 54.4 55.8 1 260 27.1 53.2 54.4 55.8 1 265 27.2 53.1 54.3 55.7 1 270 27.3 53.0 54.2 55.6 1 275 27.4 52.9 54.1 55.5 1 280 27.5 52.8 54.0 55.4 1 285 27.5 52.8 54.0 55.4 1 290 27.6 52.7 53.9 55.3 1 295 27.7 52.6 53.8 55.2 1 300 27.8 52.5 53.7 55.1 1 305 27.8 52.5 53.7 55.1 1 310 27.9 52.4 53.6 55.0 1 315 28.0 52.3 53.5 54.9 1 320 28.1 52.2 53.4 54.8 1 325 28.1 52.2 53.4 54.8 1 330 28.2 52.1 53.3 54.7 1 335 28.3 52.0 53.2 54.6 1 340 28.3 52.0 53.2 54.6

149 Noise level (dBA)-with line of trees r1 r2 ΔLcx 2015 2025 2035 1 345 28.4 51.9 53.1 54.5 1 350 28.4 51.9 53.1 54.5 1 355 28.5 51.8 53.0 54.4 1 360 28.6 51.7 52.9 54.3 1 365 28.6 51.7 52.9 54.3 1 370 28.7 51.6 52.8 54.2 1 375 28.7 51.6 52.8 54.2 1 380 28.8 51.5 52.7 54.1 1 385 28.9 51.4 52.6 54.0 1 390 28.9 51.4 52.6 54.0 1 395 29.0 51.3 52.5 53.9 1 400 29.0 51.3 52.5 53.9 1 405 29.1 51.2 52.4 53.8 1 410 29.1 51.2 52.4 53.8 1 415 29.2 51.1 52.3 53.7 1 420 29.2 51.1 52.3 53.7 1 425 29.3 51.0 52.2 53.6 1 430 29.3 51.0 52.2 53.6 1 435 29.4 50.9 52.1 53.5 1 440 29.4 50.9 52.1 53.5 1 445 29.5 50.8 52.0 53.4 1 450 29.5 50.8 52.0 53.4 1 455 29.6 50.7 51.9 53.3 1 460 29.6 50.7 51.9 53.3 1 465 29.7 50.6 51.8 53.2 1 470 29.7 50.6 51.8 53.2 1 475 29.8 50.5 51.7 53.1 1 480 29.8 50.5 51.7 53.1 1 485 29.9 50.4 51.6 53.0 1 490 29.9 50.4 51.6 53.0 1 495 29.9 50.4 51.6 53.0 1 500 30.0 50.3 51.5 52.9

150 APPENDIX 3: DOCUMENTATION – SMEC PUBLIC CONSULTATION Public Opinions about EIA and Mitigation Measures for the CMDCP Project

The project site covers 3 Provinces: Dong Thap, An Giang and Can Tho City. During the EIA study, the Consultant has organized for public consultation in the three Provinces.

Contents of public consultation The contents of public consultation at this province included: - Summary of the project; - Environmental impact assessment (included natural and social impact); - Measures to mitigate negative impacts, prevention of environmental; and - Environmental management and monitoring programs.

Participants The participants at the public consultation meetings were representatives of the following: - SMEC’s Consultants, - PMU-My Thuan, - Department of Natural Resource and Environment, - Department of Transport, - Department of Agricultural and Rural Development, - Department of Construction, - PPC, - Youth’s Union, - Women’s Union, and the - Veteran’s organization.

The list of delegates and attendance sheets from the consultation carried out in the three Provinces follows the minutes of the discussions, opinions and Consultant responses to queries. Photos of public consultation are also included. The results of public consultation are outlined below.

Discussion and opinions of the three Provinces

Dong Thap province (August 28, 2010)

1. Opinions of Mr. Bui Duy Hiep –Veterans Association of Cao Lanh City – Dong Thap. Regarding My An – Cao Lanh section linking to Cao Lanh Bridge, although project for Cao Lanh Bridge is separate, it would be clearer if design presented similar to Vam Cong Bridge.

2. Opinions of Ms. Le Thi Hoa –Center for Housing Fund Development – Cao Lanh City. A monitoring committee should be set up right now to deal with environmental impacts. Special attention should be given to features of the flood season, which may affect the construction schedule and therefore, specific measures should be given in the report. The long-term environmental impacts of the project require mitigation measures for the households who have roadside houses or businesses. The multi-phase site clearance and compensation may influence people’s livelihood. Application of various policies in one project will cause many difficulties in site clearance and compensation because it may result

151 in more complaints and costlier compensation. It is therefore recommended to accomplish the clearance only once.

