Initial Environmental Examination

May 2018

Viet Nam: Central Mekong Delta Region Connectivity Project (CMDRCP)

Component 4: Interconnecting Road to NH91 and Long Xuyen City Bypass

Prepared by Cuu Long Corporation for Investment, Development and Project Management of Infrastructure (Cuu Long CIPM) - the Viet Nam Ministry of Transport for the Asian Development Bank.

CURRENCY EQUIVALENTS (as of May 2018) Currency unit – Vietnamese Dong (VND) VND 1.00 = $0.00004439 $1.00 = VND 22,776

NOTE

In this report, "$" refers to US dollars. This Initial Environmental Examination 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 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.

ABBREVIATIONS

ADB Asian Development Bank AP Affected persons CEMP Construction Environmental Management Plan CIPM Cuu Long Corporation for Investment, Development and Project Management of Infrastructure CPC Communal People’s Committee CMDRCP Central Mekong Delta Region Connectivity Project CSC Construction Supervision Consultant DONRE Department of Natural Resources and Environment DPC District People’s Committee EIA Environmental Impact Assessment EMP Environmental Management Plan EPP Environmental Protection Plan FS Feasibility Study GRM Grievance Redress Mechanism HCMC Ho Chi Minh City HH Households IEE Initial Environmental Examination IFC International Finance Corporation LEP Law on Environmental Protection MONRE Ministry of Natural Resources and Environment MOT Ministry of Transport MRC Mekong River Commission NH National Highway PC People’s Committee PDOT Provincial Department of Transport PPC Provincial People’s Committee REA Rapid Environmental Assessment RF Resettlement Framework SIA Social Impact Assessment SPS ADB’s Safeguards Policy Statement SSH Second Southern Highway TA Technical Assistance TEDI Transport Engineering Design Incorporated TOR Terms of Reference UXO Unexploded Ordnance VNC VNC Construction Joint Stock Company WB World Bank WHO World Health Organization

MINISTRY OF TRANSPORT CUU LONG CORPORATION FOR INVESTMENT, DEVELOPMENT AND PROJECT MANAGEMENT OF INFRASTRUCTURE (CUU LONG CIPM) ------ ------

CENTRAL MEKONG DELTA REGION CONNECTIVITY PROJECT (CMDRCP) - VIET NAM PROJECT COMPONENT 4 : THE INTERCONNECTING ROAD TO NH91 AND LONG XUYEN CITY BYPASS

INITIAL ENVIRONMENTAL EXAMINATION (IEE)

MAY 2018

JOINT VENTURE OF CDM SMITH – WSP – YOOSHIN ------ ------

CENTRAL MEKONG DELTA REGION CONNECTIVITY PROJECT (CMDRCP) - VIET NAM PROJECT COMPONENT 4 : THE INTERCONNECTING ROAD TO NH91 AND LONG XUYEN CITY BYPASS

INITIAL ENVIRONMENTAL EXAMINATION (IEE)

CHECK : ...... APPROVED BY : ......

JOINT VENTURE OF CDM SMITH-WSP-YOOSHIN

MAY 2018

VNC CONSTRUCTION JC ------ ------

CENTRAL MEKONG DELTA REGION CONNECTIVITY PROJECT (CMDRCP) - VIET NAM PROJECT COMPONENT 4 : THE INTERCONNECTING ROAD TO NH91 AND LONG XUYEN CITY BYPASS

INITIAL ENVIRONMENTAL EXAMINATION (IEE)

CONFIRMED BY : ...... Department : ......

VNC CONSTRUCTION JSC

MAY 2018

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

TABLE OF CONTENTS

EXECUTIVE SUMMARY ...... 1 I. INTRODUCTION ...... 1

A. PROJECT BACKGROUND ...... 1 B. NEED FOR THE INITIAL ENVIRONMENTAL EXAMINATION (IEE) ...... 1 C. NAME AND ADDRESS OF THE PROPONENT ...... 2 D. METHODOLOGY AND APPROACH OF IEE ...... 2 E. LEGAL POLICIES AND INSTITUTIONAL FRAMEWORK ...... 2

II. PROJECT DESCRIPTION ...... 7

A. PROJECT LOCATION ...... 7 B. NEED FOR PROJECT ...... 8 C. PROJECT COMPONENTS ...... 9 D. PROPOSED CONSTRUCTION METHODS ...... 17

FIGURE 16: CONSTRUCTION OF SIMPLE I-SHAPED GIRDER AND SLAB GIRDER OF 21M AND 24M ...... 20 III. DESCRIPTION OF THE ENVIRONMENT ...... 21

A. PHYSICAL RESOURCES ...... 21 B. ECOLOGICAL RESOURCES ...... 28 C. SOCIO-ECONOMIC AND CULTURAL ENVIRONMENT ...... 31

IV. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ...... 36

A. BENEFICIAL IMPACTS ...... 36 B. ADVERSE IMPACTS AND MITIGATION MEASURES ...... 37 C. SPECIFIC IMPACTS/RISKS AND MITIGATION MEASURES ...... 59

V. ENVIRONMENTAL MANAGEMENT PLAN ...... 69

A. INTRODUCTION ...... 69 B. EMP IMPLEMENTATION ARRANGEMENTS...... 69 C. ENVIRONMENTAL IMPACT MITIGATION PLAN ...... 73 A. ACTIONS REQUIRED DURING DETAILED DESIGN AND PRE-CONSTRUCTION STAGE ...... 73 B. IMPACTS AND MITIGATION MEASURES DURING CONSTRUCTION STAGE ...... 76 C. IMPACTS AND MITIGATION MEASURES DURING OPERATION STAGE ...... 90 D. ENVIRONMENTAL MONITORING PLAN ...... 91 E. REPORTING SYSTEM ...... 97 F. CAPACITY BUILDING, TRAINING ...... 98 G. CONSULTATION, PARTICIPATION AND INFORMATION DISCLOSURE ...... 99 H. COST OF ENVIRONMENTAL IMPACT PREVENTION, MITIGATION, MONITORING ...... 100

VI. PUBLIC CONSULTATION, INFORMATION DISCLOSURE AND GRIEVANCE REDRESS MECHANISM ...... 101

A. PUBLIC CONSULTATION ...... 101 B. GRIEVANCE REDRESS MECHANISM (GRM) ...... 104

VII. CONCLUSION AND RECOMMENDATION ...... 109

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

ANNEXES ...... 112 ANNEX 1: TOR OF FEASIBILITY STUDY UPGRADING TASK FOR PROJECT COMPONENT 4- INTERCONNECTING ROAD TO NH91 AND LONG XUYEN CITY BYPASS UNDER THE CENTRAL MEKONG DELTA REGION CONNECTIVITY PROJECT (CMDRCP) ...... 113 ANNEX 2: RAPID ENVIRONMENTAL ASSESSMENT (REA) CHECKLIST AND CHECKLIST FOR PRELIMINARY CLIMATE RISK SCREENING ...... 115 ANNEX 3: DATA OF ENVIRONMENTAL MONITORING RESULTS AND BASELINE DATA PROVIDED BY AN GIANG DONRE ...... 122 ANNEX 4: PUBLIC CONSULTATION AND INFORMATION DISCLOSURE ...... 126 ANNEX 5: RECORD OF SOCIO-ECONOMIC CONDITION SURVEY ...... 174 ANNEX 6: SOME PHOTOS OF FIELD SURVEY AND LOCAL PEOPLE INTERVIEWS ALONG THE PROPOSED ALIGNMENT OF THE PROJECT ...... 191 ANNEX 7: CLIMATE RISK AND VULNERABILITY ASSESSMENT (CRVA)

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

LIST OF TABLES

Table 1: Administrative Units of Project Corridor ...... 8 Table 2: Specifications of the Cross section of Component 4 ...... 9 Table 3: Project Component 4 Intersections with Provincial Roads and National Highways ...... 11 Table 4: Bridge Crossings of Component 4 ...... 12 Table 5: Culverts for Component 4 ...... 14 Table 6:Bird and Plant Species present in Important Bird and Biodiversity Area and Key Biodiversity Area ...... 30 Table 7: Average Population, Land Area, Population Density and Growth Rate of the Provinces Traversed by the Component 4 ...... 31 Table 8: Land Use by Communes in project area as of 2016 (in hectares) ...... 32 Table 9: Average Income of Households within the Project Corridor ...... 32 Table 10: Environmental Impacts and Mitigation Measures ...... 38 Table 11:Projected temperature and precipitation increases for RCP4.5 and RCP8.5 scenarios, Can Tho and An Hiang Province (compared to 1986-2005 period) ...... 59 Table 12:Inundations due to seal level rise caused by climate change ...... 60 Table 13: Longitudinal elevation checking taken into account water level rise caused by climate change ...... 61 Table 14: Climate Adaptation Measures and associated costs for proposed road ...... 62 Table 15: Total GHG emissions of the project road in 2025 and 2035 ...... 63 Table 16: Results of diffusion coefficients with distance z ...... 64 Table 17: Traffic flow from vehicles ...... 64 Table 18: Model for air emission inventories and control ...... 65 Table 19: Predicted emission load at source of vehicle type ...... 65 Table 20:Predicted ambient air quality along project road ...... 65 Table 21: Prediction of noise levels along the Project road ...... 67 Table 22: Roles and Responsibilities in the Implementation of the EMP...... 71 Table 23: Actions required during Detailed Design and Pre-construction Phase ...... 74 Table 24: Impacts and Mitigation Measures during Construction Phase ...... 76 Table 25: Impacts and Mitigation Measures during Operation Phase ...... 90 Table 26: Impacts and Mitigation Measures during Operation Phase ...... 92 Table 27: Compliance Monitoring Plan ...... 93 Table 28:Category of Infringement & Remediation ...... 96 Table 29:Tentative EMP-related Training Program ...... 98 Table 30:Public Consultation Plan ...... 99 Table 31: Comments from Communes’ PC of An Giang and Can Tho Provinces ...... 101 Table 32: Comments from Local People Affected by the Project ...... 103

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

LIST OF FIGURES Figure 1: Location Map of the Project, Component 4...... 8 Figure 2: Road cross-section, New Bypass Road ...... 9 Figure 3: Road cross-section, NH80 ...... 10 Figure 4: The Road Alignment of Component 4 ...... 10 Figure 5: NH80 Intersection ...... 11 Figure 6: PR943 Intersection ...... 11 Figure 7: Intersection NH91 ...... 12 Figure 8: Typical Bridge Cross-section ...... 13 Figure 9: General View of Long Xuyen Bridge ...... 13 Figure 10: General View of Kenh Xang Bridge ...... 14 Figure 11: Example of double box culvert ...... 16 Figure 12: Construction Preparation Sites at KM8+100 (top) and KM12+100 (bottom) ...... 16 Figure 13: The major steps in the construction of piers on land ...... 18 Figure 14: Construction of the piers in the water, near pedestrian roads and water edge ...... 19 Figure 15: Construction of 9m, 12m, 15m and 20m slab girders ...... 19 Figure 16: Construction of simple I-shaped girder and slab girder of 21m and 24m ...... 20 Figure 17: Results of Boreholes at the Proposed Kenh Xang Bridge Area ...... 22 Figure 18: Results of Geological Boreholes at Long Xuyen Bridge Area ...... 23 Figure 20: Flood Map and Salinization Area in CMDRCP ...... 27 Figure 21: Biodiversity Areas, National Parks, RAMSAR sites ...... 29 Figure 22: Environment Constraint Map, KM7+877 to KM13+500 ...... 35 Figure 23: Environment Constraint Map, KM13+500 to KM23+500 ...... 35 Figure 24: Inundation maps with a sea level rise of 100 cm ...... 60 Figure 25: Annually inundation depth within project area ...... 61 Figure 26: Grievance Redress Mechanism Coverage ...... 105

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

EXECUTIVE SUMMARY

Background The original Central Mekong Delta Regional Connectivity Project (CMDRCP) was approved in June 2013. The original project scope comprises a section of the Second Southern Highway (SSH) in the Central Mekong Delta, Viet Nam, including two cable-stayed bridges with a combined length of about 5 kilometers (km) and associated access and interconnecting roads with a total length of about 26 km. The original project comprises (i) component 1, Cao Lanh Bridge (2.0 km) and approach roads (5.8 km); component 2, interconnecting road (15.7 km); and component 3, Vam Cong Bridge (3.0 km) and approach roads (4.5 km), financed by the Export– Import Bank of Korea (KEXIM). Three components originally proposed and covered in the domestic feasibility study were excluded from the project scope, as the government intended to construct these as part of a future project.1 Since the start of construction in December 2013, the project is progressing well. All civil works contracts were awarded by March 2015, with actual completion of 77.4% against 78.4% of time elapsed and good quality of works done. A key milestone, the connection of two side spans and the main span of Cao Lanh Bridge, was achieved in August 2017. The bridge was open to traffic in May 2018. Components 1 and 2 were substantially completed in May 2018. Based on the status and updated projections of utilization of loan and grant funds, significant loan savings are anticipated. As a result, the Government requested ADB to include component 4 in the project scope. Component 4 is the Long Xuyen Bypass and NH91 connecting road and is 15.3 km long. It will include the rehabilitation of QL80 (2km), and the construction of 19 small bridges over provincial roads, irrigation canals and rivers. The investment for Project Component 4 - Interconnecting Road to National Highway 91 and Long Xuyen City Bypass is necessary to: (i) connect the transport network in Mekong Delta Region and assure transportation continuously and develop the transport system in the area; (ii) promote the socio-economic development of the Mekong Delta Region in particular and Viet Nam in general; (iii) contribute to complete the master plan of total transport network development for road and national highway and transportation plan of Mekong Delta Region approved by the Government. Project Proponent The Ministry of Transport is the Executing Agency; Cuu Long Corporation for Investment, Development and Project Management of Infrastructure (Cuu Long CIPM) is the Project Implementing Agency and the proponent of the Initial Environmental Examination (IEE) study for interconnecting road to NH91 and Long Xuyen City Bypass Project. Objective of the IEE The proposed new component represents a change in scope per ADB policy. The component was screened for environmental and social safeguards per PAI No. 5.02 and OM/F1 OP para. 4- 11 of ADB, which confirmed that the proposed Component 4 is classified as Category B for environmental safeguards, requiring the preparation of an IEE. The main objective of the IEE is to (i) identify the possible impacts of the project activities (physical infrastructure development) on bio-geo-physico-chemical, socio-economic and cultural environment in the project area; (ii) recommend practical and site specific environmental mitigation measures and prepare and implement an environmental management plan; and (iii) ensure that the IEE addresses the requirements of ADB’ Safeguard Policy Statement (2009) and the Government of Viet Nam.

1 These included: Component 4: Long Xuyen Bypass (17.5 km); Component 5: Long Xuyen Bypass extension (5.7 km); and Component 6: My An-Cao Lanh connecting road (26.9 km).

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Relevance of the IEE This IEE is prepared consistent with the environmental assessment requirements of ADB’s Safeguard Policy Statement 2009 (SPS) and is submitted to ADB for clearance and disclosure on its website. The main sources of information for this IEE report were the design and feasibility studies and a domestic EIA Report updated in 2017 by VNC as well as the Social Impact Assessment (SIA) Report and EIA report prepared by SMEC in 2011. The findings and conclusions of the report are based on the analysis of the information collected from the field in March 2017 by undertaking a transect walk environmental survey along the proposed route, the review of secondary information supplemented by information collected by the social and technical teams working on the resettlement survey and detailed survey, and meaningful public consultation conducted in the project area. Project Description (Component 4) Project scope under the Prime Minister’s Decision No.2527/QĐ-TTg dated 27 December 2016 is defined as follows: - Upgrade of 2 km of existing NH80 section from Km 877+000 to Lo Te intersection; - Construction of 15.68 km of Long Xuyen City Bypass (starting point at Km 7+877 connecting with existing NH80, ending point at Km 23+561 connecting with NH91). The project is located at the south-western end of the CMDRCP running parallel to Hau River on the south-western bank. The road will be designed as a Class III road and consist of 2 lanes with a width of 12.5 m. The road will be built on an embankment, which will entail the construction of the embankment using sand. The proposed road will include construction of 19 bridges crossing provincial roads, rivers and irrigation canals. In which, there will be 2 bridges over 200 m in length including Kenh Xang Bridge (329m) and Long Xuyen Bridge (448m). Construction Method The road will be built on an embankment, which will entail the construction of the embankment using sand. For sections on soft soil, the top layer shall be removed, and soft soil treatment shall be implemented. The VCM soft soil treatment method will not be used to avoid land subsidence beyond the right-of-way, as experienced in Component 2 of the project. The construction of the abutment and bridge piers will use the bored piles method which will involve excavation of foundations and on-site casting. Three temporary construction yards / casting yard will be required for the construction of road. Construction of the piers in the water, near the pedestrian roads and water edge will also use the bored pile method with the work carried out from barges. Sources of construction materials for the road have been tentatively identified. Most of the possible rock, soil and quarries are located within a radius of 75 km from the project site. Upon completion, the roads and bridges will need regular inspection and maintenance. The regular inspection will be on a weekly frequency, an annual inspection and a major inspection every five year. Special inspections will be carried out as needed. Road repair and maintenance will cover road hygiene, landscaping, repair of safety equipment and other components. Existing Environmental Condition (Baseline) The road alignment runs parallel to Hau River on its south-western bank. The project area is in the floodplains of the Mekong Delta with an average elevation of 1 – 2 m above sea level. The alignment of the proposed road traverses mostly agricultural land and the fringes of small towns and villages. Forests, conservation areas or legally protected sites are not found within the alignment and near the proposed road. The lower part of the Mekong Basin is in the center of the Asian tropical monsoon region where wind reversal occurs during the summer and winter. The climate is greatly influenced by the monsoons. The south-west, wet season monsoon sets in around mid-March to mid-May and ends around mid-September to mid-October. The north-west dry season monsoon runs from

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass mid-October to March. The ambient temperature throughout the different seasons shows limited variation. The temperature difference between the months during the dry season is only about 1.5°C to 3°C, and only about 1°C during the rainy season. The warmest temperatures are usually experienced during the month of April when temperatures can vary from 36°C to 40°C. The lowest temperature usually prevails during the month of January. The baseline surface water quality data collected during this assessment is generally poor water quality, as indicated by the presence of oil, grease and coliform. Most of the canals sampled have low organic pollution levels as indicated by the low concentrations of COD and BOD. Total suspended solids (TSS) concentration is relatively high with concentrations ranging from 47 mg/l to 72 mg/l. All canals have indications of oil and grease pollution and low dissolved oxygen concentrations, exceeding QCVN08-MT:2015/BTNMT. Groundwater quality is affected by the natural presence of deleterious elements in the aquifers. In addition, the water quality obtained from relatively shallow wells failed to comply with the Coliform standard for groundwater as defined in QCVN 09-MT:2015/BTNMT. Air quality indicators were measured in certain sections of the proposed road. Air quality is relatively good; with TSP concentrations partly exceeding the QCVN 05:2013/BTNMT standard. Noise levels along the project site ranged from 63.5 to 75.2 dBA, lower than the allowable limits set forth in QCVN26:2010/BTNMT (75 dBA) for mixed resident-commercial service and production areas but exceeding the standard values for residential areas (70 dBA) and the internationally standard of 55 dBA recommended by the World Health Organization (WHO). Exceedance was observed at three locations where existing traffic is high and where commercial activities occur. The Mekong Delta evolved over a long geologic period, from the Tertiary (66.4 to 1.6 mybp to the Holocene). The upper sedimentary sequence underlying the Delta is made up of the Holocene sediments. The sediment is mostly of deltaic sediments consisting of about 15 to 25m thick of prodelta mud facies, delta front sandy silt facies, sub to intertidal flat sandy silt facies and subaerial delta plain. Sedimentation has continued to be the dominant process in the Delta. It is estimated that the Mekong River delivers ~160 million tons of sediment per year to the South China Sea which allowed the Delta to prograde at a quick pace. However, with the construction of dams in the upper reaches of the Mekong Basin, sediment delivery into the Delta and into coast could be interrupted resulting in sediment starvation and possibly coastal erosion. The description of the soils occurring along the project corridor as determined by VESDEC during its 2009 site survey varied from light to densely compact heavy loam to clay. Based on the geological information these are interpreted to be of fluvial and marine origin. The corridor is generally water logged as observed in all the stations. In general, the soil type along the road is classified as alluvial with high humic content. The road will traverse mostly agricultural lands and urban ecosystems. The region that will be traversed is within the most important agricultural areas of Viet Nam. It is the top rice producing region. Other crops cultivated are mixtures of coconut, vegetables and fruit orchards. Aside from agricultural crops, some 40-plant species have been identified in the rice paddies of the Mekong Delta, this includes ruderal weeds and grasses. Various studies have been conducted to assess the impact of climate change on the Mekong Basin. The salient findings of the studies are a predicted rise in temperature in the basin, an increase in annual potential evaporation; an increase in precipitation and total annual run-off; an increase in the areas susceptible to flooding, and an increase in flood elevation. It is forecasted that by 2100, flood will submerge areas of the Delta that are below 1m in elevation. Beneficial Impacts The development efforts, particularly the improvement of transportation network will have multiple beneficial impacts. The immediate beneficial impacts from road development are apparent in the construction phases there will be various employment opportunities for the local population.

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

It is anticipated that the operation of the road will have numerous socio-economic benefits. One of these is in the time savings that will be realized during the operations of the road and bridges, and which are expected to benefit the road users. Improved road access will bring an opportunity of overall economic and social development. The road will also provide cost-effective, safe and fast transport of goods and services from rural areas to urban centers and vice versa. The people and enterprises will be more interested in increasing their production due to market accessibility. This will contribute significantly to increase in productivity in the delta region and eventually improve the overall socio-economic condition of the people. Once the road is in operation, trade and business activities will be further promoted. There is a possibility of increased economic opportunity and significant growth and expansion of local markets along the road alignment like in Vinh Thanh and Thot Not districts (Can Tho City) and Long Xuyen City (An Giang Province). In addition, the construction of the road will lead to appreciation of land values particularly near the market and settlement areas. Adverse Impacts Assessment of project impacts during the pre-construction phase has identified certain concerns that can result from oversight. The project’s failure to account for all the canals along the project corridor in the planning and design may damage the irrigation system and deprive farmers and aquaculture pond operators of water supply. 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 the navigation of the canals and rivers. 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 to allow floodwater to flow freely into the waterways. Climate change has been considered in the design of the road. The determination of the road elevation in anticipation of higher flood elevation due to climate change used the 1% frequency flood elevation in the analysis. The review of road and bridge design elevation with reference to the contingency of waterlevel rising to 0.3m due to climate change impact has led to changes of longitudinal section elevation of 13 bridge works and 6.32km of roads by some 6-47cm. The road embankment will be constructed higher than the existing ground elevation and will have the potential to impede the flow of surface run-off particularly during flooding events. It can impound water and cause localized flooding. This is a low risk given the 49 transverse culverts and 19 bridges along the alignment and the very high drainage density of the Delta. The acquisition of the ROW will have significant socio-economic impacts on the Affected Persons (APs). The impacts will include loss of land, partial or complete removal of structures, and displacement and relocation of APs. In total, the road will result in the loss of 31.22 ha of agricultural land, 2.58 ha of residential land and 2.34 ha of non-agricultural land. Noise is one of the potential impacts during the construction stage. Source of noises during construction are construction equipment and construction plants, for example asphalt and concrete batching plants. Predicted noise levels generated during construction are expected to exceed existing noise levels, and exceed the maximum noise levels allowed in particular areas. This is of concern at the approaches of Kenh Xang Bridge and Long Xuyen Bridge due to the requirement for larger construction sites, including the casting yards. Mitigation measures for noise impacts include substitution of equipment with a lower noise signature, isolation of sources of noise or the receptor, increasing the distance between source and receptor, and minimize noise at the source. Without mitigation, TSP concentrations during construction may exceed standards. Construction may cause further degradation of ambient air quality. To protect public health, dust suppression and other mitigation measures have been identified and included in the environmental management plan. Special concerns for noise, dust and wastewater during construction include the concrete batching plants, casting yards and work areas. Due to noise and dust concerns, concrete

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass batching plant, crushing plant and cement mixing shall be located at a sufficient distance away from inhabited areas and other sensitive receptors. Three sites have been identified which fulfil these requirements. Also, 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. Dust suppression through spraying water shall be applied to unpaved roads, as well as other bare areas within active construction sites. A speed limit shall be imposed on project vehicles travelling on unpaved roads to minimize the re-suspension of dust. Wheel washers shall be provided in active construction sites so that delivery trucks can be cleaned of mud and dirt as they exit the work area. Gaseous emissions are not expected to pose serious concerns during the construction stage. However, as part of best management practice, mitigations still need to be implemented. The road construction is not expected to have significant impacts on the geologic setting. However, threats of erosion and sedimentation may occur in construction sites located along river banks, such as the construction of the bridge piers which could affect farmlands and structures in the canal or riverbank. The predicted impacts of erosion and siltation during construction along river and canal banks is partly mitigated by the construction method which requires installation of sheet piles prior to excavation of the pier foundation. The sheet pile will act as a barrier and contain silted water within the excavation area. In addition, the silted water carried with the spoils during excavation should be prevented from draining directly back into the waterway. Also, spoils should be piled away from the waterway. If a spoils stockpile is near a water body, a bund or silt fence should be placed around the spoils stockpile area. The road construction will require excavation of foundation and the removal of a large volume of soft soil. These spoils will have the potential to cause varied negative impacts such as acidic run-off; spoil can smother the adjoining farmlands when improperly stockpiled; and the foul odor of soil with high organic content may annoy nearby residents. Mitigation measures for these impacts include proper management of spoil stockpiles, a height limit for stockpiles, and proper handling of acidic soil. Soil compaction will occur in areas that will be used temporarily by the Project. The ground will be purposely compacted in areas like the work areas, construction yards and stockpile areas. Movement of vehicles off road will also cause soil compaction. At the end of the construction period, the Contractor should restore the temporary sites (e.g. stockpile areas, construction yard, temporary access, construction camp areas, borrow sites, etc.) prior to abandonment and return the property to the land owner in fit-for-purpose conditions. It is anticipated that the construction of the road will have temporary adverse impacts on canal navigation during construction of the smaller bridges. This may occur when sheet piles are driven for the construction of the bridge columns. This condition will cause constriction and increased velocity of water flow in the construction area. The spillage of spoils and discarded construction materials into the river or canal may cause deposition on the river bed, and cause shallowing and obstruction. This is a concern in the smaller canals that are more susceptible to obstruction during construction. As part of navigation safety, during construction the Contractor should comply with the waterway traffic safety as implemented by Decision No. 27/2005/QD- BGTVT. Before construction, the Contractor will be required to prepare a waterway safety plan for submission and approval by the agencies in charge. Regular inspection of construction works in canals should be carried out, and the retrieval of construction materials dropped in the canals shall be carried out immediately. Sand will be delivered by barge and trucks to the construction site. Concern on possible offsite impacts of the project due to river sand quarrying has been assessed. Review of geologic conditions and fluvial processes in the Lower Mekong Delta suggest that sand quarrying is within the sedimentation capacity of the Mekong River. Water based drilling mud containing bentonite is commonly used when drilling for bored piling. The practice of collecting and recycling bentonite mud during drilling will minimize impacts on water and soil in the case of drilling on land. The disposal of spoils material containing bentonite as filling material in appropriate sites is another mitigation that should be adopted. Spillage of

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass bentonite mud in agricultural land should be cleaned immediately to prevent caking and hardening. 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, minimizes the risk of groundwater pollution from surface sources. The low permeability of clay constrains the percolation of water from the surface. Considering the ecological status of the road alignment, which is mostly agricultural and built-up, the impacts on species and habitat diversity is not significant. The road alignment does not encroach on any legally protected or critical habitat. Aquatic ecosystem may be temporary affected during construction due to the following: (i) Increased turbidity of the column water due to silted run-off from construction sites or disturbance of the river bed; and (ii) Excavation of the river bed or removal of river bed sediments, as in sand quarrying. But 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 water bodies. 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 a substantial load of silt is carried into the Delta region. Increased turbidity due to the project, if ever, will be of short duration and will be confined in a more limited area. With respect to the sand quarry sites, considering that the activity has been on-going for a period, the communities of bottom dwelling aquatic organisms must have already adapted to the conditions brought about by sand extraction. The road will not encroach on cultural heritage sites. In the event of unanticipated discoveries of cultural or historic artefacts (movable or immovable) during the work, the Contractor shall take all necessary measures to protect the findings. Established procedures shall be followed in case of a discovery of artefacts. To protect workers and the public, detecting mines and cleaning rivers shall be carried out by the specialized units of the Ministry of Defense prior to the start of work. Work of detecting mines will be carried out according to the decision of 96/2006/QD-TTg issued on May 4, 2006 by the Prime Minister. During construction of the road, vehicles and pedestrians will be exposed to hazards associated with construction. The Contractor should provide safe passageways for pedestrians crossing the construction site. Barriers should be installed to keep pedestrians away from hazardous areas, and signage should be installed to warn and direct traffic and pedestrians. Also, speed limits for project vehicles travelling on roads passing through communities shall be imposed. Public awareness shall be enhanced by conducting orientation on the status of construction, the work schedule in the respective communities, and the EMP in place. To protect the health and safety of the workers, the Contractor should adhere with the Labor Code of Viet Nam in providing a safe working environment. The workers will be exposed to different hazards during construction, including hazards posed by operating and moving heavy machinery, as well as heat and high noise levels. In addition, with 19 bridges to build, the construction workers will be exposed to threats of water accidents, such as drowning. To manage this risk, the Contractor should prepare and implement a construction safety plan as part of the construction environmental management plan. An emergency response plan should be prepared and implemented by the Contractor as part of the site management. A health and safety officer should be designated and shall oversee the implementation of the emergency response plan. The adverse impacts during road operation are air and noise pollution, and road safety. The predicted emissions using the Gaussian based dispersion model showed a low risk of exceeding the ambient air quality. However, noise can be a concern in road sections that cut through populated areas. Mitigation of traffic noise during operations may be integrated with the landscaping program. Other measures to mitigate noise are land use zoning and enforcement of

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass regulations. During the operational stage, greenhouse gas emission is not expected to exceed 100,000 tons. Environmental Management Plan An environmental management plan (EMP) was developed that contains the mitigating measures for the adverse impacts of the project from pre-construction to construction. Also, part of the EMP is the environmental effects monitoring designed to detect changes in the environment and possibly assess the effectiveness of the mitigation measures. In as much as the project has been issued approval by MONRE, the environmental effects monitoring is based on the 2017 EIA to facilitate the project’s compliance with the GoV’s environmental regulation’s requirement.