3. Opinions of Ms. Dinh Thi Minh Thao – the Center for Housing Fund Development – Cao Lanh City – Dong Thap. It is necessary to specify the entity to take part in environmental management and control.

4. Opinions of Mr. Nguyen Minh Chi – Dept. of Transport – Dong Thap. The construction and operation of the project will change the livelihood and affect the living of farmers whose land is acquired. Therefore, support measures in details should be available.

5. Opinions of Mr. Nguyen Van Cong – Dept. of Transport – Dong Thap. A monitoring regime and regulations applicable to the project implementer should be available. In such a large project, public consultation is essential. The Consultant should provide local officers with handbooks and contact information.

6. Opinions of Mr. Tran Huynh Men –VFF of Dong Thap Province. Further studies into impacts of vibration and the flood season in the operation phase are recommended. Opinions about impacts on aquatic species and local aquaculture should be specified.

7. Opinions of Ms. Vo Thi Tuyet Nga – Farmer in Cao Lanh City. The project should be implemented quickly with satisfactory compensation for people to stabilize their living.

8. Opinions of Mr. Nguyen Tuan Anh – Young Communist League of Lap Vo – Dong Thap. The socio-economic impacts of the project on localities in the project site are not assessed. All socio-economic and environmental impacts on people’s living should be assessed and the mitigation measures should be more feasible and detailed.

9. Opinions of Mr. Duong Nghia Quoc – Dept. Agriculture and Rural Development– Dong Thap. Impacts and mitigation measures for farming zones should be more detailed, for instance, taking sand for road construction, water supply, irrigation, paddy transport, etc. A list of monitoring measures should be prepared and handed over for community monitoring (in addition to the monitoring of relevant state bodies).

10. Opinions of Mr. Dang Van Nang– the PC of Cao Lanh City. It is recommended to apply support policies to people in the project site because their living and production will be more or less affected.

11. Opinions of Mr. Nguyen Huu Viet – Dept. of Construction of Dong Thap. Data relative to upstream flood discharge is not available and impacts of flood water on the roadside environment are not specified. The project will bring in socio-economic benefits for the nation and the locality but all impacts and mitigation measures should be checked up, and any shortcoming should be remedied towards a complete report.

152 12. Opinions of Ms. Do Thi Thuy– Women Union of Thap Muoi – Dong Thap. It is necessary to set up public monitoring groups at each locality for monitoring of construction activities that may affect the living of people.

13. Opinions of Mr. Dang Huu Tam – PC of Lap Vo dist. – Dong Thap. Many households will loss land for the project and thereby they must change jobs and suffer impacts there from. The pumping of sand for levelling roads is causative of serious impacts on farming land nearby and water pollution.

14. Opinions of Mr. Doan Van Vo – Division of Resources and Environment of Lap Vo dist.– Dong Thap. Measures to mitigate impacts when the road basement and road face are under construction are required.

15. Opinions of Mr. Nguyen Van Bay– PC of Binh Thanh Trung – Lap Vo – Dong Thap. Planning for water treatment is not specified yet. The treatment of wastewater in the construction phase that may affect agriculture is not clear. The control by local inhabitant is lacking. It is recommended to build up some water inlet sluices to reduce water level difference and catch up alluvia.

16. Opinions of Ms. Truong Thi Diep – Women Union of Lap Vo dist. – Dong Thap. More social impact control measures, periodical environmental monitoring throughout the implementation of the project should be available. At the same time, the investor should provide local authorities with the contents of EIA as the background for monitoring sub- contractors’ performance.

17. Opinions of Ms. Chung Thi Thu Nguyet – VFF of Lap Vo – Dong Thap. Matters relative to the construction timetable, waterway safety should receive special attention. Environmental monitoring in a periodical basis is recommended in order to solve people’s difficulties.

18. Opinions of Mr. Le Duc Thang– PC of Dinh An commune – Lap Vo – Dong Thap. Environmental impact check-up teams should be set up to monitoring the sub-contractors’ performance. In the construction phase, environmental pollution, mostly dust and water pollutions with serious damages to people’s health, should be minimized.

19. Opinions of Mr. Le Van Cam– Dinh An commune – Lap Vo – Dong Thap. The compensation should be satisfactory; the project implementation should be quick. People will feel insecure about their production if the project is suspended.

20. Opinions of Mr. Nguyen Trung Minh Tri – Division of Economy and Infrastructure of Thap Muoi dist. – My An – Thap Muoi – Dong Thap. During the construction phase, localities are responsible for public monitoring of environmental impacts for treatment in due time. That is to prevent the fact that sub- contractors fail to take mitigation measures.

21. Opinions of Mr. Vo Van Doi – Young Communist League of Thap Muoi dist. – Dong Thap.

153 Measures against sub-contractors who fail to observe environmental regulations should be available.

22. Opinions of Mr. Nguyen Van Ky – PC of My An town – Thap Muoi – Dong Thap. Mitigation measures are not regularly checked up.

23. Opinions of Mr. Phan Chi Cong – Dept. of Resources and Environment of Dong Thap province. Impacts on agriculture and socio-economy are not specified. The environmental monitoring program and the investor’s undertaking to protect the environment are lacking.

24. Opinions of Mr. Nguyen Khanh Hai – Dept. of Transport – Dong Thap. The influences of the flood season.

25. Opinions of Mr. Le Hoang Bao– PMU - Dept. of Transport – Dong Thap. Impacts of pumping sand for making the road basement when it pushes water to flow in rice fields and gardens.

26. Opinions of Ms. Le Thi Chen – Dept. of Transport Dong Thap. Periodical monitoring report.

27. Opinions of Mr. Phan Van Lam – Traffic Safety Board of Dong Thap. Commutation lengths of crossing.

154 An Giang province (August 27, 2010)

1. Opinions of Mr. Doan Ngoc Pha – Dept. of Agriculture and Rural Development of An Giang province. The existing conditions for irrigation should be investigated to propose substitute draining such that people’s cultivation is not affected. The reuse of washing water (for spraying to wet surfaces of construction works) and how it is avoided from polluting watercourses should be clarified. Measures relative to sanitation of workers’ camps, particularly to bacteria pollution and impact on downstream aquaculture should be specified.

2. Opinions of Mr. Duong Thanh Hung – PC of My Thoi commune, Long Xuyen City, An Giang. Special attention is given to environmental protection, work safety, the project schedule of implementation, and measures to secure traffic safety and water supply and draining.

3. Opinions of Mr. Nguyen Van Ha – PC of My Quy ward, Long Xuyen city, An Giang. Special attention should be given to waste treatment, particularly the matters relating to water because the road is adjacent to rice fields.

4. Opinions of Mr. Huynh Van Tung– An Giang Dept. of Agriculture and Rural Development. Inundation and pollution in the eastern side of the road are not mentioned yet. Measures relative to junctures of rural roads and canals should be added.

5. Opinions of Mr. Tran Minh Dang– PC of My Hoa ward, Long Xuyen city, An Giang. Wastewater may affect the living of some households in the construction site when running water is not available. Besides, inundation of farming land is a matter to be considered.

6. Opinions of Mr. Nguyen Van Dep – Young Communist League of Long Xuyen – An Giang. Measures to protect the water sources for living and farming of people who live on canals. More measures for monitoring of construction works, particularly environmental monitoring, are required.

7. Opinions of Mr. Le Van Kiem – inhabitant. Related people should have change to discuss in any case of pollution in order to minimize impacts on the environment and people’s living.

8. Opinions of Mr. Nguyen Thanh Sang – Dept. of Transport An Giang. The recommended structures are good when possible matters of the construction site are taken into account. Possible impacts are specified but the countermeasures are not detailed and the listing of damages is not sufficient. Matters relating to climate change and its impacts on construction works should be mentioned.

9. Opinions of Mr. Ngo Cong Thuc – Dept. of Transport, Long Xuyen city, An Giang. Impacts on the local environment are not specified. Measures to control and mitigate environmental impacts should be detailed.

10. Opinions of Mr. Tran Hien Chuong– Sub-Dept. of Environmental Protection – An Giang Dept. of Resources and Environment.

155 The expenditure for environmental protection, environmental monitoring is not detailed in the total investment capital of the project. Mitigation measures should be detailed.

11. Opinions of Mr. Nguyen Xuan Chau – inhabitant – My Hoa ward – Long Xuyen – An Giang. Vehicles for the construction should be registered and safely operated. The construction site should be covered up. Obsolete vehicles should not be used.

12. Opinions of Mr. Do Van Tong – My Hoa ward – Long Xuyen – An Giang. An Giang is a region of agriculture and it is therefore recommended to reconsider a draining to avoid of inundation.

13. Opinions of Mr. Nguyen Ngoc An – VFF – Long Xuyen City – An Giang. Impacts relative to inundation and resultant matters such as traffic jams, degradation of rural roads and waterways are not mentioned. There is no substitute for normal living and production of people. Remedies should be added, for instance, substitutes for rural roads and draining-watering canals. It is recommended to create a construction road from National Road 91 to the construction site.