Also contained in the EMP are the following aspects: (i) Roles and responsibilities in EMP implementation; (ii) EMP reporting schedule; (iii) Capability Enhancement – Training; (iv) and Estimated Budget for EMP implementation. A key component of the EMP that has yet to be prepared is the Construction EMP, which is to be prepared by each Contractor prior to the start of construction. The organizations and institutions that will be involved in the implementation, as well as their responsibilities, have been identified in the EMP. The implementation of the mitigation measures is primarily the obligation of the Contractors who will be involved in the construction. The Contractors shall designate an on-site Environment Officer (EO) and a Health and Safety (HS) officer, whose main task is to ensure the implementation of the mitigations and compliance with the environmental regulations and guidelines. Supervising the Contractor will be the Project Supervision Consultant (PSC) representing the project proponent, CIPM. In addition to its role of supervision, the PSC is also charged with the role of implementing the environmental effects monitoring. The environmental management plan contains sufficient measures to ameliorate the adverse environmental impacts, and its implementation is assured given the manpower that has been lined up, the supporting activities that have been programmed, the availability of the funds and institutional involvements. Finally, refinements and improvement of the EMP are expected as the planning of the CMDRCP progresses to detailed design. One of the improvements that are foreseen is the preparation of the construction environmental management plan to be prepared by the Contractor. This plan will provide detailed methodologies, procedures, guidelines and standards for environmental management of construction. Public Consultation and Disclosure activities, Grievance Redress Mechanism Meaningful public consultation was conducted in the framework of this IEE. Stakeholders were identified and engaged in a participatory manner. Stakeholder consultations focused on interviews and initial consultations with local authorities and affected people. Issues and concerns identified by affected residents during the public consultations include, concerns of increased traffic & traffic accidents, disruption of existing drainage leading to local flooding, noise and dust, and new road and embankment alignments encroaching on property & and need for adequate compensation. All issues and concerns will be addressed by the EMP. A plan for public involvement during construction and operation stages has been developed during project preparation. The CIPM and construction supervision consultants are responsible for public participation during project implementation. The plan includes several types of public involvement, including site visits, workshops, investigation of specific issues, interviews, and public hearings. A Grievance Redress Mechanism (GRM) has been established for the main CMDRC Project. It is coordinated by CIPM. The GRM is intended to address complaints, grievances and disputes of displaced persons regarding environment related issues and concerns of the entire CMDRCP This GRM shall be extended to cover the proposed component 4. During detailed design period, the PSC (which is also in charge of Detailed Design) is expected to further consult and meet with local authorities of provinces of Can Tho and An Giang (District and Commune PCs, Commune Fatherland Front, Women’s Union, Youth Union) and affected

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass persons by the project. Conclusion and Recommendation The IEE study of the proposed project of interconnecting road to NH91 and Long Xuyen Bypass showed that the benefits from the implementation of the proposed road project are more significant against the adverse impacts most of which could be mitigated or avoided. Therefore, this IEE is sufficient for approval of the proposed project. If significant changes do not occur to the design of one or more subproject components, and that new sensitive environmental or social receptor data are not discovered, the proposed project will remain Category B for environment and will not require further detailed EIA. This project is recommended for implementation with incorporation of all necessary mitigation measures and environmental management plan.

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

I. INTRODUCTION

A. Project Background 1. The original Central Mekong Delta Regional Connectivity Project (CMDRCP) was approved in June 2013. The original project scope comprises a section of the Second Southern Highway (SSH) in the Central Mekong Delta, Viet Nam, including two cable-stayed bridges with a combined length of about 5 kilometers (km) and associated access and interconnecting roads with a total length of about 26 km. The original project comprises (i) component 1, Cao Lanh bridge (2.0 km) and approach roads (5.8 km); component 2, interconnecting road (15.7 km); and component 3, Vam Cong bridge (3.0 km) and approach roads (4.5 km), financed by the Export– Import Bank of Korea (KEXIM). Three components originally proposed and covered in the domestic feasibility study were excluded from the project scope, and the government intended to construct these as part of a future project.2 2. Since its effectiveness in December 2013, the project is progressing well. All civil works contracts were awarded by March 2015, with actual completion of 77.4% against 78.4% of time elapsed and good quality of works done. A key milestone, the connection of two side spans and the main span of Cao Lanh Bridge, was achieved in August 2017. Components 1-2 were substantially completed in May 2018. Based on the current status and updated projections of utilization of loan and grant funds, significant loan savings are anticipated. 3. As a result, the Government requested ADB to include component 4 in the project scope. Component 4 is the Long Xuyen Bypass and NH91 connecting road and is 15.3km long. It will include the rehabilitation of QL80 (2km), and the construction of 19 small bridges over provincial roads, irrigation canals and rivers. 4. The investment for Project Component 4 - Interconnecting Road to National Highway 91 and Long Xuyen City Bypass is necessary to: (i) connect the transport network in Mekong Delta Region and assure transportation continuously and develop the transport system in the area; (ii) promote the socio-economic development of the Mekong Delta Region in particular and Viet Nam in general; (iii) contribute to complete the master plan of total transport network development for road and national highway and transportation plan of Mekong Delta Region approved by the Government. 5. This Component 4 of theCMDRCP, under the auspices of the Ministry of Transport, and the Government of Viet Nam shall have a total length of 17,684 m of 2 main sections as follow: - Upgrading of 2km of existing NH80 section from Km877+000 to Lo Te intersection; - Construction of 15,684 m of Long Xuyen City bypass (starting point at Km 7+877 connects with existing NH80, ending point at Km 23+561 which connects with NH91). 6. The project is located in the lower part of the Mekong Delta known as the Cuu Long Delta. Cuu Long is made up of 13 Provinces and the Component 4 will traverse two of these Provinces, namely Can Tho and An Giang. In recent years, the Cuu Long Delta is experiencing very rapid economic development with growth rate of above 12% and still expected to exceed the national growth rate. The national importance of the Delta lies in the fact that it contributes more than 50% of the food products, 65% of the aquatic products and 70% of the fruit products of the entire country. Industrialization has gained foothold in the region with industrial development gaining momentum. B. Need for the Initial Environmental Examination (IEE) 7. This Initial Environmental Examination (IEE) report of the proposed project is necessary in order to assess the environmental consequences of the proposed interconnecting road and construction activities and suggest appropriate, practical and site specific mitigation and enhancement measures. The Project Component 4 falls under category B project of ADB’s

2 These included: component 4: Long Xuyen Bypass (17.5 km); component 5: Long Xuyen Bypass extension (5.7 km); and component 6: My An-Cao Lanh connecting road (26.9 km).

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Safeguard Policy (2009), requiring the conduct of an IEE and the development of an environmental management plan (EMP). 8. The purpose of conducting an IEE is to (i) identify the possible impacts of the project activities (physical infrastructure development) on bio-geo-physico-chemical, socio-economic and cultural environment in the project area; (ii) recommend practical and site specific environmental mitigation measures and prepare and implement an environmental management plan, to ensure that the IEE addresses the requirements of ADB and the Government of Viet Nam; and (iii) ensure that the IEE is sufficient for the proposed project. 9. The assessment of the project has been carried out for both positive and negative impacts. It is expected that the project activities will not have any significant adverse impact on the environment. 10. The IEE report is prepared in fulfilment of the Terms of Reference (TOR) for Component 4: Interconnecting Road to NH91 and Long Xuyen City Bypass under the CMDRCP. This IEE complies with the ADB’s Safeguards Policy Statement (2009) as well as the legal requirements in environment of the Government of Viet Nam. 11. The findings and conclusions of the report are based onthe (i) analysis of information collected from the field in March2017;(ii) a transect walk environmental survey along the proposed route;(iii) review of secondary information supplemented by information collected by the social and technical teams working on the resettlement survey and detail survey; and (iv) public consultation conducted in the framework of this IEE. C. Name and Address of the Proponent 12. The Ministry of Transport (MOT) is the Executing Agency; Cuu Long Corporation for Investment, Development and Project Management of Infrastructure (Cuu Long CIPM) is the Project Executing Agency and proponent of the Initial Environmental Examination (IEE) study for Interconnecting road to NH91 and Long Xuyen City Bypass Project.

Address: Cuu Long CIPM, 127B Dinh Tien Hoang, Binh Thanh District, HCMC Phone number: +84- 028.38410088 Fax number : +84 - 028.38411827. D. Methodology and Approach of IEE 13. The following activities were undertaken for the purpose of conducting IEE: i. Desk review of available projectinformation such as maps, reports, EIA of main project, etc.; ii. Preparation of checklist for collecting project related information; iii. Review of national and local laws/regulations and procedures relating to environment, health and safety, resettlement and rehabilitation, etc; iv. Field visits to collect data relevant to the study area; v. Environmental effects monitoring to establish the environmental baseline in the project area of influence; vi. Interviews on random sampling basis with the following stakeholders: local people, affected persons and representatives of the local community.

E. Legal policies and Institutional framework 14. The implementation of the project will be governed by the Viet Nam national laws and statespecific environmental rules, regulations, and standards. These regulations impose restrictionson activities to minimize/mitigate likely impacts on the environment. Compliance is required in allstages of the project’s implementation including design, construction, and operation. This report has also considered the requirements of ADB’s Safeguards Policy Statement (SPS) 2009. Provided the project complies with the national and ADB SPS (2009)

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass requirements,nosignificantadverse environmental impacts are envisaged from the implementation of the projectactivities. 15. The Viet Nam Law on Environmental Protection No. 55/2014/QH13 (LEP 2014) prescribes the requirements for environmental assessment (EA) for development projects that affect the natural and social environments. Government Decree 18/2015/ND-CP (2015) and Circular 27/2015/BTNMT (2015) on environmental protection planning, strategic environmental assessment (SEA), and EIA support the implementation of the LEP (2014). Under GoV regulations the national EIA prepared for the Component 4 was approved by MONRE following Decision No.649/QD-BTNMT dated 27 March 2015 as required by the LEP (2014).

1. Government of Viet Nam Regulations and Standards

16. The following laws, regulations and decrees are applicable to this project: a. Law on Standards and Technical Regulations No. 68/2006/QH11 approved by the 11st National Assembly on September 29, 2006; b. Law on Chemicals No. 06/2007/QH12 approved by the 12nd National Assembly on November 21st, 2007; c. Law on Water Resources No. 17/2012/QH13 approved by the 13rd National Assembly on June 21, 2012; d. Law on Land No. 45/2013/QH13 approved by the 13rd National Assembly on November 29, 2013; e. Law on the Construction No. 50/2014/QH13 approved by the 13th National Assembly on June 18, 2014; f. Law on Environmental Protection No. 55/2014/QH13 approved by the 13th National Assembly on June 23, 2014; g. Decree of Government No. 68/2005/ND-CP dated May 20th, 2005, Chemical Safety; h. Decree of Government No. 59/2007/ND-CP dated April 9, 2007, Solid Waste Management; i. Decree of Government No. 108/2008/ND-CP dated October 7, 2007, Detailing and Guiding the Implementation of a Number of Articles of the Chemical Law; j. Decree of Government No. 26/2011/ND-CP dated April 8, 2011, Amending and Supplementing a Number of Articles of the Government's Decree No. 108/2008/ND-CP of October 7, 2008, Detailing and Guiding a Number of Articles of the Chemical Law; k. Decree of Government No. 43/2014/ND-CP dated May 15, 2014, Detailing a Number of Articles of the Land Law; l. Decree of Government No. 80/2014/ND-CP dated August 6, 2014, on The Drainage and Treatment of Wastewater; m. Decree of Government No. 18/2015/ND-CP dated February 14, 2015, Environmental Protection Planning, Strategic Environmental Assessment, Environmental Impact Assessment and Environmental Protection Plans; n. Decree of Government No. 19/2015/ND-CP dated February 14, 2015, Detailing the Implementation of a Number of Articles of the Law on Environmental Protection; o. Decree of Government No. 38/2015/ND-CP dated April 24, 2015, Management of Waste and Discarded Materials; p. Circular No. 12/2006/TT-BCN, dated December 22, 2006 of Ministry of Industry

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

on Guiding the Implementation of Decree No. 68/2005/ND-CP dated May 20,2005 of the Government on Chemical Safety; q. Circular No. 13/2007/TT-BXD, dated December 31, 2007 of Ministry of Construction on Guiding the Implementation of a number of articles of the Decree No. 59/2007/ND-CP dated 09/04/2007 of the Government on Solid Waste Management; r. Circular No. 16/2009/TT-BTNMT, dated October 07, 2009 of Ministry of Natural Resources and Environment on Promulgating National Technical Regulation on Environment; s. Circular No. 29/2011/TT-BTNMT, dated August1, 2011 of Ministry of Natural Resources and Environment on Promulgating National Technical Regulation on Continental Surface Water Monitoring; t. Circular No. 04/2015/TT-BXD, dated April 3, 2015 of Ministry of Construction on Guiding the Implementation of a number of articles of the Decree No. 80/2014/ND-CP dated August 06th, 2014 of the Government on Drainage and Wastewater Treatment; u. Circular No. 27/2015/TT-BTNMT, dated May 19, 2015 of Ministry of Natural Resources and Environment on Strategic Environmental Assessment, Environmental Impact Assessment and Environmental Protection Plans; v. Circular No. 85/2015/TT-BTC, dated June 3, 2015 by Ministry of Finance on Collection, Payment, Management of Fees for Chemicals; w. Circular No. 36/2015/TT-BTNMT, dated June 30, 2015 by Ministry of Natural Resources and Environment on Hazardous Waste Management; x. Decision No. 04/2008/QD-BTNMT dated July 18, 2008 of Ministry of Natural Resources and Environment on Promulgating National Technical Regulation on Environment; y. Decision No. 16/2008/QD-BTNMT dated December 31, 2008 of Ministry of Natural Resources and Environment on Promulgating National Technical Regulation on Environment; z. Decision No. 2149/QD-TTg dated December 17, 2009 of the Prime Minister on Approving the National Strategy for Integrated Management of Solid Waste up to 2025, with a vision to 2050. 17. The Environmental Standards of the Government of Viet Nam are the following: a. QCVN 14:2008/BTNMT: National Technical Regulation on Domestic Wastewater; b. QCVN 01:2009/BYT: National Technical Regulation on Drinking Water Quality; c. QCVN 06:2009/BTNMT: National Technical Regulation on Hazardous Substances in Ambient Air; d. QCVN 07:2009/BTNMT: National Technical Regulation on Hazardous Waste Thresholds; e. QCVN 19:2009/BTNMT: National Technical Regulation on Industrial Emission of Inorganic Substances and Dusts; f. QCVN 25:2009/BTNMT: National Technical Regulation on Wastewater of the Solid Waste Landfill Sites; g. QCVN 26:2010/BTNMT: National Technical Regulation on Noise; h. QCVN 27:2010/BTNMT: National Technical Regulation on Vibration; i. QCVN 40:2011/BTNMT: National Technical Regulation on Industrial Wastewater;

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

j. QCVN 43:2012/BTNMT: National Technical Regulation on Sediment Quality; k. QCVN 05:2013/BTNMT: National Technical Regulation on Ambient Air Quality; l. QCVN 03-MT:2015/BTNMT: National Technical Regulation on the Allowable Limits of Heavy Metals in Soils; m. QCVN 08-MT:2015/BTNMT: National Technical Regulation on Surface Water Quality; n. QCVN 09-MT:2015/BTNMT: National Technical Regulation on Ground Water Quality. 2. ADB Safeguards Policy 18. The ADB Safeguard Policy Statement (SPS 2009) clarifies the rationale, scope and content of an environmental assessment and is supported by technical guidelines (Good Practice Safeguard Sourcebook). Projects are initially screened to determine the level of assessment that is required according to the following three environmental categories (A, B, or C). 19. Category A is assigned to projects that normally cause significant or major environmental impacts that are irreversible, diverse or unprecedented such as hydroelectric dams (an Environmental Impact Assessment is required). Category B projects have potential adverse impacts that are less adverse than those of category A, are site-specific, largely reversible, and for which mitigation measures can be designed more readily than for category A projects (an Initial Environmental Examination is required). Category C projects are likely to have minimal or no negative environmental impacts. An environmental assessment for Category C projects is not required but environmental implications need to be reviewed. As indicated above the proposed Component 4 is Category B for environment. 20. The SPS (2009) requires that a stakeholder consultation strategy be developed that embodies the principles of meaningful engagement, transparency, participation, and inclusiveness to ensure that affected and marginalized groups such as women and the poor were given equal opportunities to participate in the design of the project. To support stakeholder engagement in this Project, a grievance redress mechanism (GRM) is also required. The GRM ensures that issues or concerns of potentially affected persons will be heard easily by the authorities. 3. Other Environmental Standards 21. Other environmental standards relevant to this IEE are the environmental standards of the World Health Organization (WHO) and the World Bank IFC EHS: a. IFC/World Bank Group, 2007. Environmental Health and Safety Guidelines. General Guidelines. Wash. DC. b. IFC/World Bank Group, 2007. Environmental Health and Safety Guidelines. Industry Sector Guidelines, Infrastructure (Water and Sanitation), Wash. DC. c. AWWA Standard Methods for Measurement and Analysis Environmental Quality. 4. International Environmental Management Conventions 22. Viet Nam is signatory to the following relevant international conventions: a. 2009, Stockholm Convention on Protection of Human Health and the Environment from Persistent Organic Chemicals [including PCBs]. b. 1971, Convention on Wetlands of International Importance, especially as Waterfowl Habitat (Ramsar). c. 1982, Protocol to Amend the Convention on Wetlands of International Importance Especially as Waterfowl Habitat, Paris. d. 1972, Convention for the Protection of the World Cultural and Natural Heritage (World Heritage Convention).

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

e. 1973, Convention on International Trade in Endangered Species Wild Fauna and Flora. f. 1985 FAO International Code of Conduct on the Distribution and Use of Pesticides. g. 1985 Vienna Convention for the Protection of the Ozone Layer. h. 1987 Montreal Protocol on Substances that Deplete the Ozone Layer. i. 1992, Copenhagen Amendment to the Montreal Protocol on Substances that Deplete the Ozone Layer, Copenhagen. j. 1989, Basel Convention on the Control of Transboundary Movements of Hazardous Wastes and their Disposal. k. 1992, United Nations Framework Convention on Climate Change. l. 1992, Convention on Biological Diversity. m. 2016, Paris Agreement on Climate Change.

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

II. PROJECT DESCRIPTION

A. Project Location 23. Component 4 is part of the Central Mekong Delta Region Connectivity Project (CMDRCP). It is located in the southern section of the Ho Chi Minh Highway in the Mekong Delta Region. It will connect Can Tho City with An Giang Province via an interconnecting road and a bypass road in Long Xuyen City, which is part of An Giang Province. The project connects with National Highway No. 91 and includes the Long Xuyen Bypass ending at a connection with Provincial Road (PR) 943 in An Giang Province. Figure 1 shows the location of the project within the Mekong Delta Region (MDR), particularly Component 4.

Component 4

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Figure 1: Location Map of the Project, Component 4

24. The Districts and Communes that will be traversed by Component 4 are listed in Table 1. Table 1: Administrative Units of Project Corridor

Province District Wards/Communes

Thot Not Thoi Thuan Ward Can Tho Vinh Thanh Vinh Trinh Commune

My Thanh Ward My Thoi Ward My Quy Ward My Phuoc Ward An Giang Long Xuyen City My Hoa Ward My Khanh Commune Binh Duc Ward Binh Khanh Ward

B. Need for Project 25. Viet Nam is currently experiencing rapid economic growth, based primarily on export processing industries and tourism. Between 2010 and 2015 gross domestic product (GDP) grew by an average of 6% per year, while exports in the same period increased by an average of about 18%. The Delta is important to the country as it contributes over 50% of Viet Nam’s food production: 50% of therice, 65% of cultured fish and 70% of the fruit production. Industrialization has also gained momentum. The Mekong Delta region is the third largest industrial centre in the country after Ho Chi Minh City (HCMC) and Ha Noi and is based primarily on agro-industry and other light industries. However, poverty remains high and the Delta is oftenprone to natural disasters. Fast growing traffic volumes and lack of efficient transportinfrastructure of adequate capacity to meet expanding demands are key constraints to development. 26. Road traffic is growing rapidly in Viet Nam and a key constraint to future development is the availability of efficient transport infrastructure with adequate capacity to meet expanding demand.This growing demand for efficient transport network prompted the Government of Viet Nam to set targets in its Transport Development Plan by 2020 to transport 1,359-1,463 million tons or 73,321billion ton-kilometer of goods, 189,914 billion passenger-kilometer per year by roads alone. To achieve this, the plan aims to build, improve and upgrade about 1,851.6 km of roads in period of 2013-2020. 27. 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 River Delta along the SSH artery.

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28. Without the Project, access to An Giang and Can Tho provinces will be confined to the existing road network and ferries but their capacity is expected to be exceeded by 2020. The “No Project” alternative would constrain economic growth.

C. Project Components 1. The Project alignment 29. Component 4 supplements the overall project, which includes Cao Lanh Bridge and Vam Cong Bridge, amongst others (see Figure 1). Component 4 consist of (i) improvements to the one section of NH80; and (ii) a new bypass road around Long Xuyen, connecting to NH 91. The two components are described below. 30. Improvements to section of NH80: The improvement section will be along NH80 from the start point at Km 877+000 to Lo Te intersection (grade III flat road (TCVN 4054-2005), design speed V = 60km/h; design speed at intersections: V=40km/h). The length of this alignment is approximately 2 km. This section is in Vinh Trinh Commune, Vinh Thanh District; and Thoi Thuan Ward, Thot Not District, Can Tho City. 31. The connecting road (Long Xuyen bypass): This connecting section (grade III flat road (TCVN 4054-2005), design speed V = 80km/h) will be constructed from section Km 7+877 – Km23+561. The length will be 15.684 km which is in My Thanh, My Thoi, My Quy communes and My Phuoc, My Hoa wards, My Khanh commune, Binh Khanh ward, Binh Duc ward in Long Xuyen City, An Giang Province. There are 19 bridges along the project alignment crossing rivers and canals; and 49 culverts. The ending point of the project will be the intersection with NH91. The alignment runs parallel to Hau River, approximately 3 – 5 km away. The alignment of the road under Component 4 is given in Figure 4. 32. The specifications of the cross-section of Component 4 are given in Table 2, while Figure 2 and Figure 3 illustrate the proposed cross section. Table 2: Specifications of the Cross section of Component 4

Member Unit Dimension Total Pavement width m 2 x 3.5 7 Hard shoulder m 2 x 2 4 Road shoulder 2 x 0.75 1.5 m (bridge railing) (2 x 0.5) (1) 12.5 Total m (12)

Figure 2: Road cross-section, New Bypass Road

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Figure 3: Road cross-section, NH80

Figure 4: The Road Alignment of Component 4

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2. Intersections with Provincial Roads and National Highways 33. Component 4 will have three intersections with existing roads. These are listed in Table 3 and documented in Figures 5-7. Table 3: Project Component 4 Intersections with Provincial Roads and National Highways

No. Intersection Design/Stage of Development 1 Intersection with NH80 Interchange 2 Intersection with PR943 Intersection 3 Intersection with NH91 Intersection

Residential i

sá area h

q u è c l é 80 ¹ c r

Rice field Rice field

®i cÇn t h ¬ Residential Rice field Rice field area t uyÕn nèi ql 91 & t r ¸ nh l ong xuyªn

t Î

é

l

i

®

Figure 5: NH80 Intersection

Figure 6: PR943 Intersection

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Figure 7: Intersection NH91

3. Bridge Crossings 34. Component 4 will have 19 bridges, of which there will be 2 bridges over 200m in length, including the Kenh Xang Bridge (329.5m) and the Long Xuyen Bridge (448.86m). The bridge decks will be constructed using pre-stressed concrete girders with substructure of reinforced concrete wall type abutments.Foundations will either be on bored piles or driven piles. The bridge crossings of Component 4 are listed in Table 4: Table 4: Bridge Crossings of Component 4

Navigational Navigational Bridge Station Length Bridge Station Length No. Clearance No. Clearance Name (Km) (m) Name (Km) (m) B x H (m) B x H (m)

1 Kenh Xang 08+275 30 x 6 329.5 11 My Quy 14+893 15 x 2.5 42.6 2 Rach 08+784 10 x 1.5 38.1 12 My Phu 15+571 10 x 1.5 33.10 Muong Thom 3 09+459 42.6 13 Tam Bot 16+128 10 x 1.5 42.6 Be 10 x 1.5 4 Muong Thom 09+851 10 x 1.5 94.2 14 Kenh Ranh 16+727 10 x 1.5 42.6 5 Cai Dung 10+581 15 x 2.5 56.14 15 Long Xuyen 18+031 30 x 7 448.86 Rach Ong 6 Dong Thanh 11+135 23.04 16 19+041 10 x 1.5 37.6 10 x 1.5 Cau 7 Cai Sao 11+352 15 x 2.5 61.14 17 Rach Dung 19+542 10 x 1.5 32.54 Tra On 8 Cai Sao Nho 12+157 10 x 1.5 43.60 18 20+940 10 x 1.5 32.54 Rach Thong 9 12+972 38.10 19 22+700 10 x 1.5 37.6 Goi Be 10 x 1.5 Luu

10 Chin Xe 14+119 10 x 1.5 42.60

Source: Feasibility Study of Project Component 4 35. The typical cross-sections of the bridges are shown in Figure 8. The plan view of the two main bridges (Kenh Xang and Long Xuyen) are shown in Figure 9 and 10.

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Figure 8: Typical Bridge Cross-section

Figure 9: General View of Long Xuyen Bridge

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Figure 10: General View of Kenh Xang Bridge

4. Surface Water Drainage 36. For the road sections with low embankment fill, the surface water will drain freely due to the transverse slope of the road embankment through the talus on both sides. For sections where the embankment fill has a height of above 4m and a longitudinal gradient of above 2%, surface water will be collected in the concrete gutters arranged along the sodding sidewalks, and drained through the rip rap slopes. For sections with water drainage, a longitudinal gutter system will be provided along the road. It will be located 1m from the talus foot of the road embankment of the road. Collected water will then be conveyed to the existing canals. For cross road, surface water will freely drain towards both sides of the road owing to the transverse slope. 37. Transverse water drainage shall be provided and design shall be based on hydrology and hydraulics and in consultation with the Localities and Management Agencies and in accordance with the provisions of Project Investment Preparation Stage. The sewer system is presented in Table 5. Table 5: Culverts for Component 4

No. Station Type of culvert Aperture (m) Length (m)

1 Km8+592.38 Pile culvert 1.5 26.316 2 Km8+840.38 Box culvert 2(3x3) 21.276 3 Km9+104.53 Box culvert 2(3x3) 14.4 4 Km9+397.38 Pile culvert 1.5 28.764 5 Km9+642.38 Pile culvert 1.5 20.628 6 Km10+017.38 Pile culvert 1.5 21.708 7 Km10+217.38 Pile culvert 1.5 21.348 8 Km10+417.38 Pile culvert 1.5 22.644 9 Km10+717.38 Pile culvert 1.5 25.416 10 Km11+017.38 Pile culvert 1.5 18.9

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No. Station Type of culvert Aperture (m) Length (m)

11 Km11+667.38 Pile culvert 1.5 18.9 12 Km11+814.65 Box culvert 2.5x2.5 17.532 13 Km12+067.38 Pile culvert 1.5 24.876 14 Km12+517.38 Pile culvert 1.5 18.864 15 Km12+695.41 Box culvert 2(3x3) 14.4 16 Km13+034.19 Box culvert 2(3x3) 25.812 17 Km13+366.68 Pile culvert 1.5 19.188 18 Km13+632.38 Box culvert 2.5x2.5 14.4 19 Km13+830.38 Pile culvert 1.5 19.728 20 Km13+967.38 Pile culvert 1.5 23.4 21 Km14+427.38 Pile culvert 1.5 17.928 22 Km14+717.38 Pile culvert 1.5 19.836 23 Km15+267.38 Pile culvert 1.5 18.252 24 Km15+842.38 Pile culvert 1.5 23.652 25 Km15+917.38 Pile culvert 1.5 21.924 26 Km16+012.38 Pile culvert 1.5 20.664 27 Km16+308.20 Box culvert 2.5x2.5 19.404 28 Km16+425.09 Box culvert 2.5x2.5 18.36 29 Km16+590.87 Box culvert 2.5x2.5 19.152 30 Km17+118.92 Pile culvert 1.5 21.456 31 Km17+267.38 Pile culvert 1.5 22.536 32 Km17+542.38 Pile culvert 1.5 19.548 33 Km17+717.38 Box culvert 2(3x3) 14.4 34 Km17+867.38 Pile culvert 1.5 20.196 35 Km 18+450.00 Pile culvert 1.25 20.232 36 Km 18+750.00 Pile culvert 1.25 20.28 37 Km 19+300.00 Pile culvert 1.25 19.752 38 Km 19+800.00 Pile culvert 1.25 20.04 39 Km 20+139.00 Box culvert 2(2.5x2.5) 16.824 40 Km 20+450.00 Pile culvert 1.25 19.32 41 Km 20+700.00 Pile culvert 1.25 20.184 42 Km 21+300.00 Pile culvert 1.25 20.424 43 Km 21+500.00 Box culvert 2(2.5x2.5) 16.824 44 Km 21+750.00 Pile culvert 1.25 20.136 45 Km 22+050.00 Box culvert 2(2x2) 19.32 46 Km 22+300.00 Pile culvert 1.25 19.896 47 Km 22+500.00 Pile culvert 1.25 25.176 48 Km 23+050.00 Pile culvert 1.25 19.56 49 Km 23+300.00 Box culvert 2(2.5x2.5) 29.784

Source: Feasibility Study of Project Component 4

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Figure 11: Example of double box culvert

5. Construction Preparation Sites 38. Three construction sites will be set up for Component. These construction preparation sites are located at KM8+100 (4.9ha), KM12+100 (4.5ha) and KM18+600 (4.5ha). These sites will include materials storage areas; vehicle parking area; site office; concrete mixing plant; reinforcement processing workshop, casting yard and I-girder storage yard (Figure 12).

Figure 12: Construction Preparation Sites at KM8+100 (top) and KM12+100 (bottom)

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D. Proposed Construction Methods 1. Roads and Embankments 39. The road embankment will be filled with sand. The road alignment shall be cleared and organic materials removed prior to building up of the embankment. The road embankment shall be compacted to required specifications. For embankment on the soft soil, treatment shall include vertical drainage (sand well or PVD) combined with berm and pre-loading. For road embankment fill heights of less than 1.2m, and 30cm of the top soil layer will be excavated to achieve desired compaction. 40. Road embankment fill material shall be sourced from the borrow pits. Possible borrow pits have been surveyed and are found to be sufficient in terms of quality and quantity and quality.The embankment sand material shall be transported through the waterway and then pumped to fill the road base. 41. For segments with embankment height of less than 2m, organic soil layer with a thickness of about 0.5m to 1.0m shall be removed and overlayed with geotextile layer prior to filling with sand. The topmost layer of the embankment shall be a 30cm thick of good soil compacted to desired level of density. For segments with embankment height of greater than 2m, to ensure permissible settlement and to stabilize the road, wells with diameter of 40cm shall be installed up to depth of 18m. One layer of sand, of medium thickness shall be provided to allow water to percolate. Build up of the embankment will then follow the procedure mentioned earlier. 2. Soft Soil Treatment 42. Construction in the Mekong Delta will require soft soil treatment. There are various methods and the preferred procedure is the use of sand wells and PVDs. Construction of sand well requires the preparation of the construction site by clearing, laying out of geotextile and laying a sand bedding of about 50-70cm, depending on the soil condition. 43. Subsequently, PVDs and sand wells are driven into the soil up to the designed depth. Sand is poured into the pipes continuously to ensure continuity of sand wells and water is pumped to keep sand saturated. 44. The project will not adopt the vacuum consolidation method (VCM) adopted for some sections of Component 2, as this may result in land subsidence beyond the right-of-way, which could affect livelihood of farmers along the road. 3. Construction Methods 45. The major steps in the construction of abutments are shown in Figure 13 and Figure 14. 46. The steps for construction of piers on land include: (i) level the construction site, determine the centreline of the bridge abutments and piers; (ii) For the bored pile abutments, drill holes, use clay grout to keep the walls stable, lower steel cages, pour pile concrete; (iii) for the pile driven abutment, use hammer to drive piles with using a pilot pile, lower piles to the designed height; (iv) excavate foundation formation to the designed height; (v) install formworks, break pile heads, install reinforcement and pour concrete for foundation platform; (vi) backfill to the height of the foundation top; (vii) install formwork, reinforcement and pour concrete for the body wall, wing wall and abutment top wall; (viii) backfill the inside abutment, install approach slabs, construct four cones for tray foot; and (ix) complete the abutment construction. 47. The construction of piers in the water, piers near pedestrian roads and water edge include the following steps: (i) set centerline of the piers and piles; (ii) install the location fixing frame for drilling the bored piles on floating system, or drive piles at the bridge location using driving piles; (iii) lower steel cages, pour pile concrete following the method-moving vertically the pilot; (iv) drive the steel sheet piles to create blockage, excavate the foundation formation, lower the supporting frames during the excavation, and excavate to the high level of the bottom of the concrete layer for bottom closing; (v) pour concrete for closing the bottom, break

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass the pile heads and construct the concrete layer to create plane surface; (vi) install formwork, reinforcement for pier platform to the designed high level; (vii) install scaffolding, formwork, reinforcement for construction of the pier column and head stock; for the high piers the construction will be divided into phases; and (viii) finish piers. Remove the steel sheet piles and clean the river bed.

Figure 13: The major steps in the construction of piers on land

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Figure 14: Construction of the piers in the water, near pedestrian roads and water edge

48. Construction of bridge piers on land follows the procedure for construction of abutments. The construction method for the 9m, 12m, 15m and 20m slab girders span is shown in Figure 15, while construction of simple I-shaped girder and slab girder of 21m and 24m is shown in Figure 16. cÇn cÈu

Figure 15: Construction of 9m, 12m, 15m and 20m slab girders

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

CÇn cÈu Crane

An g ian g c an t h o

g i¸ po ã c t Ých g i¸ po ã c t Ých po o c t ic f r a me po o c t ic f r a me

br a kin g w in c h pul l w in c h

DÇm I,l =25m DÇm d Én I700; L=26m I g ir d er ,l =25m d ir ec t io n g ir d er I700; L=26m

CÇn cÈu Crane

Gi¸ po ã c t Ých Gi¸ po ã c t Ých po o c t ic f r a me po o c t ic f r a me

br a kin g w in c h pul l w in c h

DÇm B¶ N sl a b g ir d er

H1% = 2.73 H5% = 2.57

Figure 16: Construction of simple I-shaped girder and slab girder of 21m and 24m

4. Sources of Construction Materials 49. Construction materials will be purchased from available material sources and transported to the Project by Contractors. These sources of construction materials will be identified in Contractors’ bidding document. 5. Project Implementation Schedule 50. The tentative schedule of project implementation for Component 4 is as follows3: a. Site clearing Last quarter, 2017 b. Start of full construction First quarter, 2018 c. Completion date End 2020 d. Start of road in operation January 2021

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III. DESCRIPTION OF THE ENVIRONMENT

51. Baseline information on the existing physical, biological as well as socio-economic and cultural environment of the proposed project Component 4 are described below. A. Physical Resources 52. This section describes the physical condition of the area within the area of influence of the road alignment along its entire length and surrounding area. The data has been collected from both secondary and primary sources. 1. Topography 53. The proposed project lies in large delta region where elevation is generally less than1- 2mabove sea level. The general area is intersected 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 Can Tho City and An Giang Province. The main land use along the corridor is agricultural with aquaculture and strips of built up areas located parallel to the main roads and canals. 2. Geology and soils 54. The proposed project lies in the largest delta region of Viet Nam. The Mekong Delta evolved over a long geologic period, from the Tertiary (66.4 to 1.6 mybp) to the Holocene (recent). The sedimentary sequence underlying the Delta between the rock basement and the Holocene layer has not been thoroughly studied unlike the upper horizons made up of the Holocene sediments. 55. The Holocene layer is made up of a succession of sediments whose deposition is controlled by factors such as Late Pleistocene topography, sea level and sediment supply. During the glacial period, when sea levels fell to as much as 200m below present level, channel erosion predominated in the Delta creatingdeep channels. But with the melting of the glaciers and the rising of the sea level, the incised channels within the Delta were filled with sediments. Borehole data from various parts of the Delta indicated filling of as much as 45m thick of sediments consisting of tidal river sandy silt, muddy tidal flat, estuarine sand and open bay mud facies. Subsequently, during the high stand of sea level (about 6 to 4.5 thousand years ago), deposition was dominated by intertidal and mangrove mud facies. This depositional episode was followed by deposition of deltaic sediments consisting of about 15 to 25m thick of prodelta mud facies, delta front sandy silt facies, sub to intertidal flat sandy sild facies and subaerial delta plain. This deposition prevailed around the present distributary channels of the modern Mekong Delta (http://www.megadelta.ecnu.edu.cn/main/upload/Text%20Lap%20(1).pdf). This layering of Holocene sediments makes up the soft soil present in the project corridor and much of the Delta in general: a. Upper – Middle Holocene is made up of marine and river sediments and its depth varies from 1 - 4m and may reach as much as 10m. It is formed by clay. In certain areas the clay contains well formed quartz crystals. b. Upper Holocene: Its depth varies from 1 - 3m with small area in the study area. Distributed along Hau River, Tien River, along the coast in northern Rach Gia, as well as some swamp between Tien and Hau River’s island. Sediments are of fluvial, marine and swamp origin. These sediments are fine grained (clay and little sand). 56. Typical geological boreholes in the Kenh Xang and Long Xuyen bridges are shown in Figure 17and Figure 18.

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Note: 2.31 1.22 1 -0.19 1 0 -1.48 1.12 1 -1.38 1 2a 1 1. Earth fill 2 2a 2 2A. Clay with viscous dust, gray blue, -12.19 2 2a 9 -14.28 15 dark gray, firm status

10 16 -13.88 12 13 11 4. Sandy clay, yellowish gray and 5 14 12 brownish gray, hard status 6a 7 17 14 5 16 7 4 12 6 KT1. Sandy clay, blue gray, loose status 6 12 9 6a 7 22 5 KT4. Lean clay mixed with sand, yellow, 7 6a 6 -32.69 20 yellowish brown, firm status 8 17 7 11 9 6 8 11 7 Lean clay, yellowish and brownish 7A 9 7 5 -36.38 6A. 10 7 6 gray, firm status 7a 10 9 8 -41.88 11 8 32 Sandy clay mixed with dust, dense 12 8A. 8a -48.29 -48.58 30 33 and very dens status -50.49 43 7a 33 32 8a >50 29 35 9. >50-53.78 >50 33 Sand with poor graded aggregate 9 >50 9 >50 36 -53.88 >50-58.78 >50 >50 mixing dust, very dense status >50 >50 -62.69 >50 >50 >50 9 >50

>50 -65.88

Figure 17: Results of Boreholes at the Proposed Kenh Xang Bridge Area

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Note: 1. Earth fill 2. Clay, graynish brown, soft status 3. Clay, graynish brown, firm status 4. Clay, cool gray, stiff status 5. Clay, yellowish grey, very stiff status 6. Clay, brownish grey and blue grey, very stiff status 7. Clay, brownish grey, very stiff status 8. Clay mixed with sandy clay, stiff status 9. Clay, brownish grey, very stiff status 10. Fine sand to medium sand mix with graval, very dense status

Figure 18: Results of Geological Boreholes at Long Xuyen Bridge Area

57. The updated domestic EIA in 2017 analyzed soil samples for heavy metals such as copper (Cu), lead (Pb), zinc (Zn), cadmium (Cd) and arsenic (As). Comparison of these concentrations of heavy metals with QCVN 03-MT:2015/BTNMT shows that arsenic in soil samples from Thoi Hoa Ward/residential(33.3 mg/kg)and near Tam Bot canal/agricultural (18.76 mg/kg)populated area are above the limits set for agricultural soil (which is 15 mg/kg). It cannot be determined if these high values are due to background values or anthropogenic sources (measured results are presented in Annex3). 58. The sediments from Long Xuyen River and selected canals along the corridor were collected and analyzed for metals such as iron (Fe), arsenic (As), cadmium (Cd), chromium (Cr), lead (Pb), mercury (Hg) and other metals. Comparison of the sediment quality data of Component 4 with the QCVN 43:2012/BTNMTshowed that most values are within the allowable limit, except forCu(exceeded in 6 out of 10 sampling stations) and As(exceeded in 4 out of 10 sampling station). All data are presented in Annex3.

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3. Climate 59. The lower part of the Mekong Basin is in the center of the Asian tropical monsoon region where wind reversal occurs during the summer and winter. The project area is within tropical monsoon climate. Rainfall is relatively high and distributed all through out the year. The general climatic condition is considered as two seasons, the rainy season starts from May and ends in October and the rest is dry season. a. Rainfall 60. The climate is greatly influenced by the monsoons. The south-west, wet season monsoon sets in around mid-March to mid-May, and ends around mid-September to mid-October. The north-west dry season monsoon runs from mid-October to March. The rainy season within the project area usually starts in May and ends in November. Total rainfall during rainy season accounts for 90% of the annual rainfall. The average annual rainfall in the project area ranges from 1,416.7 - 1,647.5 mm with the average number during rainy days from 125.8 - 144.1 days. The maximum rainfall is about 2,501mm (September). The lowest rainfall is about 0.8mm (February). b. Ambient Temperature 61. The ambient temperature throughout the different seasons shows limited variation. The temperature difference between the months during the dry season is only about 1.5°C to 3°C, and only about 1°C during the rainy season. The warmest temperatures are usually experienced during the month of April when temperatures can vary from 36°C to 40°C. The lowest temperature usually prevails during the month of January. c. Humidity, Sunshine 62. Annual average humidity is about 80 - 83%. The period of high humidity coincides with rainy season, from May to November, the average humidity is 86%. September is the month with the highest humidity, with average of 87-88%. The low humidity period coincides with dry season, with an average humidity of 77-82%. The month of February has the lowest humidity, with the average of 72 - 75%. 63. According to statistics of the DONREs of An Giang and Can Tho, the project area hasan average total sunshine duration of about 2,400 hours per year. Duringdry season, there is up to 10 hours of sunshine per day and 7 hours of sunshine per dayduring rainy season. 4. Air quality, Noise 64. In general, the air quality observed to be within national standards of ambient air quality (QCVN 26:2010/BTNMT), noise (QCVN 27:2010/BTNMT) and vibration (QCVN 05:2013/BTNMT) of Viet Nam. 65. Air quality monitoring was conducted in April 2017 in sensitive areas with vulnerable populations in four stations identified in Figure 19. These stations are in KK1, KK4, KK5, and KK8. KK1 sampling station is at the intersection of the Project alignment and NH80; KK4 is within the Project alignment near residential areas; KK5 is about 100 meters from Mac Dinh Chi Secondary school, Phan Hong Thai Primary School and My Hoa Commune Headquarters; KK8 is at the end point of the project alignment, 300 m away from Can Xay Church and within residential area.Air quality samples from the above sampling stations showed that TSP, CO, NO2 and SO2 are all within QCVN26:2010/BTNMT. Noise level, however, generally exceed the permissible limit of 70 dBA in KK1 (70.2 dBA), KK5 (72.7 dBA), and KK8 (75.2 dBA) and the guideline value of the World Health Organization (WHO) for residential areas (55 dBA) and commercial areas (70 dBA). Thelaboratory results of ambient air quality measurements (including noise) are given in Annex3. 66. In addition, according to baseline data provided by DONRE of An Giang Province, the ambient air quality monitored at stations of Long Xuyen City, Chau Doc and Chau Thanh districts show that the monitoring parameters such as CO, SO2, NO2 and O3 were within the permissible limits. Dust concentration monitored at the station of Vinh My Ward, Chau Doc City,

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass and noise levels measured at the stations of My Hoa Ward, Long Xuyen and Chau Doc Cities exceeded the allowable limits. Monitoring data on ambient air quality of An Giang Province is also presented in Annex 3.

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5. Surface Water Resources a. Mekong River 67. 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). 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. 68. The hydrologic regime of the Mekong River can be characterized into two distinct seasons, the flood and the dry season. The flood season generally prevails five to six months, from July to November. The peak of the flood season occurs from September or October, with peak flood levels occurring during the months of September, October and November. The flow volume during the flood season accounts for 70 to 85% of total annual flow volume. Due to influence of the coastal water, floods in Mekong River Delta usually occur in the middle and upper stream. 69. The dry season on the other hand prevails for seven months with lowest flow occurring during the months of February, March and April. Dry season flow makes up about 15 to 30% of the annual total flow. 70. The Hau River at the Vam Cong Bridge site is 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. b. Tidal influences 71. Streams and canals in the project area 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 freshwater pushes the salt water interface seawards (allowing for planting for about six months). c. Flood Characteristics and Salinization 72. The project area falls in the inundation zone of the Mekong River that is divided into four areas, which includes: - Long Xuyen Quadrangle; - Western areas of the Hau River; - Plain of Reeds (Dong Thap Muoi); and - Areas between the Hau and Tien rivers. 73. It is estimated that during occurrence of high flood, 40,000 to 45,000m3/sec of flood water crosses the border from Cambodia into the Delta, where 80% of this flow is coursed through the main river and 20% occurs as overland flow. Of the overland flow, 2,000 - 4,000m3/sec flows into the Long Xuyen Quadrangle and 6,000 - 9,000m3/sec flows into the Plain of Reeds. 74. Since flood levels are higher in the Mekong River, floodwater flows from Mekong to Hau River through canals and rivers (for example, Vam Nao). Part of the flood water in the Long Xuyen Quadrangle flows into the Gulf of Thailand through the canals that drain through Rach Gia. 75. 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 proposed project area is in the area with an average flooding depth of 1m to 2m, which is shown as Figure 20. 76. Tide comes to the Mekong Delta from numerous directions, through various estuaries from South China Sea and the Gulf of Thailand, causing about 2 million hectares of salinity land in the Mekong Delta. In the rainy season, flood flows play a very important role in removing salt from agricultural land.

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Figure 19: Flood Map and Salinization Area in CMDRCP

6. Surface water quality 77. Presented in this section are water quality data from the domestic EIA (2017) required by the Government of Viet Nam under study ofComponent 4 for the CMDRCP conducted by VNC in March 2017. These data, presented in Annex 3, were verified against the laboratory results provided during the study. Total Suspended Solids (TSS)in surface water in all stations exceeded QCVN08-MT:2015/BTNMT for Class B-1. Dissolved oxygen in surface waters exceeded the standard in 75% (6/8 stations) of the samples collected. Oil and grease exceeded the standard in 50% (4/8) of the samples collected. All other indicators of quality of the surface waters sampled along the corridor of Component 4 complied with standards QCVN 08- MT:2015/BTNMT for Class B-1. However, there are indications of pollution. In particular, the parameters of oil and grease,TSSand DO concentration did not meet permissible limits(the detailed surface water quality data is presented in Annex3). The above parameters exceeded the standard as the adjacent canals and rivers in the Project area are used for navigation, resulting tohigh level of suspended solids, leakage of oil from boats, barges etc. on river. High TSS background values are due to the annual flooding cycle wherein a substantial load of silt is carried into the Delta region. 7. Ground water resources, quality 78. Groundwater resources in the study area consist of a series of aquifers within the thick sedimentary layers that make up the Mekong Delta. The aquifers range in age from Upper Miocene to Holocene in age. The geologic cross-section (after Ghassemi and Brennan, 2000 cited in White 2002) shows the occurrence of four aquifers beneath the Mekong Delta. According to this study, the confined aquifers are the most important groundwater resources. The Upper- Middle Pleistocene, coarse to fine sand aquifer covers large areas in the north and south of the

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Delta with total dissolved solids less than 1000mg/L. Below this aquifer, the Lower Pleistocene, gravel to sand aquifer is said to have better quality and supplies water to over 60% of the Delta. However, excessive pumping of this aquifer in the Ca Mau Peninsula has resulted to the lowering of the piezometric surface (Ghassemi and Brennan, 2000). 79. The groundwater quality survey for Component 4 was done in six areas along the corridor of Component 4. The environmental survey showed that the physical and chemical characteristics of the groundwater in the assessed areas complied with groundwater quality standard QCVN 09-MT:2015/BTNMT, except for Coliform wherefive samplesinthe residential areas of Cai Sao, Tay Khanh and Rach Dau; PR943 and NH91 interchangesexceeded the limit of 3 MPN/100ml. The results of laboratory analysis for ground water quality is shown in Annex3. B. Ecological Resources 1. Terrestrial Ecology, Protected sites in An Hiang Province 80. The Component 4 corridor will traverse mostly agricultural lands of the Mekong Delta - the top rice producing region of Viet Nam. 81. According to the Asian Regional Center for Biodiversity Conservation, the Mekong Delta is particularly important due to its large populations of cormorants, herons, egrets, storks and ibises, which nest in large colonies in the mangrove and Melaleuca forests. The Mekong River Basin’s wetlands play a critical role as staging posts in the flyways for migratory birds. 82. One important biodiversity conservation site (but outside Component 4) is the Plain of Reeds, Dong Thap Muoi, where the Tram Chim National Park is located. This park contains one of the last remnants of the Plain of Reeds wetland ecosystem, which previously covered some 700,000ha of Dong Thap, Long An and Tien Giang Provinces.Moreover, according to the Master Planning for Biodiversity Reserve of An Giang province toward 2020 and oriented to 2030, there are numbers of important protected areas located in An Giang province, including: • 02 reserve areas of wildlife species and landscape named Co To - Tuc Dup - Ta Pa Mountain (located in Tri Ton district, 20-km away from Project Component 4); Bung Binh Thien (located in An Phu district, 50-km away from Project Component 4); • 05 protected landscapes: Sam Mountain located in Chau Doc city, Cam Mountain located in Tinh Bien district, Thoai Son Mountain located in Thoai Son district (20-40km aware from Project Component 4); Tra Su mangrove forest located in Tinh Bien district and Tri Ton mangrove forest located in Tri Ton district (50-km away from Project Component 4); • 01 protected area associated with proper and sustainable exploitation of natural resources: Phu Cuong-Dai-Dai 5 Gieng- Ong Ket Mountain (located in Tinh Bien and Tri Ton); • Internal water biodiversity corridors named My Hoa Hung, My Hoa Hung-Vam Nao and Chau Doc-Vam Nao. 83. A small privately maintained bird sanctuary (Bang Lang Stork Garden, referred to by Buckton and Safford, 2004 as the Thoi An Bird Sanctuary) exists in Thoi Thuan commune, Thot Not District. This is reported to cover a 2.5ha land that has been devoted by the land holder as a bird sanctuary. The site is about 5 km from the start point of Component 4. Migrating birds and resident populations of egrets and other species have been reported in this sanctuary. The most common bird species observed are egrets and cormorants. 84. The project Component 4 does not traverse above-mentioned protected areas. There is no adverse impact on these sites resulting from the proposed project. 2. Important Bird and Biodiversity Areas, National Parks, RAMSAR sites 85. The following sites have been identified within 70km of the project site as important sites for biodiversity conservation (UNESCO Biosphere Reserves, IUCN management category II Protected Sites and/or Important Bird and Biodiversity Area and Key Biodiversity Areas, Ramsar sites). (IBAT, 2017):

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass 1.