14. Mr. Le Cong Thach, Deputy of Department Secretariat,DOT, An Giang EIA report should be accomplished soon for project to develop in period of 2010/2015.

15. Mr. Do Van Thom, Chief, Department Secretariat, DOT, An Giang. It would be better to focus on the matters directly relative to a subject of impacts.

16. Mr. Nguyen Quoc Bao, Deputy, Resources & Environment Division of Long Xuyen City, An Giang. It should be better to introduce countermeasures for building roads across in-field canals. More trees should be planted to limit noise and dust.

17. Mr. Huynh Giang Son – Vice Chairman – PC of Long Xuyen City – An Giang. More trees should be planted along the road in order to control dust and noise. Waste treatment in the preconstruction and construction phases should be mentioned. Impacts of wastewater in the operation phase should be assessed.

18. Ms. Nguyen Thi Thu Thoa – Standing Member – VFF – An Giang province. Recommended adding impacts in construction period (socio-economic & environmental)

Can Tho Province (August 26, 2010) 1. Opinions of Ms. Tu Duong My Linh, Division of Resources & Environment, Thot Not dist. Measures to mitigate environmental impacts are agreed. Investor should request sub- contractors to ensure that transport will not cause environmental pollution. Road surfaces should be washed at least 3 times per day in the dry season. Remedies should be specified in case of any impact on people’s living. The environmental management plan and public environmental monitoring as well as plantation of dust-prevention trees should be started right in the construction phase.

2. Opinions of Mr. Nguyen Van Phep – OC of Thuan An ward, Thot Not dist.

156 The investor should take measures to urge sub-contractors to take measures to mitigate environmental impacts in order to minimize people’s losses.

3. Opinions of Mr. Ha Duy Y – Division of Resources and Environment of Thot Not dist. Undertakings should be sufficiently realized with more mitigation measures relative to air quality, water and factors that influence the living and economic activities of the PAP.

4. Opinions of Mr. Nguyen Chi Huong– VFF of Thot Not dist. Attention should be given to smoke, dust and runoff water.

5. Opinions of Mr. Le Thu An – Young Communist League of Thot Not dist. Impacts on industries, particularly Lo Te – Rach Gia industrial park in the site of Thot Not – Long Xuyen section should be specified. There is no measure relative to landslide, responses and responsibility in case of landslide. The traffic in the construction phase, i.e. how to reduce traffic congestion and accidents is a matter of concern. Priority should be given to people’s safety.

6. Opinions of Mr. Nguyen Huu Dang Khoa– Division of Traffic Infrastructure Management – Dept. of Transport – Can Tho There is no measure relative to impacts on the soil environment in the construction phase.

7. Opinions of Ms. Le Thanh Dung – Women Union of Vinh Thanh– Can Tho. Only 4 main points about mitigation of impacts on soil environment are provided but how to reduce the risks is not mentioned. It is recommended that any matters arising out of the construction should be considered and remedied satisfactorily.

8. Opinions of Ms. Ngo Kim Long – Dept. of Resources and Environment of Can Tho. The parts of the existing natural and socio-economic conditions, infrastructure facilities, environment, and the monitoring program as well as the investor’s undertaking are insufficient. Regarding the construction phase, assessment on hazardous waste, soil environment, biodiversity and ecosystem, runoff water, social impacts, religious and cultural sites, and human health should be supplemented. The area of anti-dusting trees should be at least 15%. Measures to mitigate pollution due to sanitary wastewater, runoff water, solid waste and hazardous waste should be specified. Regarding site clearance, compensation and rehabilitation, it would be better to implement them as sub-projects. In addition to obtaining the opinions from local authorities, public consultation is essential for agreement on the plan for compensation and site clearance, relocation and resettlement. Information about the project should be DDISeminated to people for 10 days prior to meetings with them to obtain feedback and thereupon appropriate adjustments should be made.

Answers by environmental specialists

The EIA report is prepared and established for many components of the project. It is very detailed, including introduction of the project, determination of existing components of the natural and socio-economic environments, assessment on impacts of the project on the natural and socio-economic environments, recommended measures to control and mitigate environmental impacts, environmental management program, environmental monitoring, etc. Almost all recommendations from the delegates are already studied and included in the EIA report.

157 Some other recommendations from the delegates will be paid attention by the investors and subcontracts throughout the implementation of the project so as to ensure that control and mitigation measures are effectuated efficiently.