2 3

1

4

Figure 20: Biodiversity Areas, National Parks, RAMSAR sites

Source: www.ibat-alliance.org

(1) Tram Chim National Park (7,588 ha), Viet Nam: IUCN management category II Protected Sites, Important Bird and Biodiversity Area and Key Biodiversity Area. The reserve became a national natural reserve in 1994 by the decision Circular 4991/KGVX. (2) Boeung Prek Lapouv (9,276 ha), Cambodia: Important Bird and Biodiversity Area and Key Biodiversity Area. Boeung Prek Lapouv (BPL) is one of the largest remaining remnants of seasonally-inundated wet grassland in the Lower Mekong and is important for birds, plants and other wildlife. It is also one of forty globally Important Bird Areas (IBAs) identified in Cambodia as key sites for conservation. Moreover, it is one of three Sarus Crane Conservation Areas established by the Royal Government of Cambodia to manage as Sarus Crane (Grus antigone) feeding areas during their nonbreeding season. BPL is also essential to the lives and livelihoods of many thousands of people because of the wetland resources it provides for them such as fish, edible plants, firewood and land for farming. (3) Lang Sen Wetlands Reserve (5,030 ha), Viet Nam: Important Bird and Biodiversity Area and Key Biodiversity Area, RAMSAR site. Lang Sen Wetlands Reserve has been recognized in 2015 as Viet Nam’s 7th site of the Ramsar Convention on Wetlands of International Importance. The swamps, mangrove forests, rice fields, seasonally waterlogged grasslands provide habitat for 156 species of flora and 149 species of fauna, mainly birds and fishes, including some endangered bird species (see Table 6). (4) Kien Giang UNESCO-MAB Biosphere Reserve (11,881 km2), Viet Nam: The Reserve is situated in the southern western tip of Viet Nam, with a population of 1,623,834 (including 3 major ethnic groups: Kinh account for 84.38% of the population; Kh’me 12.32%; and Hoa 2.38%). The waters around the islands are considered some of the best fishing grounds in the southwestern region of Viet Nam of which the most important resources are squid and cuttlefish. The biosphere reserve has three core zones overlapping with three National Parks, one nature reserve and one Ramsar site. These contain parts of the Mekong River basin, Phu Quoc Island and several protected marine areas, some of which host coral reefs. The reserve contains various tropical forest ecosystems including primary and secondary forests with dominant Dipterocarpaceae families, Limestone and Karst forests with dominant species of Trestonia mergvensis and Dacrydium pierrei, seasonally flooded forest (Melaleuca cajuputi), mangrove ecosystems (Rhizophora, Aegiceras, Bruguiera and Avicennia genuses, especially Lumnitzera rosea), coastal mudflats and lakes, coral reef and seagrass ecosystems. 86. All these sites are more than 50km away from the project area and thus outside the project’s area of influence. As a result, no negative impact of the project on these site, both during construction and operation, are anticipated.

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Table 6:Bird and Plant Species present in Important Bird and Biodiversity Area and Key Biodiversity Area Taxonomic group Species Common name IUCN Red List Category Tram Chim National Park (Viet Nam) Birds Anas crecca Common Teal LC

Birds Antigone antigone Sarus Crane VU

Birds Crypsirina temia Racquet-tailed Treepie LC

Birds Houbaropsis Bengal Florican CR bengalensis

Birds Lalage polioptera Indochinese Cuckoo-shrike LC

Birds Leptoptilos javanicus Lesser Adjutant VU

Birds Passer flaveolus Plain-backed Sparrow LC

Birds Pycnonotus blanfordi Streak-eared Bulbul LC

Birds Spatula querquedula Garganey LC Boeung Prek Lapouv National Park (Cambodia) Birds Antigone antigone Sarus Crane VU

Birds Gracupica nigricollis Black-collared Starling LC

Birds Houbaropsis Bengal Florican CR bengalensis

Birds Pelecanus Spot-billed Pelican NT philippensis Lang Sen Birds Antigone antigone Sarus Crane VU

Plants Hopea odorata Ta Khian Thong VU

3. Vegetation 87. The common natural vegetation present along the project corridor are several species of grasses and weeds, some of which have been classified as invasive alien species (IAS). 88. The dominant natural vegetation found along the project corridor according to a survey conducted by VESDEC in 2009are Eleocharis dulcis, Panicumrepens, C. dactylon, Ischaemum rugosum, Iscahemum indicum, Ageratum conyzoides L.. 89. Domestic plants cultivated by local residents are also found in the project corridor. These are mostly used as ornamental plants or fruit-bearing trees for family consumption. 4. Aquatic Resources 90. According to the Asian Regional Center Biodiversity Conservation, the fishes in the freshwater zone of the Mekong Delta are dominated by species of Cyprinidae, Siluridae Clariidae, Schilbeidae, Bagridae, Sisoridae, Akysidae, Chanidae and Ophicephalidae. It reported that over 200 species of fishes contribute to the commercial fishery, along with shellfish, mussels and clams (Mollusca), and prawns and shrimps, notably Macrobrachium rosenbergii and Penaeus monodon. 91. Among the well known white fish species of the Mekong are the river catfish,

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Pangasianodon hypophthalmus and two giant fishes: the giant Mekong catfish, Pangasianodon gigas, a Mekong endemic with individuals exceeding 300kg, and the beautiful giant carp, Catlocarpio siamensis, which can exceed 100kg.The giant Mekong catfish is the only endangered fish species listed in Appendix 1 of the International Convention of Migratory Species (CMS). 5. Fisheries 92. The species commercially produced in the Delta, include the Pangasiid catfishes and black tiger shrimp (Penaeus monodon). Catfish farming has long been practiced in the Delta as early as 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. 93. Within the Central Mekong Delta region, the main areas of freshwater aquaculture are in An Giang, Dong Thap, Vinh Long and Can Tho Provinces. It is reported that the aquaculture industry in An Giang Province, provided employment to 11,058 households and about 5,000 households in Dong Thap and other provinces in the Mekong Delta. C. Socio-Economic and Cultural Environment 1. Population and Community 94. Community areas within the project corridor are locatedalong the rivers, canals and existing roads. The residential areas include: Duong Xuong Canal (Km8 + 070), Xang Canal (Km8 + 300), Muong Thom Canal (Km9 + 900), Cai Sao Canal (Km11 + 350),Tam Bot Canal (Km16+200), Dao Canal (Km16 +500), Tay Khanh B (Km17 + 800), Tra On Canal (Km21 + 950) and Binh Duc 4 (Km23 + 600). 95. As of 2016, thepopulation in the project area was232,467 persons. The average population density was17.68 persons/ha. In terms of population growth rate, the population growth rate of the host Provinces is quite low as can be seen from the Table 7. Table 7: Average Population, Land Area, Population Density and Growth Rate of the Provinces Traversed by the Component 4

Land Area Population Density Population No. Commune (ha) (person) (person/ha) Growth Rate (%)

I Can Tho 1 Thoi Thuan Ward 1,044.47 17,348 16.61 1.08 2 Vinh Trinh Commune 2,816 21,913 7.78 1.02 II An Giang 3 My Thanh Ward 1,547 28,172 18.21 0.98 4 My Thoi Ward 2,131 25,994 12.20 1.09 5 My Hoa Ward 1,629 33,127 20.34 1.08 6 My Quy Ward 421.4 13,559 32.18 1.08 7 My Phuoc Ward 430.42 30,432 70.70 1.00 8 My Khanh Commune 951 11,354 11.94 0.98 9 Binh Duc Ward 1161,45 21,146 18.21 1.13 10 Binh Khanh Ward 668,4 29,422 44.02 1.19 Total 12,800.14 232,467

Source: Socio-economic Condition Survey (March 2017)

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2. Indigenous People 96. In the Mekong Delta, ethnic Cham are found mainly in An Giang Province. There are small numbers of ethnic Khmer found in the Project area in Thot Not District and Long Xuyen where they account for less than 1% of the population. Within the context of the Project area, they are found in higher numbers in the wards of Thot Not District of Can Tho. Particularly in Thoi Thuan Ward, there are 14 Khmer households where they are over-represented amongst the wards poor households. 3. Land use 97. Agriculture is the most prominent land use within the Project corridor. Land use data of the two Provinces along the Project corridor showed that agricultural land encompasses 66% of the Provinces’ total land area. Land with surface water, special use and homestead takes up the remaining land space. Land use structure of communes in the project area as indicated in Table 8. Table 8: Land Use by Communes in project area as of 2016 (in hectares)

Total Land Agri. Resi. Special- Unused with No. Commune/Ward Land Others land land use land land surface area water 1 Thoi Thuan Ward 1,044.47 466.99 131.57 198.66 37.41 51.33 2 Vinh Trinh Commune 2,816 2,283.00 259.76 190.73 132.58 137.36 3 My Thanh Ward 1,547 988.98 110.68 193.75 190.08 4 My Thoi Ward 2,131 1,415.00 234.00 168.00 62.00 214.00 5 My Hoa Ward 1,629.07 1,112.1 211.55 191.07 23.55 7.40 6 My Quy Ward 421.40 214.79 103.26 54.14 46.21 7 My Phuoc Ward 430.42 72 121.02 8 My Khanh Commune 951.00 580.00 235.05 171.43 9 Binh Duc Ward 1161.45 814.42 82.52 139.06 11.60 25.09 10 Binh Khanh Ward 668.4 366.21 121.61 123.93 9.57 47.08 Total 12,800.14 8,313.49 1,611.02 1430.77 73.6 228.2 693.46 Percentage (%) 100% 66 13 12 1 2 6

Source: Socio-economic Condition Survey (March 2017) 4. Living standard 98. The income of local people is mainly from agriculture, business service, working in factories and industrial zone. The average income is 1.5 million VND/month, in which the highest income is in Vinh Trinh commune (1.7 million/person/month) and the lowest income is in My Phuoc commune (950 thousand/month – lower than Mekong Delta region average income). 99. The rate of poverty in this project area is 2.47%: the highest rate is in Vinh Trinh commune(5.08%) and lowest rate is in My Thoi commune (0.59%).However, this rate is still lower than the poverty rate in whole Mekong Delta region. The details are presented in Table 9. Table 9: Average Income of Households within the Project Corridor

Number of Monthly average income No. Commune/Ward Percentage % household (VND/person) 1 Thoi Thuan Ward 3,663 3.48 1,100,000 2 Vinh Trinh Commune 4,391 5.08 1,700,000 3 My Thanh Ward 7,149 1.02 1,300,000

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Number of Monthly average income No. Commune/Ward Percentage % household (VND/person) 4 My Thoi Ward 6,712 1.68 1,500,000 5 My Hoa Ward 7,495 1.58 950,000 6 My Quy Ward 8,523 2.54 1,250,000 7 My Phuoc Ward 3,517 1.64 1,550,000 8 My Khanh Commune 2,815 2.42 1,450,000 9 Binh Duc Ward 5,122 0.59 1,400,000 10 Binh Khanh Ward 7,506 1.19 1,650,000 Source: Socio-economic Condition Survey (March 2017) 5. Education 100. Among the Provinces that will be traversed by the Project, Can Tho Province hosts some of the better known institutions of higher learning in the Mekong Delta region of Viet Nam. Among these institutions are the Can Tho University, Can Tho University of Medicine and Pharmacy, Tay Do University, Can Tho College, Can Tho College of Foreign Relations and Economics, Medical College, The Economic and Technical College and Vocational College, with its well-known College of Agriculture and Mekong Delta Rice Research Institute. 101. In terms of students to teacher ratio, at different levels ranges from 18:1 to 31:1. Foreducational attainment, generally more than half of the women and men interviewed have attended secondary education but only very few, both male and female, have tertiary education. 6. Public Health 102. In the project area, there were a total of 10 medical aid stations in communes/wards, except for Thuan An and My Quy Wards, reaching 0.126 stations over 1,000 persons, lower than the rate nationwide (0.127). There was only one hospital in Thot Not Ward in the project corridor, the rate of 0.017 hospitals over 1,000 people, higher than the rate over around the nation (0.011). 103. The facilities available to the population are polyclinics, sanitariums and rehabilitation hospitals. Health practitioners such as doctors, physicians, nurses and midwives serve in the Provinces. 7. HIV/AIDS in the Project Area 104. In the Mekong Delta, An Giang and Can Tho Provinces have experienced high rates of HIV/AIDS, including high rates of sexually transmitted diseases, especially in An Giang. There is also concern on the level of HIV transmission among mobile populations. 105. In An Giang province, the highest infected age group is 20-39 years old. The generally estimated HIV prevalence among communities is around 0.29%. The highest prevalence is among IDUs (4.68 - 10.5%), followed by service women (5.06 - 9.48%), and sexually transmitted infection (STI) group (3.92 - 12.88%). The prevalence among fishermen is 0.1 - 0.2%. The highest prevalence group is injecting drug user (IDU), followed by the female sex worker group. 106. In Can Tho, more than half of HIV positive cases were found in urban areas. HIV was found in all wards and communes in Can Tho, but most cases were located in Ninh Kieu, Binh Thuy, Cai Rang and Thot Not Districts. Those areas have been considered as high risk areas on HIV infection. The general accumulated infection rate over 100,000 people in Can Tho is 334, while the rate at Ninh Kieu is the highest with 818. The new cases developing AIDS and numbers of deaths from AIDS have been decreasing since 2005 due to improved medical intervention and treatment. 107. The current mitigation programs implemented in the two provinces includes: (a) Information, Education and Communication (IEC) for behaviour changes: (b) direct information

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass provided to the clients and involved people, and indirectly via media, brochures and posters; and (c) care and treatment at local community andanti-retro viral (ARV) treatment for occupation accidents, etc. 8. Natural and Cultural Heritage 108. The Mekong Delta is historically significant having been occupied since pre-historical times. Archaeological discoveries in certain parts of the Delta proved the existence for centuries since the 1st Century AD of an advanced civilization referred to as the Funan Empire. There are reasons to believe that the Funan sites in the Delta were 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 have been studied and are considered to be very important archaeological sites in the Mekong Delta. 109. Oc Eo. This is one of the important archaeological sites in the Mekong Delta, located in Thoại Sơn District in southern An Giang Province. Archaeological evidences suggest that Oc Eo may have been a busy port of the kingdom of Funan between the 1st and 7th centuries A.D. Records in mainland China contained in documentations by agents of the Wu emperor about AD 250 described Oc Eo as a sophisticated country (Funan) ruled by a King in a walled Palace, complete with a taxation system. It is reported that Oc Eo displays the typical settlement pattern that prevailed during the period ca. 500 BC - 500 AD i.e. extensive canal systems and brick foundations. It may have been among the earliest states established in mainland Southeast Asia. Archaeological studies of Southeast Asia unearthed numerous similar sites in the region. These are settlement patterns characterized by the appearance of moated, fortified settlements associated with water control features; the development of a settlement pattern with a primate center and its surrounding satellite settlements; and the recovery of a similar range of non-local goods, such as ceramics, metals, and glass (http://www.anthropology.hawaii.edu/Projects/LOMAP/index.html). Scholars use the term “Óc Eo Culture” to refer to the ancient material culture of the Mekong Delta region that is typified by the artefacts recovered at Óc Eo through archaeological investigation. 110. Go Thap. Go Thap is an important archaeological site in Dong Thap Province. This is located in the communes of My Hoa and Tan Kieu, Thap Muoi District, Dong Thap Province. The Go Thap archaeological area is well known for 5 main relics: Thap Muoi Hill, Co Tu Tower, Binh Kieu Grave, Minh Su Temple, and Ba Chua Xu Temple. The excavations in Go Thap and the artefacts found, indicated that this area was occupied by civilizations belonging to the Oc Eo period, sometime during the 8th Century. Some evidences such as the Chinese Sung ceramics found in the site suggest that this was probably occupied until the 11th and 12th Century. Some surface finds in Go Thap from excavations in the Minh Su mound of some pottery features may indicate a far older occupation of the area, from about 2,840 years to 40 years BC (Le Thi Tien, 2006). The Ministry of Culture and Information has nationally recognized Go Thap as a cultural vestige. 111. Xeo Quyt Relic. This site belongs to two communes of My Hiep and My Long, Cao Lanh District, Dong Thap Province. A revolutionary base during the anti-French and US resistance wars, the 20ha forest of present-day Xeo Quyt has been reclaimed and become an attractive historical and ecological tourist site in the southern Delta. 112. Tomb of Junior Doctor Nguyen Sinh Sac. Located approximately 2km from Cao Lanh City, Dong Thap Province. The tomb was built in memory Junior Doctoral Laureate of Court Exams Nguyen Sinh Sac, father of President Ho Chi Minh. 113. All sites listed above are more than 15-km away from the corridor of Component 4, and thus unlikely to be affected by the project. 114. Given the culture and the long history of civilization in the Mekong Delta and the significant archaeological discoveries, the chance of discovering other archaeological sites is relatively high. As such, procedures for dealing with accidental finds during project construction should be prepared.

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9. Environmental constraints within the corridor of Component 4 115. An environmental constraints map (ECM) was prepared for the project’s area of influence (Figure 22 and Figure 23). The ECM identifies environmental and socially sensitive areas including heritage, sensitive receivers, and waterways. The ECM provides a simple but effective tool to identify key risk areas and to promote ongoing communication to construction personnel through the project.

Figure 21: Environment Constraint Map, KM7+877 to KM13+500

Figure 22: Environment Constraint Map, KM13+500 to KM23+500

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IV. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

116. The screening of impacts has been based on Rapid Environmental Assessment (REA) under ADB’s guideline (see Annex 2) and carried out by considering the proposed activities in terms of construction and operation stage. The screening was followed by a site-specific assessment of impacts. The impact of the activities will be on physical, bio-chemical, socio- economic and cultural resources within the zone of influence. The impacts generated are both beneficial as well as adverse. The environmental impacts have been identified for a number of issues based on the analysis of the environmental baseline information and activities that are to be undertaken (during construction and operation phase). Most of the identified impacts have been quantified to the extent possible. 117. The impacts have been predicted in terms of magnitude of significance (minor, moderate and high), extent (site specific, local and regional) and duration (short, medium and long term). Impacts from the proposed road project can be both beneficial as well as adverse. An effective implementation of benefit maximization measures and adverse impacts mitigation measures would optimize the benefits expected from the project and avoid/minimize the adverse impact from the project. The adverse impacts and mitigation measures are presented in Table 10. Some specific impacts and mitigation measures are discussed in more detail in subsequent sections. 118. As far as can be determined there are no major residual impacts associated with the construction phase of the Project given the existing environmental conditions and the activities and component of the Project. During operation, impacts may include noise and vehicular emissions along the strip of the road but this could be mitigated by law enforcement and land use planning. 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. A. Beneficial Impacts 119. The development efforts particularly the development of transportation network will have multiple beneficial impacts. Road project are generally intended to improve the economic and social welfare of the people. The largest beneficial impact will be on the physical and socio- economic environment as given below: 1. During Construction Stage a. Employment Generation and Increase in Income 120. One of the major direct beneficial impacts of the road during construction stage is the creation of employment opportunity to the local community. Construction of this road will generate employment for the local people which will minimize seasonal migration to other parts of the country as well as to foreigncountries. The amount of money that is earned through the wages will directly enhance the operation of various economic activities and enterprise development. b. Enterprise Development and Business Promotion 121. During construction period, different types of commercial activities will come into operation to meet the demands of workers. Since they will have good purchasing power, they will regularly demand for different types of food, beverage and other daily necessary items. To meet these demands, many local people may operate a number of small shops and restaurants around the vicinity of the construction sites. This will increase local trade and business in the area. c. Enhancement of Community Development Service 122. Due to increase in employment opportunities, trade, business and agricultural income, considerable amount of money may be channeled into the local economy in the area. This will increase the income of the individual household and the local community in the area. It is possible that some money may be spent by the individual for community development activities

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass such as education, school, health and sanitation services. d. Skills Enhancement 123. The construction of the road will not only provide employment opportunities but also support the transfer of skills and technical know-how to the local laborers. These skills will not only benefit the local workers by providing long-term employment opportunity but also contribute to local human resource development. 2. During Operation Stage 124. Following beneficial impacts of the proposed road project are anticipated during the operational stage: a. Access to Inputs and Services due to Transportation Facility 125. Once the road is in operation, people would have more cost-effectiveand improved access to many inputs such as construction materials, technology leading to increased agricultural, industrial production and diversification. The transportation cost is expected to decrease for many of the inputs that are used by local people and other goods. b. Trade and Business 126. When completed, the road will bring more opportunities for the promotion of trade and business for the host provinces in particular and the Mekong Delta region in general. c. Increased Crop Productivity and Sale of Farm Products 127. As discussed, Can Tho and An Giang Provinces are the large agricultural production areas of Mekong Delta region. Thus, the completed project will create an easy and cheaper availability of agricultural inputs and technologies, productivity will be increased along the road. Sale of farm and livestock products will be increased in the settlements along the road corridor of Component 4. d. Appreciation of Land Value 128. The construction of road could lead to appreciation of land value particularly near commercial service and settlement areas. The land price would increase due to the availability of reliable transportation facilities. This activity would likely uplift the economic condition of the local people. e. Enhancement of Community Development Services 129. Local people may spend more on health facilities, education facilities and other community services due to reduced transportation cost. The operation of the road will also contribute to higher quality of services in social sectors as more competent agencies and people will enter the area to provide services. People will get commercial services easily due to the regular and cheaper transportation facilities. B. Adverse Impacts and Mitigation Measures 130. The proposed road project during construction and operation will generate adverse impacts on the local environment. Mitigation measures have been identified to avoid/minimize the adverse impacts of the Project to the environment. Main impacts and mitigation measures are described in the following table. Specific impacts and mitigation measures are discussed in the subsequent sections.

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Table 10: Environmental Impacts and Mitigation Measures

Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? Pre- Construction Stage Impacts

Description: Among the predicted impacts of climate change in the Lower Mekong Delta region is higher floods due to predicted higher precipitation as well as rise in sea levels. It is predicted that flood levels will reach maximum elevation of 3m by year 2050.In the light of the imminent rise in flood levels, a hydrological study was done to determine road design elevation (see Table 11 below). The Design Consultant has conducted a review of road and bridge design elevation with reference to the contingency of water level rising to 0.3m due to climate change impact that has led to the change of longitudinal section elevation of 12 bridge works and 6.32km of roads. The road embankment will be constructed higher than the existing Impact of Road ground elevation (with the contingency value of 0.3m). As such, Embankment on the road embankment will have the potential to impede the flow of Floods (including Yes Moderate Negative Permanent surface run-off particularly during flooding events. It can cause effect of Climate water impoundment and localized flooding. One of the possible Change) areas where road embankments can cause flooding is the area between NH91 and Long Xuyen bypass in Component 4. Mitigation: The risk of induced flooding is considered 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 2.5km/km2 to 3.8km/km2, a factor which allows flood water to drain freely provided these channels are not obstructed. Component 4 includes 19 bridges and 49 culverts, effectively mitigating the risk of induced flood retention. Residual impact: minimal but must be confirmed during Detailed Design.

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? Description: The proposed alignment of the CMDRCP route 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 systems for rice paddies, domestic water supply, and water supply systems for aquaculture ponds and for flood control. The Project’s failure to account for all the canals along the Project corridor in the planning and design phase can damage the irrigation system and deprive farmers and aquaculture pond operators of water supply. Damage and Protection of the obstruction of canals can also jeopardize flood control. Various Functions of Yes Moderate Negative Permanent Mitigation: The concern on the navigational use of the canals and the Waterways rivers as well as the protection of the main irrigation canals have been integrated in the design. The bridge designs have incorporated standards for navigability of the canals and rivers. In sections where skewed intersections with waterways will occur, the Consultants have carefully analyzed the prevailing conditions in each of the intersections and provided specific solutions for each location and bridge clearances have been duly approved. Residual impact: minimal but must be confirmed during Detailed Design. Description: UXO can be left in some areas that have not been cleared before construction. Mine detectors in subproject area may obstruct moving or agricultural works of local people. However, to help in ensuring safety for people, UXO clearance team will be hired from Provincial Military Command of Can Tho or An Giang. Disturbance of UXO Yes Minor Negative Temporary Location: Along the alignment of proposed road. Objects: Local people living in the project area. Affected level: Minor due to this affect will be temporary and can be controlled by hiring mine detector team. Time of impact: Short term

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? Description: For the construction of 15.684 km of Long Xuyen City bypass, 185 households must be relocated in the project area (111 HHs in An Giang Province and 74 HHs in Can Tho City). The upgrading and construction of the road affects 31.22 ha of agricultural land, 2.58 ha of residential land and 2.34 ha of non- agricultural land. The Project will also cause the temporary conversion of about 14ha of cultivated land to establish 3 work areas. It is anticipated that this land will be used by the project for 2 years. Location: Thot Not, Vinh Thanh Districts (Can Tho) and Long Xuyen city (An Giang) Objects: Local households losing assets and land Effect on households Affected level: Significant due to loss of Yes Significant Negative Permanent residential or The impact is considered significant since there is a big number of agricultural land affected households. The185HHswill require physical relocation. The affected households will receive support and compensation for their land that will be acquired by the Project. Time of impact: Long term Mitigation Measures: The 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 the value of the acquired land and vocational training support. Description: The Project will entail the demolition of structures, Impacts on Yes Moderate Negative Temporary removal of graves permanently and relocation of utilities Community Facilities temporary. Relocation of utilities may cause increased noise level and TSP in the ambient air associated with land clearing and

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? temporary interruption of services to the affected communities. Location: Along the proposed road. Objects: Local community within site clearance areas Affected level: Medium Time of impact: Short term (during land clearing period) Mitigation measures: 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 replacement structure should be constructed prior to the demolition of the existing building. 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. Residual wastes must be disposed in landfills. Construction Stage Impacts Description: As monitored, the ambient air quality of the project area is good as of March 2017. The road side dwellers and workers may be affected by the emission of dust during road construction works. This may affect the health of the laborers and people living in the nearby areas. A major source of dust during construction is bare ground exposed to the wind, while sources of Dust, air pollution, Yes Moderate Negative Temporary other air pollutants are mostly mobile sources such as noise and vibration construction equipment. Dust may exceed the allowable limits, while other pollutants are predicted to remain within the allowable limits. The proposed project area does not experience significant noise pollution; however, the transportation of construction material by vehicles and equipment operation may cause noise level to

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? increase to some extent. Noise levels are predicted to be between 83-94 dBA at work sites. Vibrations caused by the operations of construction equipment based on the equipment’s typical vibration levels, will not exceed the existing TCVN 6962:2001 standards of 75 dB beyond 12 m from source. However, since vibration can be a nuisance to nearby communities, mitigation should be implemented around built-up areas. Location: Residential areas, main roads, work areas, service roads Affected objects: Local households, workers Affected level: Medium Time of impact: 2 years (2018÷2020) Mitigation measures: + Dust suppression through water spraying shall be carried out; + Speed limits shall be imposed to minimize re-suspension of dust; + Water sprays shall be used during the delivery and handling of raw materials; + Cement and other such fine-grained materials shall be stored in closed containers or covered delivery trucks; + Construction vehicles and equipment shall be tested for legal compliance with relevant Vietnamese standards; and will be checked at least weekly and make all necessary repairs; + Stockpiles of sand and aggregate greater than 20m3 for use in concrete manufacture shall be enclosed on three sides, with walls extending above the pile and 2m 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;

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? + Cement and other such fine-grained materials delivered in bulk shall be stored in closed containers; + No burning of solid wastes; + Operate heavy equipment away from vibration sensitive areas; + Avoid simultaneous activities like demolition, ground compaction activities and earthmoving; + Avoid use of vibrating rollers near vibration sensitive structures; + Regular monitoring of noise and air quality shall be conducted near sensitive receptors. + Each contractor will be required to prepare an air pollution control plan as part of their contractor EMP. Description: Excavation for Components 4 will entail the removal of soft soil and excavation of bridge pier foundations. Given a total of about 19 bridges, the volume will be quite substantial. Also, spoils can smother the adjoining farmlands during rainy season when improperly stockpiled. The foul odor of soil with high organic content maybe a nuisance to the nearby residents. Location: Within ROW, bridges, service roads Affected objects: Local households, adjacent farmland Spoil and Waste Affected level: Medium Yes Moderate Negative Temporary Disposal Time of impact: 2 years (2018÷2020) Mitigation measures: + Temporary spoils stockpiles near rice paddies or aquaculture ponds should have bund or silt fence around them; + Temporary spoils stockpiles that are planned to be held in place longer than 6 months should be sodded; + Temporary spoils stockpiles near residences should be covered during the dry season to prevent suspension of dust by wind; + Each contractor will be required to prepare a waste

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? management and spoil disposal plan as part of their contractor EMP. The plan shall define procedures for handling, storage, treatment, transport and disposal of solid and liquid wastes, hazardous materials, hazardous wastes and excavation spoils. The plan will also provide details of a trip ticket system to ensure that contractors dispose of excavation spoils in approved areas only. Such system will be designed so that Cuu Long CIPM and construction supervisors could readily monitor the volume and disposal site of excavation spoils, and to ensure that the total volume of spoils disposed of will not exceed the maximum capacity of disposal site (landfill). Domestic waste collection and management also need to set plan during this phase to avoid missing implementation resources and sanitation issues on the site. Description: Stone, rock, sand and soil will be purchased from licensed suppliers such as Thoi Thuan, Dong Thap and Hong Ngu sand quarry, Ba Doi stone quarry, Co To rock quarry and Antraco rock quarry. These quarries are operated in accordance with environment protection requirements of DONRE of Dong Thap and An Giang Provinces. The owners of these mines take responsibilities for any environmental problems related to Impacts from use of vegetation clearing and water quality. Materials from these mines borrow areas for road will be transported to construction sites by contractors. Yes Minor Negative Temporary construction materials Transportation of material to the construction sites will generate (Off-site impacts) noise and dust which will affect residents along transportation routes and near the construction sites. Filling soil will be taken from a soil quarry which is situated at the right side of NH80 at Km19+500. Being close to NH80, it is very convenient for mechanical exploitation and transportation to site by roadway. Dust and noise will not have serious impact on residents because (i) loading capacity of vehicles is less than 10 tons, (ii) communal roads are almost structured of concrete with the width of 3- 3.5m;(iii) Among the total soil and sand about 830,799 m3 must be

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? transported; requires trucks with a capacity of 07 tons within 2 years. Location: Material mines mentioned above. Transporting roads are concrete, earth (commune’s roads) and asphalt (roadsNH.80 andNH.91). Affected objects: Local households Affected level: Minor Time of impact: 2 years (2018÷2020) Mitigation measures: + Only use quarries currently licensed and approved for the environment. + Trucks that transport materials purchased from the mines should be properly covered to prevent dust and soil spill. Description: Runoff of rain water during site clearing or earthworks. Earthwork activities will change soil structure and raise the amount of unconsolidated sediments. When it rains, runoff rain water will carry sediments into the surrounding water bodies causing sedimentation and erosion also and it could reduce the water of Kenh Xang, Rach Chua and Hau rivers and other canals as well, and affect the aqua-cultural cultivation in the Erosion or region. Embanking earth can deposit and/or move downstream, sedimentation caused increase sediment of ponds’ bottom and affect the aquaculture Yes Minor Negative Temporary during site clearance ponds. This will only occur temporarily during the construction or earthwork activities period; the impact will not be significant. Location: Water bodies along the proposed road Affected objects: Hau River, Kenh Xang River, Rach Chua River and canals within project area Affected level: Minor Time of impact: 2 years (2018÷2020) Mitigation measures:

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? + Install temporary coffer dam to prevent flow of sediments to the canals; + Minimize dredging during the rainy season (from May to October); + Install sediment trap (ditch) to prevent continuous sediment runoff into the surrounding water bodies where necessary. + Control of siltation during construction such as limiting construction areas that are prone to erosion (limit the open areas), surround stockpile with silt fence/bund, transport spoils immediately to final disposal site. Description: The Project corridor is prone to surface water pollution during construction due to the high density of waterways. During the road construction, these water bodies may be affected due to oil spill, solid waste disposal to water bodies, disposal of concrete waste, excavated materials and domestic solid waste and wastewater from worker camps. Water quality parameters likely to be affected by the construction are total suspended Pollution of water solids, oil and grease and organic and bacteriological in water sources, aquatic bodies very near construction camps. environments or It is possible that water pollution along construction route, groundwater from especially during bridge construction stage could occur as spoils drilling, foundation Yes Moderate Negative Temporary spilling in canals and rivers can cause turbidity. However, this excavation, waste, impact is temporary and during construction stage only. chemicals, effluent or disturbance of Dewatering of foundations may be required during foundation contaminated soils excavations. Water from the excavations will be highly turbid and will contain high concentrations of suspended solids, consisting mostly silt and clay. Alkaline wastewater from casting yards is also a potential source of water pollutants. Water based drilling mud containing bentonite is commonly used when constructing bored piling. Bentonite is recognized to be environmentally benign. What makes drilling mud hazardous / toxic is when additives are used, including diesel. As a matter of

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? practice and to manage cost, bentonite is collected and recirculated during drilling. Although bentonite is not toxic in terms of its chemical properties, it is harmful because of its physical properties. The bentonite is very dense, and particles are very fine and can smother and clog the breathing organs of aquatic bottom organism. 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, minimizes the risk of groundwater pollution from surface sources. The low permeability of clay constrains the percolation of water from the surface. Location: Along the road alignment at bridge locations, and surrounding ponds and canals Affected objects: waterways, aquatic environments or groundwater Affected level: Moderate Time of impact:2 years (2018÷2020) Mitigation measures: + Educate construction workers on how water pollutions occur due to solid waste, waste water, sedimentation and chemical spills; + Provide garbage bins and solid waste disposal facilities within the project site for temporary storage of construction waste and domestic solid waste handling; + To prevent oil contamination of water bodies, proper storage of chemicals and handling of waste oil should be observed; + The contractor shall construct settling/retention ponds with sufficient specifications/capacity for treatment of wastewater from their concrete batching plants and casting yards; Wastewater should be retained in settling ponds to allow silt to settle and lower the concentration of TSS. Water can be reused for dust

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? suppression in construction sites and casting yards; + Water from dewatering during foundation excavation should not be disposed directly into a water body. It should be pumped into a settling pond or allowed to flow into a vegetated swale to separate solids and into a retention pond to allow finer solids to settle. The TSS concentration of water when discharged into any water body should not be higher than the ambient concentration; +Collect and recycle bentonite mud during drilling. + Proper disposal of bentonite containing spoils as filling material in appropriate sites. Spillage of bentonite mud in agricultural land should be cleaned immediately to prevent caking and hardening; + The contractors shall provide sanitation facilities/toilets with septic tanks with sufficient capacity to handle and treat domestic wastewater generated by construction workers; + Undertake regular collection and disposal of solid wastes to sites approved by local authorities; + Prohibit dumping of wastes and waste water into watercourses, agricultural land and surrounding areas; + Regularly monitor surface water quality at key river and canal crossings Clearing or resource Within and adjacent to the ROW, there are only agriculture and extraction from areas No No No No aquaculture areas. Therefore, no sensitive vegetation or critical of sensitive vegetation habitats will be affected. Description: Impacts on aquatic ecosystems during construction can be due to the following: (i) Increased turbidity of the column water due to silted run-off from construction sites or disturbance of the river bed; and (ii) excavation of the river bed or removal of Impact on aquatic Yes Minor Negative Temporary river bed sediments as in sand quarrying. ecology resources 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. Average suspended solids levels of up to 200mg/l are harmless to

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? fish, and they can thrive in waters having TSS levels over 400mg/l and averaging 200mg/l. 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. 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 a substantial load of silt is carried into the Delta region. Increased turbidity due to the Project, if ever, will be of short duration and will be confined in a more limited area. 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. Description: Construction activities can affect, transport of goods and mobility for local people, disturbance to individual households and cause risk for safety traffic during transport of raw materials. During the road construction process, transport of materials, equipment arrangement, will limit the movement of local people on local roads and agricultural production areas. The transport of materials could also affect the high-density traffic along NH91 and NH80. Disruption to traffic or Yes Minor Negative Temporary Local people can use other routes in the communes to travel property access during construction. Construction workers will be divided into many sections and contractors will work section by section so as not to disrupt activities of residents. Location: Residential areas within the road corridor and along materials transportation roads. Affected objects: Local people living within the road corridor and along material transportation roads. People crossing the project area and material transportation road.

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? Affected level: Minor Time of impact: 2 years (2018 - 2020) Mitigation measures: + Ensure that residents are consulted in the commune/ward level through public consultation meetings to disseminate information; + Billboards/information boards should be installed in areas where people can see it; + Provide lighting at night, signs advising road users that construction is in progress. Employ flag persons to control traffic during peak hours; + Project vehicles shall not be allowed on busy roads during peak hours in the morning and afternoon; + Post traffic advisory signs (to minimize traffic build-up) in coordination with local authorities. + Each contractor will be required to develop and implement a traffic management plan as part of its contractor EMP. Description: Construction activities and materials transportation may affect local utilities. Electric and communication cables along the road could be damaged by construction transport vehicles. The transportation road itself and the bridges of the road could be damaged by the movement of the vehicles. There are 185houses Affect local in the residential areas of construction of Long Xuyen bypass will infrastructure system be removed for site clearance. such as Temporary and Yes Minor Negative communication permanent Location: Residential areas along the proposed route and along system, electricity and the material transportation roads. water-supply, etc. Affected objects: Commune’s roads, drainage and electricity systems in the construction area in 10 communes of Can Tho and An Giang Provinces. Affected level: Minor Time of impact: 2 years (2018÷2020)

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? Mitigation measures: + Consultation with local authorities on utilities that will be affected by the construction to prepare for relocation plan for electric/power lines, water supply system and telecommunication lines; +Consultation with residents to advise them of possible impact on utilities or relocation of utility lines if necessary; + Reinstate or compensation for any damage to infrastructures; + Minimize using heavy trucks for transporting materials to avoid damage of roads and other facilities; Description: There is no national or local heritage nearby the project area. Bang Lang Stork Garden small privately maintained bird sanctuary, in Thoi Thuan commune, Thot Not District, is about 5km from the start point of proposed Component 4 and is not anticipated to be adversely affected by construction activities. However, given the long history of the Mekong Delta, there is a risk for chance-finds. Location: along ROW. Effects on natural, historical and cultural Yes Minor Negative Permanent Affected objects: unanticipated discoveries heritage. Affected level: Minor risk Time of impact: 2 years (2018÷2020) Mitigation measures: + In the event of unanticipated discoveries of cultural or historic artefacts (movable or immovable) during the work, the Contractor shall take all necessary measures to protect the findings. + Established procedures shall be followed in case of a discovery of artefacts. Description: The construction of bridges can affect river and Impacts on navigation Yes Moderate Negative Temporary canal navigation. Activities that can cause obstruction in the waterways are hauling of construction materials by boat,

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? constriction of waterways during construction of piers, installation of scaffoldings, and mooring of floating platforms (barges) at pier construction sites. Activities in the river will include installation of equipment, staking of pier locations, and transport of equipment. During this time, Project vessels may occupy part of the navigational channels. Although this condition may prevail only for a short period, presence of river traffic dictates that measures be implemented so that navigational safety is not compromised. Location: at main river crossings. Affected objects: river navigation Affected level: Minor Time of impact: 2 years (2018-2020) Mitigation measures: + As part of navigation safety, the Contractor should comply with waterway traffic safety during construction as implemented by Decision No. 27/2005/QD-BGTVT issued by Ministry of Transport. + Before construction, the Contractor is required to prepare a Waterway Safety Plan for submission and approval by the agencies in charge. Description: Construction workers can cause social impact and health problem such as disease transmission such as HIV/AIDS, cholera, flu and respiratory problems. Some social problems can appear such as gambling, drug addiction, prostitution, violence, Construction workers conflict amongst workers, or between workers with local people. cause social conflicts Positive/ Temporary Yes Moderate Workers must get temporary residence certificates to avoid social or sanitation/health Negative disruption in the project area. disturbance. Location: In the project area, construction site and camps in communes traversed by Component 4. Affected objects: Affect workers and the community near the construction sites in the residential areas in 10 communes.

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? Affected level: Minor Time of impact: 2 years (2018÷2020) Mitigation measures: + Conduct regular orientation for construction workers regarding public health and occupational safety measures, emergency response in case of accidents, fire, etc., and prevention of HIV/AIDS and other related diseases; + 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; + Educate workers in right behavior, not causing conflict with local people or engaging in social disruption; + Prefer location of construction camps away from communities to avoid social conflict in competition for resources and basic amenities such as water supply; + Give residents priority in hiring of construction workers; + Maximize goods and services sourced from local commercial enterprises. Description: Material transport and construction activities may create the risk of traffic safety and houses along the road sides; Traffic signs and signals are insufficiently provided, awareness of residents on traffic safety is not high. During construction of the intersections, vehicles and pedestrians will be exposed to hazards Health or safety risks associated with construction. Construction safety is a chronic to local people and Yes Moderate Negative Temporary problem on most construction sites in Viet Nam, resulting in construction workers occupational accidents and fatalities. Workers will be exposed to different hazards during construction. They will be exposed to hazards posed by operating and moving heavy machinery, heat and high noise levels. In addition, with 19 bridges to build, workers will be exposed to threats of water accidents such as drowning. Location: All construction sites, along material transport routes

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Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? and worker camps, and near 10 communes traversed by Component 4. Affected level: Medium Time of impact: 2 years (2018÷2020) Mitigation measures: + Contractor should prepare and implement a Construction Safety Plan and Water Safety Plan as part of the Construction Environmental Management Plan. + A contingency plan should be prepared and implemented by the Contractor as part of the site management. + A health and safety officer should be designated and shall oversee the implementation of the contingency plan. + The contingency plan should cover personnel emergency; facility / construction site contingency; and natural disasters. + Provide first aid facilities, fire-fighting equipment at the work areas, as appropriate, and at construction camps where fire hazards and risks are present; + 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; + Ensure reversing signals are installed on all construction vehicles; + Provide security personnel in hazardous areas to restrict public access. Waste disposal Description: Construction waste generated during construction problems from solid activities like cement cover, fuel can, spoil, etc. Domestic waste waste generated by Yes Moderate Negative Temporary generated from construction workers is estimated 100-200kg/day. construction activities Construction waste (bentonite contaminated soil) is estimated or waste generated 52,833 m3. This type of impacts is easily controlled through the from construction

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Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? worker camps implementation of appropriate sanitation and waste disposal systems. Location: Construction site and construction camps. Affected objects: Surrounding area and local residential area Affected level: Moderate Time of impact: 2 years (2018÷2020) Mitigation measures: + Educate construction workers on impacts and management of solid waste; + Provide garbage bins within the project site for temporary storage of construction waste and domestic solid waste; + 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; + Ensure that wastes are not haphazardly dumped within the project site and adjacent areas. + Contractors shall prepare and implement a waste management plan as part of their construction EMP. Description: 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 Damage to remain in construction site during the rainy season, it can result to surrounding muddy flow which can smother adjoining agricultural lands and if agricultural areas and Yes Significant Negative Temporary near waterways, mud can be carried into the canals causing irrigation activities due sedimentation, silt deposits. Fishponds located next to the road to improper spoils right of way are also prone to impacts of accidental spillage of disposal/sedimentation spoils, discharge of wastewater, encroachment, interruption of water supply and others. Location: Agricultural production areas along the proposed route.

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Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? Affected objects: Agricultural areas. Affected level: Potentially significant Time of impact: 2 years (2018÷2020) Mitigation measures: +Educate workers on impacts of improper spoils disposal on aquatic environment. +The contractor shall immediately repair and/or compensate for any damage that it may cause on farmlands, aquaculture ponds, irrigation canals, etc. + As soon as possible, schedule transport of spoils out of construction site; + Implement suitable safety measures to minimize risk of adverse interactions between construction works and agricultural production activity of local people. Impacts in Operation Stage

Description: Air pollution will be increased by the emission from the vehicles as well as dust, noise from traffic on the road. This will partly be offset by improved road conditions. Air quality impacts during operations will be due to vehicle emission of NOx, SO2, CO and HC. No exceedance of the ambient air quality standards is predicted during operation in 2030 (see section below). Air and Noise Pollution Yes Moderate Negative Permanent One of the possible residual impacts of operations is GHG emissions. GHG emissions in CO2 equivalent have been estimated based on traffic forecast for the road. According to the calculation the total GHG emissions will not exceed 100,000 tons CO2eq per year by 2035 (see section below). Traffic will generate noise. The predicted noise level from vehicular traffic at 12m from road centerline and at the height of 1.5m above ground are between 66.5-69.9 dBA. For areas where

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Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? land use is mixed residential and production, noise levels are expected to be within the limit. However, noise as nuisance can affect sensitive people. Location: Residential areas along the proposed route. Affected objects: Noise and air quality sensitive receptors Affected level: Medium Time of impact: Long term (during operation stage) Mitigation measures: + Strict access control for vehicles not complying with emission standards of Viet Nam (QCVN 05:2009/BGTVT) will be enforced by the local traffic police. + Mitigation of traffic noise during operations may be integrated with the landscaping program. Trees can help minimize traffic noise provided the appropriate mix of type of trees as buffer zone are used and recommended density is followed as appropriate. + A noise monitoring program will be instituted in sensitive areas and further mitigation measures for noise impacts at sensitive locations must be committed to implement in case of exceedance to noise level guidelines of IFC General EHS Guideline. Description: Pollution of surface water bodies from road run-off is among the identified impacts of roads. The pollution is caused by oil leaks and settling of airborne pollutants. Location: The proposed route. Affected objects: Surface water resources next to the proposed Surface Water Quality Yes Minor Negative Permanent road Affected level: Minor Time of impact: Long term (during operation stage) Mitigation measures: + Runoff water from structures will be handled by the built

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Potential Impact (without mitigation measures) Is it Positive Is it Temporary Impact Yes/ Is it Minor or Impact Assessment and Mitigation Measures or or Permanent? No? Significant? Negative? drainage structures as set out in the Design of the Project. + Road drainage will be regularly maintained and cleaned. Description: The Project is designed to be constructed to class III standards allowing for vehicle speeds of up to 80km/h for mixed traffic and is expected that there will be a very significant increase in traffic flow. Movement of vehicles on the road will result to accidents. Inadequate provisions of road safety measures or no provision of proper traffic signals and lack of enforcement of traffic rules during operation period may invite accidents. Location: The proposed route. Affected objects: Traffic participants Road safety Measures Yes Moderate Negative Permanent Affected level: Moderate Time of impact: Long term (during operation stage) Mitigation measures: + A road safety component has been built in to the Project design. + The current design also includes physical barriers to inhibit pedestrian access. + A road safety audit will be conducted before the road is put into operation. The periodic repair of the road surface every 2 to 5 years during Maintenance of Roads operation may require closure of at least half of the carriageway of Yes Minor Negative Permanent and Bridges road. This can result in traffic congestion and increases the risk of traffic accidents involving maintenance crews.

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C. Specific Impacts/Risks and Mitigation Measures 1. Design adjustment to respond to Climate Change a. Projected climate change 131. Climate projections. In 2016, scenarios of climate change and sea level rise for Viet Nam were updated following the roadmap defined in the National Strategy on Climate Change, providing the latest information on the trends of climate change and sea level rise in recent years, as well as climate change and sea level rise scenarios for Viet Nam in the 21st century. The climate change and sea level rise scenarios are built upon the 5th assessment report (AR5) of the Intergovernmental Panel on Climate Change (IPCC); observed hydro-meteorological and sea level data till the year 2014, and digital national topographic maps updated till 2016; recent changing trend of climate and sea level in Viet Nam; global and regional climate models with high resolution for Viet Nam, and coupled atmosphere-ocean models; amongst others. 132. The updated climate change scenarios consider the change of climate variables in the 21st century, namely, temperature (average annual temperature, seasonal temperature and temperature extremes), rainfall (annual rainfall, seasonal rainfall and rainfall extremes), summer monsoon and some extreme events (typhoons and tropical depressions, damaging cold days, the number of hot days and occurrence of droughts). Twenty-year average changes for the early 21st century (near term, 2016 - 2035), for the mid-21st century (midterm, 2046 - 2065) and for the late 21st century (long term, 2081 - 2100) are given, relative to a reference period of 1986 - 2005. The updated climate change scenarios looked at two emission scenarios, including RCP4.5 and RCP8.5. The main findings of the updated climate change scenarios for Viet Nam are highlighted below: 133. Temperature projections, Can Tho and An Hiang Province. Changes in annual average temperatures at the early, mid- and late 21st century for Can Tho and An Hiang Province compared to the reference period are shown in Table 11. Values in parentheses are the 10% and 90% confident levels around the mean values. For the RCP4.5 scenarios, surface temperatures would increase by 1.4oC. For the RCP8.5 scenarios, temperature would increase by 1.9 oC (Table 11). 134. Precipitation projections, Can Tho and An Hiang Province. For the RCP4.5 scenarios, annual rainfall would generally increase by some 13%. For the RCP8.5 scenarios, annual rainfall would generally increase in a range of 11-18% (Table 11). Table 11:Projected temperature and precipitation increases for RCP4.5 and RCP8.5 scenarios, Can Tho and An Hiang Province (compared to 1986-2005 period) RCP4.5 scenarios RCP8.5 scenarios Can Tho Province 2016-2035 2046-2065 2080-2099 2016-2035 2046-2065 2080-2099 0.7 1.4 1.8 0.9 1.9 3.4 Temperature (0.4÷1.2) (0.9÷2.0) (1.2÷2.6) (0.6÷1.3) (1.4÷2.6) (2.7÷4.5) 10.5 13.7 15.1 10.7 18.3 21.2 Precipitation (6.6÷14.4) (4.5÷23.6) (2.8÷26.6) (4.0÷18.0) (13.5÷23.6) (12.3÷30.7) An Giang Province 2016-2035 2046-2065 2080-2099 2016-2035 2046-2065 2080-2099 0.7 1.4 1.9 0.9 1.9 3.5 Temperature (0.4÷1.2) (1.0÷2.0) (1.3÷2.7) (0.6÷1.3) (1.3÷2.7) (2.6÷4.6) 8.2 4.7 (- 13.1 14.1 11.1 14.7 Precipitation (1.5÷15.1 0.3÷9.4) (3.8÷23.3) (0.5÷26.4) (5.4÷17.3) (6.7÷23.4) )

Source: MONRE. 2016. Climate Change and Sea Level Rise Scenarios for Viet Nam.

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135. Sea level rise scenarios only consider changes in average sea water level caused by climate change. The scenarios do not take in to account the effects of other factors on sea water level, such as storm surge, monsoon induced water level rise, tide, tectonic uplift and subsidence, etc. By mid-21st century, there is a difference in trend of sea level rise. By 2050, average sea level rise for the coastal areas of Viet Nam are about 21 cm (13÷32 cm) for the RCP2.6 scenarios, about 22 cm (14÷32 cm) for the RCP4.5 scenarios, about 22 cm (14÷32 cm) for the RCP6.0 scenarios, and about 25 cm (17÷35 cm) for the RCP8.5 scenarios. By late 21st century, differences in trend of sea level rise for different RCP scenarios are clear. By 2100, average sea level rise for the coastal areas of Viet Nam would be about 44 cm (27÷66 cm) for the RCP2.6 scenarios, about 53 cm (32÷76 cm) for the RCP4.5 scenarios, about 56 cm (37÷81 cm) for the RCP6.0 scenarios, and about 73 cm (49÷103 cm) for the RCP8.5 scenarios. The project area is not anticipated to be inundated even with a sea level rise of 100cm (Figure 24).