The List of Delegates No Full name Work place Dong Thap Province (August 28, 2010) 1 Bui Duy Hiep Veterans Assoc., Cao Lanh city, Dong Thap prov. 2 Le Thi Hoa Center for Housing Fund Development, Cao Lanh city, Dong Thap province 3 Bui Dinh Hanh Center for Housing Fund Development, Cao Lanh city, Dong Thap province 4 Dinh Thi Minh Thao Center for Housing Fund Development, Cao Lanh city, Dong Thap province 5 Tran Di Hinh Center for Housing Fund Development, Cao Lanh city, Dong Thap province 6 Nguyen Ngoc Luan Li PC of 13 ward, Cao Lanh city, Dong Thap province 7 Pham Van Tong Dept. of Transport Dong Thap province 8 Nguyen Minh Chi Dept. of Transport Dong Thap province 9 Nguyen Van Cong Dept. of Transport Dong Thap province 10 Truong Hieu Nghia Dept. of Transport Dong Thap province 11 Nguyen Van Chien Farmer in Tan My commune, Dong Thap province 12 Tran Huynh Men VFF of Dong Thap province 13 Vo Thi Tuyet Nga Farmer in Cao Lanh city, Dong Thap province 14 Le Thanh Dung PC, Tinh Thoi commune, Cao Lanh city, Dong Thap prov. 15 Nguyen Tuan Anh Young Communist League of Lap Vo, Dong Thap province 16 Le Van Hung Farmer in Lap Vo dist, Dong Thap province 17 Duong Nghia Quoc Dept. Agriculture and Rural Development, Dong Thap province 18 Dang Van Nang PC of Cao Lanh city, Dong Thap province 19 Nguyen Huu Viet Dept. of Construction of Dong Thap province 20 Tran Thi Da Thao Women Union of Cao Lanh city, Dong Thap province 21 Nguyen Tong Truong Young Communist League of Cao Lanh city, Dong Thap province 22 Mai Văn Nhơn VFF of Cao Lanh city, Dong Thap province 23 Do Thi Thuy Women Union of Thap Muoi , Dong Thap province 24 Dang Huu Tam PC of Lap Vo dist., Dong Thap province 25 Doan Van Vo Division of Resources and Environment of Lap Vo dist., Dong Thap province 26 Nguyen Van Bay PC of Binh Thanh Trung, Lap Vo, Dong Thap province 27 Truong Thi Diep Women Union of Lap Vo dist., Dong Thap province 28 Huynh Van Chinh PC of Lap Vo dist, Dong Thap province 29 Chung Thi Thu Nguyet VFF of Lap Vo, Dong Thap province 30 Le Duc Thang PC of Dinh An commune, Lap Vo, Dong Thap province 31 Le Van Cam Dinh An commune, Lap Vo, Dong Thap province 32 Lê Văn Sang PC of Tan My commune, Lap Vo, Dong Thap province 33 Nguyen Trung Minh Tri Division of Economy and Infrastructure of Thap Muoi dist, Dong Thap province 34 Vo Van Doi Young Communist League, Thap Muoi dist., Dong Thap prov. 35 Nguyen Van Be Tu VFF of Thap Muoi, Dong Thap province 36 Nguyen Minh Hong Veterans Association of Thap Muoi, Dong Thap province 37 Nguyen Van Ky PC of My An town, Thap Muoi, Dong Thap province 38 Tran Quang Khai PC of My Dong commune, Thap Muoi, Dong Thap province 39 La Van Gioi Farmer in My Dong, Thap Muoi, Dong Thap province 40 Nguyen Minh Thanh Farmer in My An, Thap Muoi, Dong Thap province 41 Phan Chi Cong Dept. of Resources and Environment, Dong Thap province. 42 Nguyen Khanh Hai Dept. of Transport Dong Thap province 43 Le Thi Chen Dept. of Transport Dong Thap province 44 Phan Van Lam Traffic Safety Board of Dong Thap province