Figure 23: Inundation maps with a sea level rise of 100 cm Source: MONRE. 2016. Climate Change and Sea Level Rise Scenarios for Viet Nam. Table 12:Inundations due to seal level rise caused by climate change

Percentage of inundation (% area) corresponding to sea level rise 50cm 60cm 70cm 80cm 90cm 100cm Can Tho 1.44 1.59 1.90 2.77 6.54 20.52 An Giang 0.08 0.16 0.29 0.49 0.90 1.82

Source: MONRE. 2016. Climate Change and Sea Level Rise Scenarios for Viet Nam. b. Climate Adaptation Needs 136. Given the projected variations of temperature and precipitation the proposed road were screened for 3 main types of climate risks that may cause damage to the road: • Landslide triggered by increased precipitation; • Flood; • Sea level rise. 137. Heavy rains can cause disruption of the road network, decreased accessibility, erosion of roads and embankments, surface water drainage problems, slope failures, landslides, among others. Increased river flow resulting from precipitation and storminess may result in damages to bridges. Bridge/culvert capacities are reduced or exceeded, causing upstream flooding to occur. Seasonal variation is rainfall also causes drought in project areas. Particularly, the proposed road section located in the area with the annually inundation depth >1m (presented in Figure 25). Flooding occurs during the rainy seasons (May to October).

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Figure 24: Annually inundation depth within project area Source: Vietnam Association for Conservation of Nature and Environment. 138. The proposed road which is basically plain terrain with weak geology, discrete structure of soil, is susceptible to erosion by fast flowing water during flood season. 139. Key engineering measures taken to address these risks in the design are: i) increase in embankment height of road, ii) construction of new side and lead away drains, iii) construction of new culverts, iv) construction of new bridges with design elevation taken into account water level rise, and v) use of slope protection techniques. 140. Based on the hydrological calculations of the project, the flow clearance as well as the control elevation and the clearance of the approved underpasses, and the technical requirements for controlling the red line according to calculated water level. The value of water level rise due to climate change is 0.3m. This value has been approved and implemented in the component projects of the Central Mekong Delta region connectivity Project (CMDRCP). Table 13: Longitudinal elevation checking considered water level rise caused by climate change

Clearance Hmin Length Clearance Elevation of considering of of High change road water level No. Bridge Bridge river (Hriver) altitude due to (Hroad) control climate rise change (m) (m) (m) (m)

1 Kenh Sang 329.50 6.00 4.75; 3.20 Hriver No 2 Rach 38.10 1.50 2.70 Hriver Yes 0.44 3 Rach Muong Thom Be 42.60 1.50 2.70 Hroad No 4 Rach Muong Thom 94.20 1.50 2.70 Hroad No - 5 Cai Dung 56.14 2.50 2.70; 3.20 Hriver No - 6 Dong Thanh 23.04 1.50 3.20; 2.70 Hriver Yes 0.90 7 Cai Sao 61.14 2.50 2.70; 3.20 Hriver Yes 0.07

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Clearance Hmin Length Clearance Elevation of considering of of High change road water level No. Bridge Bridge river (Hriver) altitude due to (Hroad) control climate rise change (m) (m) (m) (m)

8 Cai Sao Nho 43.60 1.50 2.70 Hriver Yes 0.12 9 Goi Be 38.10 1.50 2.70 Hriver Yes 0.14 10 Chin Xe 42.60 1.50 2.70 Hriver Yes 0.16 11 My Quy 42.60 2.50 2.70 Hriver Yes 0.47 12 My Phu 33.10 1.50 2.70 Hroad No - 13 Tam Bot 42.60 1.50 2.70 Hriver Yes 0.15 14 Kenh Ranh 42.60 1.50 2.70 Hriver Yes 0.15 15 Long Xuyen 448.86 7.00 4.75 Hriver Yes 0.25 16 Ong Cau 37.60 1.50 2.70 Hroad Yes 0.31 17 Rach Dung 32.54 1.50 2.70 Hroad Yes 0.21 18 Tra On 56.14 1.50 3.20 Hroad No - 19 Thong Luu 37.60 1.50 2.70 Hroad No - Source: Feasibility Study of Project Component 4 141. As shown in Table 14, costs for taking these measures add up to a total of US$ 8.53 million. This is approximately 16.41% of the total civil works costs. It must be pointed out that these measures would have been considered anyway in the conventional design as the issue of flooding and landslide is a threat to the sustainability of the road. However, these measures also contribute to adaptation of the road for future inundation condition by sea level rise. This risk screening and risk identification exercise has helped to ensure that proposed road has adequate climate risk mitigation or adaptation measures. The section-wise details of climate risks, specific engineering measures taken and the costs of those measures are provided in Table 14. Table 14: Climate Adaptation Measures and associated costs for proposed road Costs for Adaptation measures taken in adaptation Section Climate risk Cause of risk design measures (US$) Located in low lying areas Raising embankment height by 1.5 m and influenced 557,920 along the alignment road. by sea level Damage of rise road Construction of drainage culverts 988,351 due to along the alignment of proposed road. Interconnecting flooding Crossing of road to NH91 Construction of bridges with changed project road design along proposed road and Long Xuyen 6,428,150 city Bypass (increasing of quantity due to the abutment height of 12 bridges). Sections of Construction of planting grass to bridge 345,474 Damage of protect slopes. crossing river road due to along the landslides Construction of concrete frame for project 216,918 road slope protection. 2. Greenhouse Gas Emissions 142. The construction of the project road will generate Greenhouse Gas (GHG) emissions through (i) the extraction/production of construction materials, (ii) their transport and (iii) the

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass consumption of engines used for their laying. GHG emissions for the project road were estimated based on the Transport Emissions Evaluation Model for Projects (TEEMP) tool developed by Clean Air Asia4, and average values for roads recommended by ADB5 and the World Bank.6 Based on these references, total GHG gas emissions are projected to be in a range of 2,115-3,230 tons of CO2eq per kilometer of road. With a length of 15km, the construction of the proposed road is expected to generate 31,700-48,500 tons of CO2eq during the entire construction period, or some 15,800-24,200 tons of CO2eq per year (assuming a construction period of 2 years). 143. Earthwork/material extraction and pavement are the biggest contributors to GHG emissions (50-70%). Material transport is also a significant GHG producer, with around 25% for expressways. Culverts, bridges, structures and other auxiliary facilities contribute some 10-15% of the total GHG emissions. 144. Greenhouse Gas emissions during operation: During operation period, GHG emissions will increase due to traffic volume increase. Annual CO2eq emissions for various target years are shown in Table 15. The annual CO2eq emissions will not exceed the threshold of 100,000 tons of CO2eq emissions per year.

Table 15: Total GHG emissions of the project road in 2025 and 2035

Section Traffic Av. Travel g- GHG Year Length PCU PCU km speed (km/hr) CO2/kmVh Emissions (Km) (,000) (,000) /day (Tons/Year) 2025 15 21.2 241.5 40 161 38,882 2035 15 30.3 471 40 161 75,831

3. Air emissions, air quality prediction 145. Air pollution from road traffic during operation stage that should be considered for the project Component 4. The volume and composition of individual vehicle emissions are determined by the following factors such as (i) fuel composition, (ii) level of engine maintenance, (iii) vehicle age, (iv) engine temperature, (v) road geometry, and (vi) type of vehicle. Dispersion of pollutants is dictated by the following factors such as (i) prevailing wind direction, (ii) weather conditions, (iii) roadside vegetation, (iv) topography, and (v) distance from the road. 146. For the interconnecting road to NH91 and Long Xuyen City Bypass, the air pollution prediction was done based on using the Gaussian Model below:  − z + h 2  − z − h 2  E  () ()  8,0 .exp 2  + exp 2    2 z   2 z  C =  z .u Where: - C: concentration of the pollutant in the air (mg/m3); - E: load of the pollutant from sources (mg/m/s); - z: elevation of the computing point (z=1.5m); - h: elevation of the road surface over surrounding g1.716round (h=3m);

4http://cleanairasia.org/transport-emissions-evaluation-model-for-projects-teemp/ 5http://www.adb.org/documents/reports/estimating-carbon-footprints-road-projects/default.asp. 6The World Bank. 2010. Greenhouse Gas Emissions Mitigation in Road Construction and Rehabilitation. A Toolkit for Developing Countries.

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- u: average wind speed in the region (u=1.6m/s in rainy season; u=1.3m in dry season);

- z: coefficient of pollutant diffusion by wind in direction z (m). 147. The emission load of a pollutant at the source (vehicle engine) is computed with the formula:

E =

Where: - E: emission load at source (mg/m/s)

- Keri: emission load at k source for parameter i (mg/m/s)

- Fk,i: emission factor at k source for vehicle type i (mg/vehicle/m)

- Qi: number of vehicle types k (vehicles/s) - k: vehicle type (car, bus, truck, motorbike)

- i: calculated pollutant (TSP, NO2, SO2, CO, VOC)

148. The pollutant diffusion coefficient zin the vertical direction (z) is: 0,73 z = 0,53.x (m) Where

- z: coefficient of pollutant diffusion in the vertical direction z (m) - X: distance from the computing point to source, in wind direction (m). 149. Results of diffusion coefficient computation are given in Table 16. Table 16: Results of diffusion coefficients with distance z

Distance from the source 5m 10m 25m 50m 100m z 1.716 2.846 5.556 9.216 15.285 2 (z) 2.945 8.101 30.871 84.927 233.642 150. The transportation demand of the interconnecting road to NH91 and Long Xuyen City bypass given as Table 17. Table 17: Traffic flow from vehicles

No. Type of vehicle Unit 2025 2035 1 Motorbike PCU/day (24h) 7,516 10,387 2 Car PCU/day (24h) 1,577 2,498 3 Bus PCU/day (24h) 2,810 3,939 4 Truck PCU/day (24h) 9,389 13,512 Total PCU/day (24h) 21,292 30,336

Source: Updated Economic Analysis of Project 151. Based on exhaust emission factors for various types of vehicles for highway driving proposed by WHO and Vietnam standard on gasoline and diesel (QCVN 1:2007/BKHCN), it is possible to determine the air pollution coefficient of the most typical pollutants (CO, NO2, SO2 and TSP) of 4 kinds of traffic vehicles on the road.

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Table 18: Model for air emission inventories and control TSP SO NO CO VOC Vehicle type Unit (U) 2 2 (kg/U) (kg/U) (kg/U) (kg/U) (kg/U)

1. Car and bus 1000 km 0.07 1.74S 1.31 10.24 1.29 - Engine<1400 cc tone of fuel 0.80 20S 15.13 118.0 14.83

1000 km 0.07 2.05S 1.33 6.46 0.60 - Engine 1400-2000 cc tone of fuel 0.68 20S 10.97 62.9 5.85

1000 km 0.07 2.35S 1.33 6.46 0.60 - Engine>2000 cc tone of fuel 0.06 20S 9.56 54.9 5.1 Average 1000 km 0.07 2.05S 1.19 7.72 0.83

2. Truck 1000 km 0.4 4.5S 4.5 70 7.0 - Heavy-duty gazoline powered vehicles tone of fuel 3.5 20S 20 300 30 > 3,5 tonne. 1000 km 0.2 1.16S 0.7 1.0 0.15 - Light duty Diesel Powered Vehicles tone of fuel 3.5 20S 12 18 2.6 < 3,5 tonne. 1000 km 0.9 4.29S 11.8 6.0 2.6 - Heavy duty Diesel powered vehicles tone of fuel 4.3 20S 55 28 2.6 3.5 -16 tonne. 1000 km 1.6 7.26S 18.2 7.3 5.8 - Heavy duty Diesel Powered trucks tone of fuel 4.3 20S 50 20 16 >16 tonne 1000 km 1.4 6.6S 16.5 6.6 5.3 - Heavy duty Diesel Powered buses tone of fuel 4.3 20S 50 20 16 >16 tonne Average 1000km 0.9 4.76S 10.3 18.2 4.2

3. Motorbike 1000 km 0.12 0.36S 0.05 10 6 Engine<50cc, two-stroke tone of fuel 6.7 20S 2.8 550 330

1000 km 0.12 0.6S 0.08 22 15 Engine>50cc, two-stroke tone of fuel 4.0 20S 2.7 730 500

1000 km 0.76S 0.30 20 3 Engine>50cc, four-stroke tone of fuel 20S 8 525 80 Average 1000km 0.08 0.57S 0.14 16.7 8 Source: WHO, 1993. Assessment of source of air, water and land pollution. A guide to rapid source inventory techniques and their use in formulating environmental control strategies. Part one: Rapid inventory techniques in environmental pollution. (sulfur content in gasoline and diesel for transport as S = 0.05). Table 19: Predicted emission load at source of vehicle type

TSP SO2 NO2 CO VOC Load of dust and emission mg/m/s Scenario 2025 0.1083 0.0334 1.1918 3.8223 1.1944 Scenario 2035 0.1556 0.0483 1.7162 5.429 2.0209

Table 20:Predicted ambient air quality along project road

Distance from centerline of road QCVN Parameters Season 05:2013/ IFC 5m 10m 25m 50m 100m BTNMT Scenario 2025 Dry 0.027 0.027 0.020 0.014 0.008 - TSP 0.3 Rainy 0,022 0,022 0.016 0.011 0.007 Dry 0.0085 0.0083 0.0062 0.0041 0.0026 0.02 SO2 0.35 Rainy 0.0069 0.0067 0.0050 0.0034 0.0021

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Distance from centerline of road QCVN Parameters Season 05:2013/ IFC 5m 10m 25m 50m 100m BTNMT Dry 0.305 0.298 0.222 0.149 0.093 0.2 NO2 0.2 Rainy 0.248 0.242 0.180 0.121 0.076 Dry 0.979 0.956 0.489 0.478 0.300 - CO 30 Rainy 0.795 0.776 0.397 0.388 0.244 Dry 0.306 0.298 0.222 0.149 0.093 - VOC 5 Rainy 0.248 0.242 0.181 0.121 0.076 Scenario 2035 Dry 0.039 0.038 0.029 0.019 0.012 - TSP 0.3 Rainy 0.032 0.031 0.024 0.015 0.009 Dry 0.0123 0.0120 0.0090 0.0060 0.0038 0.02 SO2 0.35 Rainy 0.0100 0.0098 0.0073 0.0049 0.0031 Dry 0.440 0.429 0.320 0.214 0.135 0.2 NO2 0.2 Rainy 0.357 0.349 0.260 0.174 0.110 Dry 1.391 1.358 1.013 0.679 0.429 - CO 30 Rainy 1.130 1.103 0.823 0.552 0.346 Dry 0.518 0.505 0.377 0.253 0.158 - VOC 5 Rainy 0.421 0.411 0.306 0.205 0.129

152. Despite the increase of traffic vehicles on the road, except for NO2 parameter, most of emission from vehicular traffic in 2025 and 2035 are expected to be far lower than the allowable limit of the National Technical Regulation of Ambient Air Quality (QCVN 05:2013/BTNMT).

153. In 2025, NO2 pollution due to vehicular emissions predicted to exceed the QCVN 05:2013/BTNMT: the NO2 concentration at 5÷25 m distant from the centerline of road will be 0.222 - 0.305 mg/m3 during dry season and at 5÷10m distant from the centerline of road will be 0.242 - 0.248 mg/m3 during rainy season.

154. Also, in 2035, NO2 pollution due to vehicular emissions predicted to exceed the QCVN 05:2013/BTNMT: the NO2 concentration at 5÷50 m distant from the centerline of road will be 0.214 - 0.440 mg/m3 during dry season and at 5÷25 m distant from the centerline of road will be 0.260 - 0.357 mg/m3 during rainy season. 155. The health impacts of vehicles air pollution are difficult to quantify, and hence difficult to value in economic terms. In many cases, establishment of direct cause-and-effect linkages between localized automotive air pollution and specific illnesses is problematic. However, evidence does strongly suggest that exposure to several of the major emission constituents is responsible for certain health conditions. 4. Generated noise level prediction generated from traffic vehicles 156. Increased traffic volume will cause noise impacts. Noise level depends upon four main sources: (i) vehicles, (ii) friction between vehicles and the road surface, (iii) driver behavior, and (iv) construction and maintenance activities. In general, the loudness of traffic noise is increased by heavier traffic volume, higher speeds, and greater numbers of trucks. Vehicle noise is a combination of the noise produced by the engine, exhaust, and tires. The loudness of traffic noise can also be increased by defective mufflers or other faulty equipment on vehicles. 157. Traffic noise represents a potential source of short term noise impacts. The dB scale of noise measurement is a logarithmic one. All other factors remaining the same, it would take a 22% increase in traffic volume to cause a 1 dB(A) increase in noise levels, a 58% increase in traffic to cause a 2 dB(A) increase and a 100% increase in traffic to cause a 3 dB(A) increase.

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Typical noise levels for passenger vehicles are 72 to 74 dB(A) at 88 km per hour at 15 meters; typical noise levels for medium trucks are 80 to 82 dB(A) at 88 km per hour (55 miles per hour) at 15 meters (50 feet); and typical noise levels for heavy trucks are 84 to 86 dB(A) at 88 km per hour (55 miles per hour) at 15 meters (50 feet). For a line source when the distance doubles the noise level decreases by 3 dB(A). 158. To obtain a relatively precise prediction of traffic noise in the operation phase of the Interconnecting road to NH91 and Long Xuyen city bypass, noise diffusion computation software named SOUND32 was employed for computing based on the traffic volume predicted for the years 2025 and 2030. 159. SOUND32 is a product of the Traffic Administration of California, USA. SOUND has been tested and allowed as a tool to evaluate noise to serve urban and traffic projects in California. With high stability, SOUND32 is also in use for various researches, traffic development and construction projects in many countries all over the world.

160. Equivalent Sound Level (TEQ, denoted by the symbol, LAeqT): Ten times the base-10 logarithm of the square of the ratio of time-average, mean-square, instantaneous A-weighted sound pressure, during a stated time interval, T (where T=t2-t1), and the reference mean-square sound pressure of 20: Pa, the threshold of human hearing, e.g., 1HEQ, denoted by the symbol, LAeq1H, represents the hourly equivalent sound level. LAeqT is related to LAE by the following equation:

LAeqT = LAE – 10*log10(t2-t1) where LAE = Sound exposure level in dB

161. Prediction of noise levels (LAeq) for distances are given in the Table 21: Table 21: Prediction of noise levels along the Project road Predicted noise levels for distance from the QCVN Scenario centerline of the road (dBA) 26:2010/ IFC 5m 10m 25m 50m 100m BTNMT 2025 69.7 69.4 68.2 66.4 64.2 70 dBA 55 dBA (6am - (07am - 2035 71.0 70.9 69.7 68.0 65.7 21pm) 22pm) 162. In 2025: the predicted noise levels due to vehicle operation on the Project road are less than the allowable limit of QCVN 26:2010/BTNMT (70 dBA). However, these noise levels exceed standard IFC (55 dBA). 163. In 2035, vehicular noise will increase highly compared to 2025. Noise levels at 5m and 10m distant exceed the permissible limit of QCVN 26:2010/BTNMT and IFC. At 25 m and over distant from the centerline have noise level lower than QCVN 26:2010/BTNMT standard but exceed the IFC limit. 164. In theory, there are several options that can be used to reduce or mitigate traffic noise. These include traffic management, highway design, and noise barriers including earthen berms. Noise mitigation is often infeasible due to space requirements, aesthetic issues and financial costs, or because the costs outweigh the benefits. Any specific mitigation measure recommended as part of a project must be feasible and have a reasonable cost in relation to the benefit. Mitigation measures are described below: • Road design and maintenance: Design should avoid steep grades and sharp corners to reduce noise resulting from acceleration, braking, gear changes, and the use of engine brakes by heavy trucks at critical locations. Generally, smooth, well maintained surfaces such as freshly laid asphalt without grooves and cracks will keep noise to a minimum; • Vehicular measures: Motor vehicle noise can be reduced at the source, for example through vehicle construction, selection of tires and exhaust systems, as well as vehicle maintenance; and

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• Noise barriers: Noise barriers are among the most common mitigative measures used. They are the most effective if they break the line of sight between the noise source and the receptors being protected. Construction of noise barriers between the expressway and the affected receivers would reduce noise levels by physically blocking the transmission of traffic-generated noise. The types of noise barriers most commonly employed consist of earth mounds or walls of wood, metal, or concrete which form a solid obstacle between the road and roadside communities. Two or more barrier types are often combined to maximize effectiveness. Planting of trees and shrubs, for instance, contribute little to actual noise reduction. Building facade insulation such as double window glazing, is an option usually adopted as a last resort to dampen noise in buildings. 165. However, impacts of noise on human welfare living along the road are not significant, because most of the communities are located away from the roadsides. More importantly, a noise monitoring program will be instituted at this phase in sensitive areas and further mitigation measures for noise impacts will be considered.

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V. ENVIRONMENTAL MANAGEMENT PLAN

A. Introduction 166. This Environmental Management Plan (EMP) is developed for Component 4 of the Project. It identifies the potential project environmental impacts and defines mitigation measures and monitoring requirements for the pre-construction, construction, and operational stages of the project. It also defines the institutional arrangements and mechanisms, the roles and responsibilities of different institutions, procedures and budgets for implementation of the EMP. The EMP seeks to ensure environmental protection activities during preconstruction, construction, and operation continuously improve in order to prevent, reduce, or mitigate adverse environmental impacts and risks. 167. This EMP is based on proposed project designs as of August 2017. The EMP will be disclosed on the ADB public website (www.adb.org) and included in the Project Administration Manual (PAM). The EMP will also be included as a separate annex in all bidding and contract documents. The contractors will be informed of their obligations to implement the EMP, and to include EMP implementation costs in their bids for project works. 168. The EMP includes an environmental monitoring program. The monitoring results will be used to evaluate (i) the extent and severity of actual environmental impacts against the predicted impacts, (ii) the performance of the environmental protection measures and compliance with relevant Vietnamese laws and regulations as well as internationally accepted standards as defined in the IFC Environment, Health and Safety Guidelines, (iii) trends of impacts, and (iv) overall effectiveness of the project EMP. 169. The bidding documents for construction contracts will include contract clauses requiring the contractor to implement the relevant clauses of the EMP. B. EMP Implementation Arrangements 170. The organizations and institutions that will be involved in the implementation as well as their responsibilities are listed in Table 13. 171. The Ministry of Transport (MOT) is the Executing Agency (EA). MOT is responsible for the overall implementation of the project, covering components 1 to 4, and compliance with loan assurances, the IEE and the EMP (including Environmental Monitoring Plan) for Component 4. 172. The EA has designated the Cuu Long CIPM as the Implementing Agency of the overall project, including Component 4. Cuu Long CIPM is responsible, on behalf of the EA, for the day- to-day management of the project. For Component 4, Cuu Long CIPM will have the overall responsibility to supervise the implementation of environment mitigation and monitoring measures, ensure the contractors' compliance with environmental management requirements, and coordinate the Grievance Redress Mechanism (GRM) and report to ADB. Cuu Long CIPM has appointed one full-time environmental officer (EO) on its staff to coordinate and manage EMP implementation of the Project. This staff will also supervise EMP implementation for Component 4. Furthermore, the Cuu Long CIPM will be responsible for construction supervision and quality control. To ensure that the contractors comply with the EMP provisions, the Cuu Long CIPM with the help and technical support of the Construction Supervision Consultant (CSC, see below), will prepare the following specification clauses for incorporation into the bidding procedures: (i) a list of environmental management and monitoring requirements to be budgeted by the bidders in their proposals; (ii) environmental clauses for contractual terms and conditions; and (iii) the full EMP. 173. The Cuu Long CIPM Environment Officer (CIPM-EO) will (i) review CEMPs submitted by the contractors; (ii) supervise contractors and their compliance with the EMP and their CEMPs; (iii) conduct regular site inspections; (iv) act as local entry point for the project GRM; (iv) coordinate implementation of the capacity building and training program related to environment; and (v) coordinate the preparation of the semi-annual environment monitoring reports and submit them to ADB.

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174. Detailed Design and Project Supervision Consultant (PSC). Cuu Long CIPM will hire a PSC to prepare detailed design, support procurement and supervise the implementation of Component 4. The PSC will also provide oversight of contractors' environmental management performance. With regard to environment, the PSC will advise the Cuu Long CIPM and contractors on all aspects of environmental management and monitoring for the project. The PSC will (i) ensure that detailed design incorporates requirements of the IEE and this EMP; (ii) update the EMP and environmental monitoring program, as needed; (iii) assist the Cuu Loong CIPM to ensure that the EMP provisions are included in the tender documents and civil works contracts; (iv) prior to implementation of civil works, review and clear the construction EMPs (CEMPs) prepared by contractors to ensure that these are consistent with the provisions of the EMP; (v) supervise the implementation of the mitigation measures specified in the EMP and the CEMPs through regular site visits and review of monthly reports of the contractors; (vi) conduct environmental monitoring in accordance with the monitoring plan;7 (vii) prepare semi-annual environment monitoring reports in English and Vietnamese and submit them to Cuu Long CIPM for review and disclosure; (viii) provide training to contractors on ADB SPS 2009, the IFC Environmental, Health and Safety (EHS) Guideline, EMP implementation, and GRM in accordance with the training plan defined in the EMP; (ix) identify any environment-related implementation issues, and propose necessary corrective actions; (x) if required, update the IEE and EMP reports for changes in the project during project implementation that would result in adverse environmental impacts not within the scope of the approved EIA/EMP; (xi) assist Cuu Long CIPM and contractors to establish a Grievance Redress Mechanism (GRM); and(xii) prior to project completion report, organize surveys to assess community satisfaction with project implementation, project outputs, and EMP implementation performance, and draft the project completion report (PCR). 175. Works contractors. The implementation of the mitigation measures during construction is primarily the obligation of the Works Contractors. The Contractors shall designate on-site an Environment Officer (EO), in addition to Health and Safety (H&S) Officer. The EO and H&S Officer will be responsible for implementing the mitigation measures during construction under the supervision of the Cuu Long CIPM and the PSC. In their bids, contractors will be required to respond to the environmental management and monitoring requirements defined in the EMP. Each contractor will be required to develop site specific construction EMPs (CEMPs). PSC’s Sub-Contractor will conduct noise, air and surface water quality monitoring at construction site boundaries and nearby sensitive receptors to confirm compliance with relevant Vietnamese ambient quality standards as well as the IFC (2007) standard for noise and air quality. The environmental monitoring reports prepared by PSC’s sub-contractor should be submitted to PSC for approval prior to being submitted to CIPM and MOT’s Environmental Department for consideration. Each works contractor will submit monthly progress reports to the PSC. These reports will include reporting on EMP implementation performance. 176. Each works contractor will be required to prepare a site-specific Construction Environmental Management Plan (CEMP) prior to commencement of any site works. The CEMP shall specify the responsibilities, location, associated costs, schedule/timeframe and other relevant information for implementing its provisions which will include the following: a. Material transportation and storage plan b. Quarry/aggregate/borrow site management and restoration plan c. Soil erosion control plan d. Water pollution control plan (including wastewater management) e. Temporary Traffic management plan f. Noise and vibration control plan g. Dust and air pollution control plan

7 The PSC may contract a licensed entity to conduct the environmental effect monitoring as defined in the EMP.

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h. Waste management plan i. Construction safety plan and Water safety plan j. Public communication and information plan k. Emergency response plan in case of spills and other accidents involving workers and the community l. Chemicals and Hazardous Materials Management Plan m. Chance-find procedures n. Site restoration plan o. Other applicable mitigation measures indicated in the Project EMP included in the IEE approved by ADB. 177. The CEMP should be fully consistent with the Project EMP. Before civil works begin, the CEMP shall be reviewed and endorsed by the PSC and Cuu Long CIPM and shared with ADB. 178. Environmental projection authorities. The An Giang and Can Tho DONREs will have the following duties during project implementation: (i) monitor the implementation of mitigation measures identified in the EIA report (2017) approved by MONRE and the IEE report (2017) cleared by ADB to minimize the project impacts in the construction and operation phases (compliance monitoring); (ii) investigating environmental incidents (pollution and damages to natural resources caused by the project); (iii) resolution of environmental issues generated by the project; and (iv) resolution of environment-related complaints in accordance with the GRM established for the project. Table 22: Roles and Responsibilities in the Implementation of the EMP

Organization Responsibility / Role Ministry of Transport • Executing Agency of the Project. (MOT) • responsible for overall implementation and compliance with loan assurances and the EMP. • Implementing Agency of the Project. • Overall planning, management and monitoring of the environmental management. • Ensuring that all environmental protection and mitigation measures of environmental impacts are carried out in accordance with policies regulations on environment and other relevant laws. • Coordinating with Can Tho and An Giang Province and DONREs. • Environmental management activities. • Organizing training courses for local staff and contractor’s teams on mitigation measures and safety methods. • Carrying out internal monitoring with assistance from PSC. Cuu Long CIPM • Supervising and providing budget for monitoring activities. • Reporting of environmental information to MOT and the ADB. • Implement changes or adjustments according to MONRE recommendation to protect the environment according to Viet Nam’s standards, laws, and regulations. • Ensure that sufficient funds are available to properly implement the EMP. • Ensure that EMP provisions are implemented for the entire Project regardless of financing sources. • Ensure that Project implementation complies with ADB's environmental policy principles and requirements. • Ensure that environmental protection and mitigation measures proposed in the

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Project EMP are incorporated in the detailed design and that the Project is implemented following ADB’s environmental policy principles and requirements. • Ensure that tender documents and civil works contracts include the Project EMP and specify requirement for preparation and implement of construction EMP. • Review and approve the CEMPs with assistance from the PSC. • Recruit an external monitoring consultant(s) to verify monitoring of information submitted by CIPM/MOT to ADB. • Based on the results of EMP monitoring, identify environmental corrective actions and prepare a corrective action plan, as necessary, for submission to ADB. • Establish an environmental grievance redress mechanism, acceptable to ADB, to receive and facilitate resolution of affected peoples' concerns and complaints, and grievances about the Project's environmental performance. • Submit semi-annual environmental monitoring reports to ADB. • Incorporate into the detailed design the environmental mitigation measures specified in the IEE and EMP. • Assist Cuu Long CIPM in preparing tender documents and ensure that the EMP provisions are included in the tender documents and civil works contracts. • Engage environment specialists to undertake regular project monitoring and reporting based on EMP provisions. • Review CEMP in coordination with CIPM prior to construction and ensure that these are consistent with the provisions of the EMP. Detailed Design and Project Supervision • Assist CIPM in monitoring the implementation of environmental mitigation measures and the environmental performance of contractors based on the Consultant (PSC) EMP and the CEMPs. • Recruit an environmental effects monitoring consultant to undertake ambient baseline data collection and monitoring during construction phase. • Incorporate in the environmental monitoring reports the results of environmental effects monitoring and undertake data analysis. • Assist Cuu Long CIPM in preparing environmental monitoring reports for submission to ADB on semi-annual basis.

• Main responsibility includes construction works and implementation of the EMP. • Designate on-site an Environmental Officer (EO) and Health and Safety Officer (H&S) who will oversee the implementation of the construction EMP. Works Contractors • Prepare and submit to CIPM/PSC a CEMP for approval. • Ensure proper implementation of the CEMP and EMP provisions. • Responsible for preparing monthly reports for Cuu Long CIPM regarding status of EMP. • Act as local entry point for grievances • Conduct environmental monitoring sample collection and laboratory analysis Environmental based on the approved environmental monitoring plan during Project Monitoring construction and operation phase. Consultant (EMC, • Prepare and submit to PSC on the lab results of environmental monitoring for Sub-Contractor of integration in the semi-annual monitoring reports to be submitted to ADB. PSC) • During operation phase, submit to CIPM results of environmental monitoring for integration in the annual monitoring reports to be submitted to ADB. Ministry of Natural MONRE is the primary institution responsible for environmental management of Resources and the Gov of Vietnam. It is the jurisdiction of MONRE to review and approve Environment updated domestic EIA report submitted by project proponents. (MONRE), Provincial It is within MONRE’s authority to appoint the DONREs of An Giang and Can Tho DONREs as external regulators with duties to monitor the implementation of the EMP, i.e.

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mitigation measures listed in the updated domestic EIA report as approved by MONRE; to conduct compliance monitoring; and resolve environmental issues that may arise during project implementation.

People’s The provincial PCs can mobilize their various department offices to monitor Committees of An

Giang and Can Tho project’s compliance with existing guidelines and regulations.

Department of • Conduct periodic visits of construction sites; Department of Labor, Invalids and • Investigate accidents, if any, in compliance with the Law on Occupational Social Affairs Health and Safety No. 84/2015/QH13, and the procedures defined in Joint (DOLISA) of An Circular No. 12/2012/TTLT-BLDTBXH-BYT guiding the statement, Giang and Can Tho investigation, statistics and reports on occupational accidents.

C. Environmental Impact Mitigation Plan 179. The environmental mitigations, including the responsible entities tasked with their implementation are presented in Table 18 and Table 19. a. Actions required during Detailed Design and Pre-Construction Stage 180. The following table lists the actions that need to be implemented during the detailed design and pre-construction phase. These actions must be implemented by Cuu Long CIPM, the Detailed Design and Project Supervision Consultant (PSC).

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Table 23: Actions required during Detailed Design and Pre-construction Phase Project Activity Issue Required Action Responsibility Cost

Detailed Design Road elevation does not account • Ensure that the road is designed based on an embankment Design Part of PSC for climate change height (road centerline level) which accommodates the Consultant/ CIPM contract historic P1% (1 in 100 year) flood event 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 cross fall. Barrier effect (impacts on mobility • Review road design to ensure that adequate number of safe Design Part of PSC and access of locals to areas such road crossings are provided for pedestrians and agricultural Consultant/ CIPM contract as farmlands, aquaculture ponds, vehicles. social infrastructure etc.) across the road Obstruction of lateral drainage, • Review location and sizes of box culverts to allow Design Part of PSC canals that may result in flooding uninterrupted flow of drainage water across the road Consultant/ CIPM contract embankment as well as allow floodwater to flow freely. • The aperture and elevation of the culverts shall be determined based on hydrological and hydraulic calculation and accounting for increased runoff projected by climate change. Protection of the Various Functions • Ensure that bridge designs have incorporated standards for Design Part of PSC of the Waterways navigability of the canals and rivers. In sections where Consultant/ CIPM contract skewed intersections with waterways will occur, carefully analyses the prevailing conditions in each of the intersections and provided specific solutions for each location. • Ensure that bridge clearances have been duly approved. Land acquisition Decreased incomes of project- • Implement proper compensation policies and support PCs of An Giang Included in and resettlement affected households due to loss of project affected people in accordance with the approved and Can LARP budget land and livelihoods LARP. Tho/CIPM (part of Project cost) Investigation and Major safety risk to workers and • Hire the authorized mine detector team (proposed team CIPM, UXO To be

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Project Activity Issue Required Action Responsibility Cost removal of nearby communities from Can Tho and An Giang Provincial Military Commands) contractor determined. unexploded to scan and remove any possible UXO left in the project Outside of EMP ordnances (UXO) area. scope. • Inform the public UXO removal plan to 10 CPCs and people in these communes and town by information board at CPCs or broadcast through media system in Thot Not, Vinh Thanh districts and Long Xuyen city. • Install signs and alarms system at the UXO removal area while implement to warns people from entering the area. • Check the construction site and UXO clearance certificate upon completion of the UXO removal. Relocation of Temporary disruption of basic • Implement approved LARP and the following measures: (i) CIPM, District Included in cultural and public services Water supply pipelines, power supply, communication lines Resettlement LARP budget infrastructure and other utilities shall be re-provisioned before Committees (part of Project facilities (water, construction works commence; (ii) Provisions shall be made cost) wastewater, to preserve the operation of current facilities in sufficient electricity etc.) quantity and in agreement with the local community. (iii) Re- provisioning shall be undertaken in coordination with the utility company and affected households; (iv) Affected households shall be notified well in advance of such disruption. IEE and EMP Detailed Design resulting in • Review IEE and EMP to confirm that these fully reflect PSC, CIPM Part of PSC update changes with impacts not yet Detailed Design. Update as required, and submit to ADB for contract reflected in IEE and EMP review, clearance and disclosure. Bidding document Obligations of Works contractors • Ensure that bid documents refer to the (updated) IEE and PSC, CIPM Part of PSC preparation for environmental management EMP. contract • Specify in bid document that Contractors shall engage capable and trained environmental officers and H&S Engineers to take responsibility of environmental management and safety issues at the project site and to monitor the effectiveness of mitigation measures as the sub project proceeds. Grievance Public complaints and grievances • Establish and implement the grievance redress mechanism PSC, CIPM Part of PSC

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Project Activity Issue Required Action Responsibility Cost Redress related to construction activities (GRM) as defined in the IEE. Disclose and disseminate the contract Mechanism (GRM) GRM to affected people. establishment • Ensure that Cuu Long CIPM staff have capacity to supervise the GRM. • Prior to start of site works, residents and establishments, local authorities and other stakeholders who are likely to be affected by the project shall be informed on the construction schedule and activities, potential environmental impacts and mitigation measures through information disclosure at each commune.

b. Impacts and Mitigation Measures during Construction Stage 5. The following table lists the actions that need to be implemented during the construction phase. These actions must be implemented by the Works Contractors and must be supervised by the Project Supervision Consultant (PSC). Table 24: Impacts and Mitigation Measures during Construction Phase

Activity Issue/Impact Management/Mitigation measures Location Implementation Supervision responsibility responsibility Construction Ensure • Engage (at least) one full-time environmental officer and Not applicable Works contractors PSC, CIPM EMP preparation, environmental one full-time construction safety engineer to oversee staff appointment readiness proper implementation of Project EMP and CEMP provisions. • Prior to commencement of any site works, prepare and submit to PSC for approval a site-specific or construction EMP (CEMP). The CEMP shall specify responsibilities, location, schedule and method statements for the following: (i) material exploitation, storage and transportation; (ii) concrete batching plants; (iii) spoil disposal; (iv) work camps; (v) soil erosion control; (vi) site drainage and wastewater management; (vii) noise and vibration management; (viii) air pollution control; (ix) hazardous goods handling; (x) site re-

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Activity Issue/Impact Management/Mitigation measures Location Implementation Supervision responsibility responsibility habilitation; (xi) health and safety; (xii) emergency response; (xiii) consultation and communication; (xiv) traffic management, (xv) water safety, and (xv) other mitigation measures defined in the EMP.

Information Inadequate • Prior to site preparation and commencement of site 10 affected Works contractors PSC, CIMP disclosure disclosure of works, meet district and local authorities, e.g., DONREs; communities project DOTs; and community leaders in affected communities to information prior provide relevant Project information (activities, schedules, to construction etc.) and to ensure that various concerns that may affect stakeholders are discussed and addressed. Establishment Generation of • Strictly adhere to approved Solid Waste Management Work camp Works contractors PSC, CIMP and management domestic solid Plan (defined in CEMP); sites of Construction wastes causing • Do not permit disposal of untreated solid waste into worker's camps land, water, and canals, rivers or fields; air pollution and public health • Properly collect, and segregate domestic wastes at problems. workers’ camps, and offices; • Contract local environmental service units for transport of the solid waste to treatment sites every two days.

Unsanitary • Provide training to construction workers on infectious Work camp Works contractors PSC, CIMP conductions of disease prevention, particularly HIV/AIDS, water-borne sites workers’ camps, diseases. causing water, air, and soil • Set up a medical station for large-size construction pollution and a camps for first aid and health care for workers. potential for • Provide sanitary mobile toilets for each construction site. spreading of water-borne • Install sanitary septic tank toilets for each workers’ camp. diseases. • Provide separate toilets and washing facilities for men and women; • Provide clean water and hand washing soap for washing hands at each toilet area.

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• Ensure that wastewater effluent quality complies with QCVN 24:2009/BTNMT (National Technical Regulation for Industrial Wastewater)

Social conflicts • Employ local people as much as possible as construction Work camp Works contractors PSC, CIMP between workers, prioritize opportunities for PAHs. sites, 10 construction nearby workers and • Properly manage workers and organize training for communes nearby residents workers, particularly workers from other provinces on relations with residents. • Conduct quarterly meetings between contractor, Commune PCs and PAHs.

Vegetation Reduced • Removal of vegetation outside the project's ROW is Within and Works contractors PSC, CIPM clearance within vegetation strictly prohibited. along ROW, ROW coverage, leading especially at to increased • Burn removed vegetation in accordance with national and bridge locations potential for soil local regulations, and only in limited cases with strict erosion. conditions (less than 100 kg at a time; more than 500m from residential areas and other sensitive receptors such as schools, hospital, and fuel storage sites, 200 m from worker camps) with available and sufficient fire prevention devices and manpower for fire extinguishing.

Establishment Pollution resulting • Establish work areas only on sites designated by the Work areas Works Contractors PSC, CIPM and operation of from poorly Employer; the work areas shall be located at least 300 m (casting yards, work areas established and from sensitive receptors such as residential/housing storage sites, managed work areas, medical facilities, schools, religious and cultural batching areas (casting sites. plants) yards, storage sites, concrete • Construct settling/retention ponds with sufficient batching plants, specifications/capacity for treatment of wastewater (e.g., maintenance from washing of equipment such as mixer drums, trucks yards) and chutes; contact storm water, etc.) • Secure the necessary environmental approvals and permits prior to establishment and operation of batching plants. • Properly operate and maintain settling/retention ponds to ensure effluent quality meets applicable QCVN

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24:2009/BTNMT (National Technical Regulation for Industrial Wastewater). • Ensure compliance with

Earthworks Inappropriate • Strictly implement approved Spoil Disposal Plan Spoil disposal Works Contractors PSC, CIPM (general) spoil disposal (defined in CEMP). sites, transport may result in routes from/to excessive dust • Spoil disposal will only be to DONRE and DOC approved disposal sites generation and areas. surface water • Trucks transporting spoils shall be tightly covered with pollution. tarpaulin or other suitable materials to minimize dust emission and spills. • Wheel washing shall be undertaken to remove mud to ensure that access roads are kept clean. • Road surfaces shall be regularly cleaned of spilled spoil. • Spoil disposal shall not cause sedimentation and obstruction of flow of watercourses, damage to agricultural land and densely vegetated areas. • The spoils disposal site shall be adequately protected by avoiding formation of steep slopes and grassing to prevent erosion to surface watercourses. • Spent spoil disposal sites shall be rehabilitated and vegetated within one month after closure to prevent soil erosion and dust generation.

Discovery of • Immediately cease operations on road section where Along ROW Works Contractors PSC, CIPM artefacts artifacts/ archaeological finds are unearthed and immediately inform the PSC and the CIPM. • Resume works only after an official notification has been provided. Run off from soft Soft soil • Acidity of spoils shall be determined by the contractor At soft soil Works Contractors PSC, CIPM, treatment soil stockpile can removal areas DONRE smother the through pH measurement at soft soil excavation sites. adjoining Spoils that are acidic, pH<5 shall be buried to prevent farmlands when acidic run-off and oxidation of sulphide bearing minerals.

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improperly • Stabilize acidic soil in-situ, capture and neutralize stockpiled during leachate behind bunds the rainy season; the foul odor of • Temporary soft soil stock pile near rice paddies or acidic soil and aquaculture ponds shall have bund or silt fence around it. soil with high • Temporary soft soil stockpiles that are planned to be held organic content in place longer than 6 months should be sodded. maybe a nuisance to the • Temporary soft soil stockpile near residences shall be nearby residents. covered to prevent suspension of dust by wind. • Final disposal of spoil shall only be to DONRE DOC approved areas Siltation due to • Mitigate high concentration of suspended solids in return At soft soil Works Contractors PSC, CIPM, silted return water removal areas DONRE used for pumping water by retaining the return water within enough time to the sand allow the suspended solids to settle. • Contractor to determine retention time needed to comply with standards.

Drainage • Provide and maintain temporary drainage to prevent local At soft soil Works Contractors PSC, CIPM, obstruction/floodi flooding and waterlogging. removal areas DONRE ng • Prohibit disposal of waste materials and placement of construction materials, and equipment in or near drainage channels and water courses. • Provide alternative drainage prior to filling-up existing drainage/canal as may be required for the construction works. • Regularly inspect and maintain all drainage channels to keep these free of obstructions.

Construction of Excessive noise • Strictly implement approved Noise and Vibration Nearby noise Works Contractors PSC, CIPM road and vibration Control Plan (defined in the CEMP). sensitive embankment, impact nearby receptors (see access roads, sensitive • Use of modern and new construction equipment to meet Figures 22/23, and auxiliary receptors standards of noise and vibration as regulated by the IEE). facilities Government. Submit the Engineer documents proving that all construction vehicles, machineries equipment,

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and machines are checked and meet requirements concerning noise and vibration generation of the Vietnam standards as stipulated in QCVN 26:2010/BTNMT for noise level and QCVN 27:2010/BTNMT for vibration emitted by construction works. • Select routes for transportation and avoid crossing residential areas whenever possible. • Place temporary, unobtrusive noise barriers near sensitive areas such as residential areas, should noise monitoring indicate an impact to sensitive receivers. • Impose speed limits (40km/h) on construction vehicles to minimize noise emission along areas where sensitive receptors are located (residential areas, etc.). • All noise generating activities shall be undertaken using minimum impact intensity and only during the hours of 07:00 to 17:00. Operation schedule of noise generating equipment must be approved by PSC. • Provide prior notification to the community on schedule of construction activities. • Implement community complaints hotline and project GRM.

Air quality • Implement strictly the approved Dust and Air Quality At construction Works Contractors PSC, CIPM impacts due to Control Plan (defined in the CEMP); and spoil gaseous and dust disposal sites, emissions • Position any stationary emission sources (e.g., portable along transport diesel generators compressors, etc.) as far as is practical routes; Nearby from sensitive receptors; sensitive receptors (see • Use only vehicles and equipment that are registered and Figures 22/23, have necessary permits. IEE). • Burning of wastes generated at the construction sites, work camps and other project-related activities shall be strictly prohibited. • Keep stockpiles moist and tightly cover vehicles with tarpaulin sheets or other suitable materials to minimize

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dust emission and prevent spillage of materials (e.g., soil, cement, stone, sand, aggregates, excavation spoils, etc.). • Provide temporary covers (e.g., tarpaulins, grass, etc.) on long term materials stockpiles. • Clean road surfaces of debris/spills from construction equipment and vehicles. • Undertake daily cleaning of paved routes around the construction sites. • Install temporary fencing or barriers around particularly dusty activities in vicinity of sensitive receivers. • Ensure availability of water trucks on site and if the works surface and access roads near sensitive receptors. • Provide prior notification to the community on schedule of construction activities; • Asphalt, hot mix and batching plants shall be equipped with fabric filters and/or wet scrubbers to reduce the level of dust emissions. • Implement community complaints hotline and GRM.

Deterioration of • Implement strictly the approved Water Pollution Control At construction Works Contractors PSC, CIPM surface water Plan (defined in the CEMP); sites, work quality due to areas, nearby wastewater • Asphalt plants, concrete batching plants and crushing Long Xuyen, discharge from plant shall be located at least 100 meters away from Hau rivers and construction watercourses such as rivers, streams, irrigation canals, canals. activities etc. • Construction 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. • Properly operate and maintain settling/retention ponds to ensure effluent quality meets applicable QCVN 24:2009/BTNMT • Bentonite slurry, bentonite sludge, mud and other

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materials and wastes from drilling shall be collected and processed to avoid pollution of surface water. Discharge of such materials into watercourses shall be prohibited. • Equipment service and maintenance yards shall be provided with impermeable flooring and collection sump.

Water and soil • Strictly implement approved Chemicals and Hazardous At construction Works Contractors PSC, CIPM pollution due to Materials Management Plan and the Emergency sites and work spills of fuel and Response Plan (defined in the CEMP) areas, other hazardous especially near substances. • Store fuel and hazardous substances in paved and fully Long Xuyen, covered areas with secondary containment. Hau rivers and canals. • 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. • Train relevant construction personnel in handling of fuels and spill control procedures. • Ensure all storage containers are in good condition with proper labeling. • Regularly check containers for leakage and undertake necessary replacement. • Equipment maintenance areas shall be provided with drainage leading to an oil-water separator that shall be regularly skimmed of oil and maintained to ensure efficiency. • Discharge of oil contaminated water shall be prohibited. • Store waste oil, used lubricant and other hazardous wastes in tightly sealed containers to avoid contamination of soil and water resources.

Inadequate solid • Strictly implement approved Solid Waste Management At construction Works Contractors PSC, CIPM waste Plan (defined in the CEMP) sites and work management areas, resulting in soil, • Provide garbage bins and facilities at all active especially near water and construction sites and work areas for temporary storage Long Xuyen,

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groundwater of construction waste and domestic solid waste. Hau rivers and pollution canals. • 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. • Ensure that wastes are not haphazardly dumped within the project site and adjacent areas • Undertake regular collection and disposal of wastes to sites approved by local authorities or licensed waste collector.

Construction • Strictly implement approved Traffic Management Plan At construction Works Contractors PSC, CIPM, traffic (defined in the CEMP) sites, along District Traffic management transport routes Police • Provide signs advising road users that construction is in progress and that the road narrows to one lane using cones. • Employ flag persons to control traffic at the station sites for safety reasons when construction equipment is entering or leaving the work area. • Define and observe schedules for different types of construction traffic trips (e.g., haulage of spoils, delivery of construction materials, etc.). • Avoid movements of noisy vehicles during night time in vicinity of sensitive receivers. • 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.

Hazards to health • Strictly implement approved Construction Safety Plan, At construction Works Contractors PSC, CIPM, and safety of and approved Emergency Response Plan (as defined sites and work Provincial DOLISA workers due to in the CEMP) areas, along construction transport routes

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works • Appoint a qualified health and safety (H&S) manager to coordinate and ensure that health and safety precautions are strictly implemented. • Conduct orientation and daily briefings for construction workers regarding health and safety measures, emergency response. • Provide first aid facilities that are readily accessible by workers. • Provide fire-fighting equipment at the work areas, as appropriate, and at construction camps. • Provide fencing on all areas of excavation greater than 2 m deep. • Provide appropriate personnel safety equipment such as safety boots, helmets, gloves, protective clothes, breathing mask, goggles, and ear protection. • Ensure reversing signals are installed on all construction vehicles. • Implement fall prevention and protection measures for works at height (i.e. higher than 2m). • Keep record of construction incidents and accidents and report to the PSC through monthly reports.

Hazards to safety • Inform residents and businesses in advance and At construction Works Contractors PSC, CIPM, of community due regularly (monthly) thereafter through media of the sites and work Provincial DOLISA to construction construction activities, given the dates and duration of areas works expected disruption. • Place clear signs at construction sites in view of the public, warning people of potential dangers such as moving vehicles, hazardous materials, excavations etc. and raising awareness on safety issues. • All sites shall be made secure, prohibiting access by members of the public through appropriate fencing and guards.

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• Conduct regular consultation and information meetings with nearby communities in accordance with the communication plan defined in the EMP.

Damage to • Immediately repair any damage caused by the Project to At construction Works Contractors PSC, CIPM community properties and community facilities such as water supply, sites, along facilities and power supply, communication facilities, local roads and transport routes access roads the like. • Access roads damaged during transport of construction materials and other project-related activities shall be reinstated upon completion of construction works. • Install warning signs and avoid damage to electric poles and houses.

Bridge Water pollution • Firmly consolidate river banks using stones, concrete or At construction Works Contractors PSC, CIPM construction and soil erosion other suitable retaining measures at each bridge sites of 19 during bridge construction site and ensure that water courses (rivers, bridges construction canals, etc.) are kept free of excavation spoil and affecting aquatic construction debris, floating and submerged. environment • Install sheet piles prior to excavation of the pier foundation. • Construction wastewater shall be collected and treated prior to discharge to the water body in compliance with QCVN 24:2009/BTNMT. • Temporary coffer dam and silt curtains shall be provided at pier construction sites. • Disposal of slurry from bridge construction in the water body shall be forbidden. • Dredged material shall be collected and stored temporarily at a minimum of 30m from the water body for dewatering for at least 24h and disposed to an approved disposal site. • Spillage of bentonite mud shall be cleaned immediately to prevent caking and hardening.

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• Machinery for bridge construction shall be repaired and washed at designated locations at least 100 m from the water body. No machine repair and washing on bridge construction site shall be allowed. • Install sediment trap (ditch) to prevent sediment runoff into the surrounding water bodies. • Place information about the project and construction schedule in 10 communes of Thot Not and Vinh Thanh districts and Long Xuyen City in advance so that local people could prepare their fish, shrimp breeding and rice cultivation plan. • Avoid conduct of dredging in the rainy season (from May to October).

Noise and • Bored piles shall be favored in lieu of pile driving nearby At construction Works Contractors PSC, CIPM vibration from pile residential areas. sites of 19 driving bridges • If pile drivers must be used in or near residential areas, then vibratory drivers or drop hammers shall be preferred. • Diesel hammers (for steel sheet and steel tubes) are the least desirable drivers for construction near residential areas. • If diesel pile drivers are to be used, then the hammers must be encased in a light shroud

Temporary • Prepare and strictly implement a Waterway safety plan At construction Works Contractors PSC, CIPM disturbance of for submission and approval by the agencies in charge. sites of 19 water flow and bridges navigability of • Comply with the waterway traffic safety during rivers and canals construction as implemented by Decision No. during bridge and 27/2005/QD-BGTVT issued by Ministry of Transport on culvert May 17, 2005. construction, risk • Carry out regular inspection and retrieval of construction of drowning of materials dropped in the canals. workers and residents • Provide alternate channels to keep the water flowing into

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the paddies and ponds for the duration of the construction of culverts. • Secure all construction sites near water bodies to alert workers and residents of the danger, prohibit access to construction sites for residents, provide lifebelts.