158 No Full name Work place 45 Le Hoang Bao PMU - Dept. of Transport Dong Thap province An Giang Province (August 27, 2010) 1 Tran Hien Chuong Sub-Dept. of Environmental Protection An Giang, Dept. of Resources and Environment. 2 Nguyen Xuan Chau Inhabitant My Hoa ward, Long Xuyen city, An Giang prov. 3 Do Van Tong My Hoa ward, Long Xuyen city, An Giang province 4 Nguyen Van Tam Inhabitant, Binh Duc ward, Long Xuyen city, An Giang prov. 5 Le Cong Thach Deputy of the Department Secretariat. Department of Transport An Giang province 6 Luu Xuan Duc Dept. of Transport An Giang province 7 Nguyen Van Ha PC of My Quy ward, Long Xuyen city, An Giang province. 8 Huynh Giang Son Vice Chairman – PC of Long Xuyen city, An Giang province 9 Nguyen Quoc Bao Deputy – Resources and Environment Division of Long Xuyen city, An Giang province. 10 Le Hoang Đuc PC, My Phuoc commune, Long Xuyen city, An Giang prov. 11 Duong Thanh Hung PC, My Thoi commune, Long Xuyen city, An Giang prov. 12 Nguyen Thanh Sang Dept. of Transport An Giang province 13 Nguyen Xuan Chau Inhabitant, My Hoa ward, Long Xuyen city, An Giang prov. 14 Tran Phuoc Bao PC, My Khanh commune, Long Xuyen city, An Giang prov. 15 Tran Vu Binh PC, My Thanh commune, Long Xuyen city, An Giang prov. 16 Pham Cong Ton Inhabitant, Dong Thanh commune, My Thanh ward. 17 Pham Huy Cuong Prevention of urban mgt, Long Xuyen city, An Giang prov 18 Nguyen Ngoc Ve Dept. of Construction of An Giang province 19 Ngo Cong Thuc Dept. of Transport, Long Xuyen city, An Giang province. 20 Doan Ngoc Pha Dept. of Agriculture and Rural Development, An Giang prov. 21 Huynh Van Tung An Giang Dept. of Agriculture and Rural Development. 22 Doan Van Nho Inhabitant, My Quy ward, Long Xuyen city, An Giang prov. 23 Nguyen Van Tuan Inhabitant, My Quy ward, Long Xuyen city, An Giang prov. 24 Nguyen Ngoc An VFF, Long Xuyen city, An Giang province. 25 Le Van Kiem Inhabitant Long Xuyen city 26 Nguyen Thi Thu Thoa Standing Member, VFF, An Giang province 27 Tran Minh Dang PC of My Hoa ward, Long Xuyen city, An Giang province. 28 Nguyen Van Dep Young Communist League, Long Xuyen city, An Giang prov. 29 Do Van Thom Chief, Department Secretariat, DOT, An Giang prov. 30 Vo Ba Thinh The project manager - dept. of Transport An Giang province 31 Đo Thi Thuy Trang Dept. of Transport An Giang province 32 Nguyen Van Du Dept. of Transport An Giang province 33 Le Thi Lieu Chi Inhabitant, My Quy ward, Long Xuyen city, An Giang prov. 34 Nguyen Thanh Đong Inhabitant, Binh Duc ward, Long Xuyen city, An Giang prov. 35 Nguyen Van Điep Inhabitant, Binh Duc ward, Long Xuyen city, An Giang prov. Can Tho City (August 26, 2010) 1 Tu Duong My Linh Division of Resources and Environment of Thot Not dist, Can Tho city. 2 Ha Duy Y Div Resources & Environment, Thot Not dist, Can Tho city. 3 Truong Thi Nhiem Inhabitant, Thoi Thuan ward, Thot Not dist, Can Tho city. 4 Nguyen Huy Thanh Div Resources & Environment, Thot Not dist, Can Tho city. 5 Nguyen Van Phep OC of Thuan An ward, Thot Not dist, Can Tho city. 6 Nguyen Chi Huong VFF of Thot Not dist, Can Tho city. 7 Huynh Thi Ngan Inhabitant, Thot Not dist, Can Tho city. 8 Le Thanh Nhan Inhabitant, Vinh Thanh dist, Can Tho city. 9 Le Huyen Em PC of Vinh Thanh commune, Thot Not dist, Can Tho city. 10 Truong Van Quy Inhabitant Thuan An ward 11 Huynh Van Nua Inhabitant Thuan An ward 12 Hoang Minh Tung Hai VFF of Vinh Trinh 13 Doan Chi Linh Inhabitant Vinh Trinh commune 14 Nguyen Tan Dat Dept. of Transport Can Tho 15 Nguyen Huu Dang Khoa Division of Traffic Infrastructure Mgt, DOT, Can Tho 16 Lam Van Khanh Dept. of Agriculture and Rural Development of Can Tho.

159 No Full name Work place 17 Dinh Van Thao Dept. of Transport Can Tho 18 Nguyen Van Binh Dept. of Transport Can Tho 19 Le Thu An Young Communist League of Thot Not dist, Can Tho City. 20 Le Thanh Dung Women Union of Vinh Thanh, Can Tho City. 21 Ngo Kim Long Dept. of Resources and Environment of Can Tho 22 Nguyen Thanh Tam Dept. of Transport Can Tho 23 Nguyen Dang Khoa Dept. of Transport Can Tho 24 Le Van Ha Dept. of Transport Can Tho

160 APPENDIX 4: DDIS PUBLIC CONSULTATION JULY – SEPTEMBER 2012 Questionnaire On Perceptions Of Project Likely Environmental Impacts Introduction The Ministry of Transport and its regional representative office (the CIPM) proposes to construct a new highway and bridges over the Tien and Hau rivers in order to improve transport access between the Central Mekong Delta and HCMC. Construction is planned to begin early 2013 and be completed by late 2015. This questionnaire is designed to assist the Environmental Team assessing the Project to understand how it is viewed by residents, community leaders and other interested parties. Your help is appreciated and important. Please consider the following. Your responses will be included in our assessment report and provided to the CIPM and the Asian Development Bank (funding the Project jointly with AusAID), as well as engineers and the contractors to be engaged for the construction. Before answering the following questions, please look at the map (attached) showing the location of the new bridges and connecting roads.

Please Consider and Address the Following: 1 Do know about the Project? Yes No 2 Please comment on problems with It takes too much time Yes No the existing ferry system across the It is expensive Yes No rivers Hau and Tien. It is inconvenient Yes No No Problems Yes No 3 Do you think that new bridges and connecting roads are Yes No needed? 4 Consider the environment that the connecting roads will cross, Yes No do you think that impacts may be serious? 5 What impacts are you most concerned about during bridge and road construction? Please circle one number of the scale below. 1 indicates little concern, ………….. 5 most concern 5.1 Noise 1 2 3 4 5 5.2 Water Pollution 1 2 3 4 5 5.3 Air Pollution 1 2 3 4 5 5.4 Construction Traffic 1 2 3 4 5 5.5 Workers or Work-Force 1 2 3 4 5 5.6 Disturbance of Land 1 2 3 4 5 5.7 Other Impact 1 2 3 4 5 Please describe Other Impact 6 Please make any comments to guide the works activities:

161 Results Of Consultation

162

163

PUBLIC CONSULTATION JULY 27 – 28, 2013

The additional public consultation with people that will be affected by high noise levels during operation phase due to traffic flow (persons residing along the new alignment) had been organized on 27 July, 2013 at The Peoples’ Committee of Lap Vo District, Dong Thap Province, and on 28 July at the Peoples’ Commitee of Thoi Thuan Ward, Thot Not District, Can Tho City.

The participants included representatives from:  Commune Peoples’ Committees (PCs): Chairmen (1person/commune) and Deputy (1 person/commune)

164  Womens Union (1person/commune), Farmers Union (1person/commune), Fatherland Front (1person/commune), Veterans Association (1person/commune).  Cadastral staff (1person/commune)  Heads of affected hamlets (1person/hamlet)  Heads of households (HHs) affected by high noise (20 persons/commune)

Public consultation at Lap Vo District

165 Public consultation at Thot Not District

During the consultation, Dr. Trinh Thi Long, the National environmental consultant, presented the predicted noise levels due to Project operation together with proposed feasible noise mitigation measures. The affected persons had also been consulted on feasible noise attenuation measures that are acceptable to them for incorporation in the project design.

Participants were invited to raise questions and express their concerns in a discussion session following the Power Point presentation. Most participants were very satisfied with the mitigation measures for traffice noise during operation stage proposed by the project for : - To disperse the sound on the transmission line, planting trees have a significant effect in reducing noise. The project plan is to plant trees on both side of the roads, each side 10 m. In this case, the distance affected by noise will be reduced from 448 m to 224 m.

- There is a measurable link between traffic noise and speed. Speed control is the most direct way, economic and justice in reducing traffic noise. Among metropolitan areas with speeds between 20 and 35 mph, reduction of 6 mph speed will reduce noise levels up to 40%, reduction of 70 mph and 60 mph speed on urban highway will cut noise up to 50%.

- application of low-noise asphalt road surface in densely populated areas. Low- noise road surfaces, capable of reducing noise levels up to 5 dB, while a number of more specialized surfaces can achieve even greater reduction.

- Installation of signs: "Prohibited honk" in residential areas.

166 - Shutdown when stopping: the shutdown will reduce dust pollution and noise in the meantime, and also saving a significant amount of gas to users.

- Encourage the use of less noise vehicles and Periodic maintenance of vehicles

- For the house of the people living in the affected areas, encourage to use sound transmission prevention materials (brick, conctrete, wood, …) or sound reflective materials (hard, smooth, and dense like glass, hard plastic, …).

Some sugguestions from the affected people as following:

- It’s very suitable to plant trees to mitigate nose level.

- For the planting trees measure, the projest should choose the trees that are suitable for local area. Recommendations not timber trees or rare, precious trees because people have to take care carefully and look after the trees.

- The trees should be easy to grow, should be solid, not easy to break or fall down

- The suitable trees in the areas is the trees namely “green tree”

167

APPENDIX 5: ORGANIZATION & STAFFING - ENVIRONMENTAL MANAGEMENT CAPACITY

It is important to ensure that CIPM headquarters and district staff, Contractors, Contract Supervisors and Foremen, understand the basics of sound environmental management and the measures required to prevent and/or reduce environmental impacts. Therefore, in order to encourage wide understanding of the environmental issues, a set of seminars will be designed for delivery to concerned parties.

The purpose of the seminars is to ensure that all managers and supervisors involved in the final design and construction of the CMDCP have basic and similar understanding of environmental issues and their management, and how to prevent or reduce the impacts likely to be created by the Project particularly during the Construction Stage.

The seminars will be based on the contents of the EMP and follow closely the requirements set out in the ADB, Safeguards Policy Statement (2009). Delivery of Environmental Management Seminars, their locations and participants will be decided during preparation for construction. 1. Assistance will be provided to CIPM and their offices in Dong Thap, Can Tho and An Giang provinces. The Project will assist the CPIM with staff organization, preparing job descriptions, recruiting suitable staff and initial staff co-ordination/management. 2. Environmental capability enhancement and awareness raising will be in two parts: Part I conducted early in the Construction Stage for EHS staff of CIPM and Contractor, covering the following topics:  Environmental impacts of road and bridge projects and EMP orientation  Likely Impacts of the CMDCP  The EMP  Information Disclosure and Consultation (including Grievance Mechanism)  CEMP: Purpose, Contents  Impact Prevention and Mitigation Measures  Environmental Monitoring  The EMP and CEMP as Contract Documents and part of Contract Package  Environmental data collection, Analysis, Interpretation and Archiving.

The content of the Training Program will be finalized towards the end of the Detailed Design Stage after a Training Needs Assessment has been carried out.

Part I training will include class-room learning, discussion, field learning and on-the-job training. It will be delivered by the IES and NES during the early part of the Construction Stage over a two week period.

Part II will be a refresher course conducted during Year 2 of Project Construction.

168 APPENDIX 6: TOR EXTERNAL ENVIRONMENTAL SPECIALIST

Objectives of the External Monitoring

Consistent with the requirement of ADB’s Safeguard Policy Statement 2009 on external monitoring for environment Category A projects, CIPM shall engage and retain an external environmental monitoring expert. Such expert shall undertake independent periodic reviews to verify the monitoring information submitted by CIPM to ADB on the implementation of the environmental management plan (EMP). The external expert shall also assess whether various EMP provisions are being implemented as required.

Key Activities and Methodology

The main tasks of the External Environmental Monitoring Specialist are to:

a) Review and verify the accuracy, breadth, depth, and relevance of information provided by CIPM to ADB with regard to EMP implementation b) Determine whether EMP provisions (mitigation, monitoring, reporting, etc.) are being conducted in a thorough and timely manner and in accordance with the budget identified in the EMP. c) Undertake independent annual reviews to verify the environmental monitoring information submitted by CIPM/DDIS to ADB. d) Undertake the above tasks each year throughout the 5-year construction phase and during the first year of Project operation. Monitoring shall be undertaken through review of environmental monitoring reports, site visit and interviews with affected households, local officials and other stakeholders.

Qualifications

The external environmental monitoring will be undertaken by an international environmental specialist with a total 5 person-months input. The expert to be engaged has not been and shall not be involved in day-to-day project implementation or supervision, with relevant academic qualification in the field of environmental management, environmental science, environmental engineering or other related courses), has at least 15 years experience in environmental management and monitoring and/or supervision of EMP for major infrastructure project, knowledgeable on ADB and Vietamese environmental policies and guidelines and is fluent in written English.

Schedule and Reporting Requirements

The external environmental monitoring consultant will be mobilized up to throughout the construction phase until the first year of Project operation. The monitoring report to be prepared by the consultant shall provide details of the methodology used; findings (results of desk review, site observations, and consultations/interviews); recommendations; and other relevant information to support the findings (minutes of meetings, photo-documentation, etc.). The reports shall be submitted to CIPM and ADB two weeks from completion of each monitoring activity.

169