Asphalting/Paving Runoff from areas • Avoid paving during wet weather. Road paving Works Contractors PSC, CIPM being paved can areas pollute adjacent • Place drip pans or absorbent materials under paving areas by equipment when not in use. entraining • Clean up spills with absorbent materials rather than particles and burying. chemicals in the runoff • Cover manholes when applying seal coat, slurry seal, fog seal, etc. • Do not allow sand or gravel placed over new asphalt to wash into drains and canals. • Paving should be swept, and excess sand and gravel collected and removed from the site. • Collect and remove all broken asphalt from the site and recycle whenever possible. • All material removed from the site must be disposed of in compliance with local regulations.

Unanticipated Impacts arising • In addition to the above environmental mitigation Within ROW, Works Contractors PSC, CIPM impacts from non- measures, the Contractor shall implement corrective along transport compliance with and/or additional measures to avoid, mitigate or routes, spoil the EMP and the compensate for other adverse environmental impacts disposal sites, CEMP due to construction works and project-related activities or as relevant performed by the Contractor and its subcontractors. • 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.) and for implementation of corrective actions due

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to the Contractor’s failure to properly implement the provisions of the EMP and CEMPs.

Temporary site Soil compaction, • Prior to demobilization, strictly implement the Site All work areas Works Contractors PSC, CIPM, local restoration, river- pollution may restoration plan. (stockpiles authorities and canal bank occur in work area, restoration areas. Poorly • Restore all temporary sites (e.g. stockpiles area, construction managed residual construction yard, temporary access, construction camp yard, temporary construction areas, borrow sites, etc.) prior to abandonment and access, materials and return property to land owner. construction waste may affect camp areas, • Rehabilitation shall include removal of structures, all environment and borrow sites, waste materials such as spoils, waste construction safety. etc.), 19 river materials, garbage. Unvegetated river and canal and canal bank • Oil stained soils shall be removed for treatment or crossings may induce bank disposal. collapses and erosion • The land should be fit for its original use prior to construction. • Rehabilitate all riverbanks and canal banks to pre- disturbance status, or as agreed with the PSC and local authorities

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c. Impacts and Mitigation Measures during Operation Stage 181. The following table lists the anticipated impacts and management actions that need to be implemented during the operation stage of the bypass road. These actions must be implemented by the Ministry of Transport as the Executing Agency of the project, and provincial authorities that will manage the road assets. Table 25: Impacts and Mitigation Measures during Operation Phase

Issue/Impact Management/Mitigation measures Location Implementation Supervision responsibility responsibility Increase in traffic- • Conduct road safety audit before the road is open to traffic. Along road, CIPM, local traffic Provincial traffic related accidents especially at authorities authorities, ADB • Regularly maintain road safety facilities (markings, crossings, lighting etc.) in the locality. intersections during the Project’s service life. Elevated noise, • Conduct regular noise monitoring during operation phase to determine the At sensitive Local government Provincial dust and gaseous need for additional noise mitigation measures; receptors along and traffic authorities DONREs emissions levels • The construction of noise barriers, to provision of double-glassed ROW (10 due to traffic that windows, the reduction of speed limit (i.e. from 80km/h to 60km/h) or communes) exceed regulated other noise mitigation measures shall be done upon official request of standard at local district or commune' authorities and if ambient noise levels exceed sensitive sites the IFC standard. • Ensure that all vehicles such as trucks, buses, cars and motorcycles meet the Vietnamese Standard of Noise for Road Vehicles (TCVN 5948 – 1999) • Ensure that all vehicles such as trucks, buses, cars and motorcycles meet emission standards of Viet Nam (QCVN 05:2009/BGTVT). • Traffic Police shall regularly check vehicles and impose regulatory fines to any vehicle that produces noise or exhaust exceeding the allowable limit.

Road Water • Runoff water from structures will be handled by the built drainage Along road Local traffic Provincial DONREs runoff structures. authorities • Periodic maintenance of drainage structures to remove blockages.

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D. Environmental Monitoring Plan 182. An environmental monitoring plan has been defined for the project in accordance with the Government of Viet Nam and ADB requirements. The plan focuses on environmental compliance monitoring and environmental quality monitoring (i.e. air, water, soil, vibration and noise) during pre-construction, construction and operation. 183. Monitoring will include environmental compliance monitoring (to be conducted by the Cuu Long CIPM with support of the PSC) and environmental impact monitoring (to be conducted by the PSC, potentially to be sub-contracted to a licensed monitoring entity). Monitoring arrangements defined for this project are described below. 184. Environmental effect monitoring. Table 21 shows the environmental effect monitoring program specifically designed for this project, defining the requirements, including, scope, location, parameter, duration and frequency of monitoring during pre-construction, construction and operational stages. Environmental effect monitoring will include monitoring of air quality, noise, water quality and soil/sediment quality, and will be conducted in compliance with relevant Vietnamese standards and procedures, including but not necessarily limited to: a. Circular No. 28/2011/TT-BTNMT: Regulation of technical procedures of environmental monitoring for ambient air and noise. b. Circular No. 29/2011/TT-BTNMT: Regulation of technical procedures of environmental monitoring for surface water. c. Circular No. 33/2011/TT-BTNMT: Regulation of technical procedures of soil monitoring. 185. Quarterly environmental effect monitoring during pre-construction and construction phases and the first year of operation will be conducted by the PSC. The provincial DONREs will conduct air quality and noise monitoring during the subsequent years of operation. The costs for environmental effect monitoring by the PSC have been estimated at $93,000. 186. The environmental monitoring results will be compared with relevant Vietnamese performance standards and the IFC Environment, Health and Safety Guidelines where these are applicable. Non-compliance with these standards will be highlighted in the monitoring reports. Monitoring results will be submitted by the PSC (through the Cuu Long CIPM) to two provincial DONREs, MOT and ADB through the semi-annual environmental monitoring reports (see reporting plan below). 187. During construction, compliance monitoring(covering environment, health and safety) will be conducted as the works are carried out by the PSC (Table 22). The compliance monitoring results will be documented in the semi-annual environmental monitoring reports. Compliance monitoring will be done on a weekly basis. Monthly reports will be submitted by the PSC to the Cuu Long CIPM. These reports will be consolidated in the semi-annual environmental monitoring reports, to be submitted to ADB, MONRE and the two Provincial DONREs.

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Table 26: Impacts and Mitigation Measures during Operation Phase

Responsibilities Aspect/Parameters to Means of Monitoring, Estimated Location Frequency be Monitored relevant standard Compliance Cost Implementation Monitoring

Surface water quality: Ranh Canal (NM1); Tam Bot ditch Analytical method: Once prior to PSC (or Cuu Long CIPM US$13,056 BOD, COD, pH, TSS, (NM2); Cai Dung ditch (NM3); Cai Sao 29/2011/TT-BTNMT construction. subcontracted turbidity, Oil and grease, ditch (NM4); Muong Thom ditch (NM5); Surface water quality Quarterly during monitoring E. coli, Coliform Kenh Xang (NM6); Long Xuyen river standard: QCVN 08- construction. entity) (NM7); Muong Thom Be ditch (NM8); MT:2015/BTNMT Rach (NM9); Dong Thanh ditch (NM10); Cai Sao Nho ditch (NM11); Goi Be ditch (NM12); Chin Xe canal (NM13); My Quy canal (NM14); My Phu canal (NM15); Ong Cau canal (NM16); Dung canal (NM17); Tra On canal (NM18); Thong Luu canal (NM19). Noise and vibration Ranh Canal (NM1); Tam Bot ditch Analytical method: Once prior to PSC (or Cuu Long CIPM US$19,584 monitoring: (NM2); Cai Dung ditch (NM3); Cai Sao 28/2011/TT-BTNMT construction. subcontracted Noise: 24-h; Day time ditch (NM4); Muong Thom ditch (NM5); Relevant noise standards: Quarterly during monitoring (7am-10pm, and night Kenh Xang (NM6); Long Xuyen river (i) QCVN construction. entity) time (10pm-7am) noise (NM7); Muong Thom Be ditch (NM8); 26:2010/BTNMT; (ii) Twice during first levels dB (A) Rach (NM9); Dong Thanh ditch QCVN 27:2010/BTNMT; year of operation. Vibration: Day time, (NM10); Cai Sao Nho ditch (NM11); (iii) IFC EHS Guidelines evening time and night Goi Be ditch (NM12); Chin Xe canal (2007) time vibration monitoring (NM13); My Quy canal (NM14); My (dB) Phu canal (NM15); Ong Cau canal (NM16); Dung canal (NM17); Tra On canal (NM18); Thong Luu canal (NM19). Ambient air quality Start point (KK1); Thoi Thuan Analytical method: TCVN Once prior to PSC (or Cuu Long CIPM US$

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Responsibilities Aspect/Parameters to Means of Monitoring, Estimated Location Frequency be Monitored relevant standard Compliance Cost Implementation Monitoring monitoring: residential (KK2); NH80 interchange 5971-1995; TCVN 5972- construction. subcontracted 48,960 PM10, CO, NOx, SO2 (KK3); NH91 interchange (KK4); Tay 1995; ISO 6768/1995 Quarterly during monitoring 16 hours, 1h average Khanh B residential (KK5); PR943 Air quality standards: construction. entity) interchange (KK6). QCVN 05:2013/BTNMT Twice during first year of operation. Soil quality Thoi Hoa residential (D1); Rach Cai Analytical method: Once prior to PSC (or Cuu Long CIPM US$12,240 pH, Cr, Pb, As, Hg, Cd Sao residential (D2); Agricultural Land 33/2011/TT-BTNMT construction. subcontracted near Tam Bot canal (D3); No. 658/6 of Soil quality standard Quarterly during monitoring PR943 (D4); Tay Khanh B residential QCVN 03- construction. entity) (D5); Garden land of Binh Duc (D6) MT:2015/BTNMT

Table 27: Compliance Monitoring Plan

Monitoring Responsibility Environmental issues Location Methodology Frequency Implementation Supervision Pre-Construction Phase 1. EMP incorporated into tender documents Bidding documents Review documents Once PSC MOT, ADB 2. Check for and removal of remaining unexploded ordnance Using of special Local military Cuu Long Along ROW Once (UXO) from the wars equipment forces CIPM 3. Detailed Design and Project Supervision Consultant (PSC) contracted by Cuu Long CIPM, with adequate resources for Cuu Long CIPM Confirmation by CIPM Once CIPM ADB EMP implementation coordination support. Once for each 4. Construction EMPs (CEMPs) prepared by works contractors All Works contracts Review documents works PSC CIPM, ADB and cleared by PSC and CIPM contract 5. CIPM has assigned full-time environment staff to coordinate CIPM office Confirmation by CIPM Once CIPM MOT, ADB EMP implementation

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Monitoring Responsibility Environmental issues Location Methodology Frequency Implementation Supervision 6. Contractors have assigned one full-time environment specialist Confirmation by Once for each and one full-time construction safety engineer prior to Works contracts PSC CIPM, ADB contractors contractor commencement of works 7. Grievance Redress Mechanism is established, with clearly CIPM office, identified entry points, procedures and timeframes. The GRM is Confirmation by CIPM Once CIPM ADB construction sites disclosed to potentially affected people At monitoring sites 8. Pre-construction monitoring conducted in accordance with the Monitoring results identified in the Once PSC CIPM, ADB environmental effect monitoring plan defined in this EMP. provided by PSC monitoring plan Construction Phase Site inspections based Throughout the road CIPM, 1. EMP and CEMP are properly implemented on measures defined in Weekly PSC alignment DONREs the EMP GRM Register, 2. Grievance Redress Mechanism is operational and functioning, CIPM office, Discussion with Semi- PSC CIPM, ADB complaints are redressed in accordance with the GRM. DONREs, contractors contractors, CIPM, annually DONREs Construction sites, 3. Relevant permits are secured (batching plants, spoil disposal batching plants, spoil Records of Works Once PSC CIPM sites, work areas, others as relevant) disposal sites, work contractors areas Construction sites, CIPM, batching plants, spoil 4. Sites are secured and well maintained Site observations Weekly PSC DOLISA, disposal sites, work DONRE areas Construction sites, CIPM, 5. Construction safety complies with Vietnamese regulations, work areas, spoil Site observations Weekly PSC DOLISA, accidents are investigated and reported disposal sites DONRE At monitoring sites Semi-annual 6. Environmental effect monitoring is conducted by PSC in identified in the environmental monitoring Semi-annual CIPM ADB compliance with the monitoring plan monitoring plan reports 7. Information disclosure and public consultation is conducted in Site observations, Weekly, semi- Construction sites PSC CIPM accordance with the consultation plan monitoring reports annual

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Monitoring Responsibility Environmental issues Location Methodology Frequency Implementation Supervision PSC progress reports, semi-annual 8. Training is conducted in accordance with the training plan N.A. Semi-annual CIPM ADB environmental monitoring reports 9. Environmental and safety personnel are present on site Construction sites Site observations Weekly PSC CIPM 10. Spoil disposal sites are clearly delineated and well managed Spoil disposal sites Site observations Monthly PSC CIPM 11. Batching plans/work areas are well managed Batching plants Site observations Weekly PSC CIPM 12. Reporting by contractors is timely and covers CEMP Monthly progress reports N.A. Monthly PSC CIPM implementation by contractors 13. Non-compliances (such as excessive noise and dust at Construction sites, construction site boundaries, inappropriate disposal of spoil along transportation Site observations Weekly PSC CIPM and waste, etc.) are redressed by the contractors. routes Construction sites, 14. Dust suppression (e.g. sprinkling water on existing roads and along transportation Site observations Weekly PSC CIPM construction sites) is implemented routes 15. Temporary noise barriers at sensitive areas are installed. Sensitive areas Site observations Weekly PSC CIPM 16. Sanitary conditions at work camps (water supply, toilets, Worker-basecamps Site observations Weekly PSC CIPM management and treatment of wastes) 17. Health care (e.g. periodic health examinations, communicable Worker-basecamps, Site observations, Weekly PSC CIPM diseases, first aid, and medical stations on-site) construction sites informal interviews 18. Social problems associated with labor force (e.g. strife, alcohol Worker-basecamps, Site observations, Weekly PSC CIPM and drug abuse, gamble, etc.) construction sites informal interviews 19. Maintenance of water flows (e.g. streams, irrigation canals, and At all 19 river Observation Weekly PSC CIPM drainages) crossings 20. Maintenance of local roads used for transporting wastes and Throughout the road Observation Weekly PSC CIPM materials alignment 21. Emergency response plan is in place Storage areas Observation Weekly PSC CIPM 22. Traffic safety (e.g. signboards, lighting systems, speed limits, Intersections Observation Weekly PSC CIPM and instruction manuals)

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188. The compliance framework, based on the environmental requirements established by the EMP and Environmental Specifications included in bidding documents, will be strictly enforced by the PSC. Minor and major infringements will be determined according to the following categorization table: Table 28: Category of Infringement & Remediation

Category of Definition Remediation Infringement

Incident which causes – Minor clean-up operations Minor Infringement temporary but reversible – Minor restoration activities damage to the environment, – Adjustments to construction practices community property, people. – Compliance with EMP and CEMP – Major clean-up operations Incident where there is long- – Comprehensive investigation of incident, term or irreversible damage including reporting Major Infringement to the environment, – Major restoration requiring engineering measures community property, and – Major restoration of community property people – Compensation to affected communities or persons.

189. For minor infringements—an incident which causes temporary but reversible damage— the contractor will be given a reasonable period of time to remediate the problem and to restore the environment or strengthen safety procedures. If restoration is done satisfactorily during this period, no further actions will be taken. If it is not done during this period, the NEPMU will immediately arrange for another contractor to do the restoration, and deduct the cost from the offending contractor’s next payment. 190. For major infringements—an incident where there is long-term or irreversible damage or negligence to construction safety resulting severe injury or death of workers or community members—there will be a thorough internal and independent (i.e. by relevant authorities such as An Giang/Can Tho DONREs or DOLISAs) investigation of the incident. Financial penalties may apply in addition to the cost for restoration activities. 191. The compliance framework will be applied as follows: a. The PSC will identify or be notified of an infringement (community member, local government); b. The PSC in consultation with relevant stakeholders (CIPM, DONRE, and DOLISA) will assess whether it is a minor or major infringement. 192. For minor infringements: a. The PSC will establish the required mitigation measures, and issue a notice to correct, defining time period, which is a maximum of five days to remedy the situation. b. The Contractor will review the recommendation and confirm (i) the level of infringement (minor/major); (ii) the mitigation measures; and (iii) the mitigation time period. If they do not agree, they will work with the PSC and the CIPM to reach mutually acceptable recommendations. c. The Contractor shall remedy the infringement in accordance with the recommendations within the agreed time period. d. The PSC shall confirm the infringement is satisfactory remedied in the time period.

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e. If the infringement is not remedied satisfactorily in the time period the PSC shall inform the NEPMU. The CIPM shall immediately arrange for a separate contractor to undertake the necessary works and the cost of this shall be deducted from the next payment to the offending contractor. 193. For major infringements: a. The Contractor and/or PSC shall immediately inform the CIPM of the incident; b. The CIPM shall immediately inform the appropriate provincial authorities if appropriate (DONRE, DOLISA); c. The CIPM, in consultation with the PSC and provincial authorities as appropriate, shall agree upon mitigation and clean-up measures to be undertaken immediately by the contractor or by specialists to be procured at the contractor’s expense. To minimize the environmental impacts the restoration activities should be completed within ten days. d. In case of serious accidents incurring severe injury or death of construction workers or community members, the CIPM will ensure that an investigation is conducted in accordance with the relevant Vietnamese regulations (Law on Occupational Health and Safety No. 84/2015/QH13, and the procedures defined in Joint Circular No. 12/2012/TTLT-BLDTBXH-BYT guiding the statement, investigation, statistics and reports on occupational accidents). e. MOT and/or the CIPM shall apply a financial penalty, not to exceed 1% of the contract cost, for each major infringement, in addition to any costs associated with the infringement not borne by the contractor. 194. Any conflicts between the Contractor and PSC shall be resolved by the CIPM. ADB expects to receive the following information related to serious project-related infringements or incidents: (i) a written notice of the incident within 24 hours; (ii) the minutes of the investigation issued by relevant authorities (DOLISA or DONRE) within 30 days; and (iii) a full inventory of minor and major infringements and accidents, to be reported in the semi-annual environment monitoring report to ADB. E. Reporting System 195. The following reports related to the implementation of the EMP will be prepared and submitted to relevant agencies: 196. Monthly progress reports by the contractors (to the PSC). Each works contractor will submit monthly progress reports to the PSC. These reports will include reporting on EMP implementation performance. 197. Monthly reports by the PSC (to the CIPM). The PSC will submit monthly project progress reports to the CIPM. These reports shall also include a comprehensive section on EMP and CEMP implementation progress, grievances received, minor and major infringements, occupational accidents, and necessary corrective actions. 198. Semi-annual environmental monitoring reports by CIPM (to ADB). CIPM will submit semi-annual environmental monitoring reports in English and Vietnamese to ADB for clearance and disclosure. These reports will be prepared by the PSC on behalf of the CIPM. The reports will follow the template prescribed by ADB. Semi-annual reporting shall continue after construction completion until the project completion report is issued. 199. Draft project completion report on EMP implementation (by PSC/CIPM to MOT and ADB). No later than 3 months after the completion of the construction work, the PSC and CIPM will gather compliance monitoring information from all contractors and provide a completion report on construction mitigation to ADB and MOT. The report will show the timing, extent, and success of the completed mitigation measures, and the maintenance and monitoring needs during operation.

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F. Capacity building, Training 200. All parties involved in implementing and supervising the EMP must have an understanding of the goals, methods, and practices of project environmental management. The project will address the lack of capacities and expertise in environmental management through (i) institutional capacity building, and (ii) training. 201. Institutional strengthening. The capacities of CIPM to coordinate environmental management will be ensured through a set of measures: d. The retainment of the full-time and qualified environment specialist within the CIPM (currently covering Components 1-3) in charge of EMP coordination, including GRM and coordination of environmental impact monitoring, training, reporting, etc.; e. The contracting of environmental specialists (one international, one national) and national construction safety engineers under the project supervision consultancy services (PSC); and 202. Training. The contractors will receive training in CEMP preparation, EMP and CEMP implementation, supervision, and reporting, the Grievance Redress Mechanism, and construction safety. Training will be facilitated by the environmental specialists under the project supervision consultancy services (PSC). The tentative training plan (Table 24) shall be reviewed by the PSC based on a training needs assessment and refined in their technical proposal. The cost for this program, estimated at $6,000 will be included in the PSC contract. In addition, each works contractor will conduct daily box meetings and monthly trainings on construction site safety and environmental protection requirements for all construction staff.

Table 29:Tentative EMP-related Training Program Cost Period No. of Total Training Attendees Contents Times ($/persons (days) persons Cost /day)

EMP requirements CIPM Laws/guidelines Twice - 2 20 50 $2,000 and contractors of Viet Nam in responsibilities, environmental Once prior to, CEMP preparation, protection, ADB and once after implementation Safeguard Policy one year of Statement 2009, project National implementation Technical Regulations for the Environment, Organization of environmental management in VEC/NEPMU.

CEMP preparation requirements and procedures, roles and responsibilities, supervision and reporting procedures, review of experience (after 12 months)

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Cost Period No. of Total Training Attendees Contents Times ($/persons (days) persons Cost /day)

Occupational Contractors Construction Twice - 2 20 50 $2000 health and safety safety requirements, Once prior to, procedures and and once after responsibilities; one year of key regulations project (Law on implementation Occupational Health and Safety No. 84/2015/QH13, Joint Circular No. 12/2012/TTLT- BLDTBXH-BYT), international good practice (ILO guidelines)

Grievance Redress CIPM, Roles and Twice - 2 20 50 $2000 Mechanism, Public contractors, responsibilities, consultation DONREs procedures, Once prior to, review of and once after experience (after one year of 12 months) project implementation

Total estimated cost: $6000

Note: The daily rate of $50 per person includes costs for course material preparation, rental of training facilities, and food.

G. Consultation, Participation and Information Disclosure 203. A plan for public involvement during construction has been developed during project preparation (Table 25). Contractors and the CIPM has main responsibility for public participation during project implementation but will be supported by the PSC. Affected communities will be involved and consulted through site visits, investigations of specific issues, interviews, and public meetings.

Table 30:Public Consultation Plan

Organizer Format Frequency Subject Attendees Construction Stage Contractors Public Prior to start of Presentation of planned Potentially meetings construction works; activities and schedule; affected quarterly thereafter anticipated impacts and households, mitigation measures; ward PC GRM representatives CIPM, PSC Public Once before Presentation of planned Potentially meetings & construction activities and schedule; affected site visits commences (public anticipated impacts and households, and informal meetings) and semi- mitigation measures; ward PC annually thereafter

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Organizer Format Frequency Subject Attendees interviews during construction GRM representatives (site visits and informal interviews) CIPM, PSC Expert As needed, based on Comments and Experts of workshop public consultation suggestions on various sectors, mitigation measures, county/ district public opinion EPBs PSC, CIPM Public Once at PCR stage Public satisfaction with Potentially satisfaction EMP implementation affected survey Comments and households, suggestions ward PC representatives

204. Information disclosure relating to environment safeguards will continue throughout project implementation. The project’s environmental information will be disclosed as follows: 205. The IEE including EMP is disclosed on the project website at www.adb.org. 206. All semi-annual environmental monitoring reports during project implementation will be available at www.adb.org and shared with Provincial DONREs and MONRE. H. Cost of Environmental Impact Prevention, Mitigation, Monitoring 207. 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 PSC enviromental specialists. 208. 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. 209. Environmental monitoring to ensure compliance with the EMP and Viet Nam standards and regulations will be conducted by CIPM environmental staff, CSC environmental specialist (and from time to time by the DONREs). 210. The direct cost (US$244,500) to the Project will be confined to the cost of ambient environmental monitoring /sample collection and laboratory analysis (about US$93,000), the fees and expense cost of the environmental and H&S specialists of the PSC (about US$141,500) and expenses for training and public consultation (US$10,000).

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VI. PUBLIC CONSULTATION, INFORMATION DISCLOSURE AND GRIEVANCE REDRESS MECHANISM

A. Public consultation 211. Per ADB’s Safeguard Policy Statement (2009), public consultation shall begin early in the project preparation stage and carried out onan ongoing basis throughout the project cycle. 212. Among the requirements of the ADB’ SPS 2009 is the conduct of public consultation at early part of the IEE preparation. In compliance with this guideline, VNC organized and carried out a public consultation in the two Provinces that will be traversed by the Component 4 under CMDRCP from 10 to 25 March 2017. During these activities, details of the Project were presented as well as the identified environmental impacts and mitigation measures. 213. The summary of the comments received from the local Commune People’s Committee of An Giang and Can Tho Provinces and the Project’s response are enumerated in Table 26. Table 31: Comments from Communes’ PC of An Giang and Can Tho Provinces

Commune/ Comments of Public consultation No. Ward/ Mitigation Recommendations for Project Identified impacts Organization measures owner I Local authorities Agreed with project Comply with Comply with Laws and Regulations of implementation and contents in the Environmental Protection Thoi Thuan content of draft EMP of the 1 Avoid impact on society and economy Ward Environmental Project. in Thoi Thuan commune. Protection Plan for the Project. Agreed with project Agreed with − Ensure security and enhance better implementation and project and transportation for local people content of content of − Avoid contamination of water run- Environmental Environmental off, river and canal water by oil Protection Plan for Protection Plan spillage the Project. of the Project. Vinh Trinh − Cover to avoid dust and do not spill 2 Commune excavated soil and construction materials − Avoid the landslide which affect to aquaculture of local people − Comply with contents stated in draft EMP prepared by VNC Agreed with project Agreed with − No comment and content of project and Environmental content of My Thanh 3 Protection Plan in the Environmental Ward Project. Protection Plan in the Project.

Agreed with project Agreed with − Ensure security and enhance better and content of project and transportation for local people Environmental content of − Avoid contamination of water Protection Plan in the Environmental runoff, river and canal water by oil My Thoi 4 Project. spillage Ward Protection Plan in the Project. − Cover to avoid dust and do not spill excavated soil and construction materials − Avoid the landslide which affect to

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Commune/ Comments of Public consultation No. Ward/ Mitigation Recommendations for Project Identified impacts Organization measures owner aquaculture of local people − Comply with contents stated in draft EMP prepared by VNC Agreed with project Agreed with − Cover to avoid dust and do not spill and content of project and excavated soil and construction Environmental content of materials My Phuoc 5 Ward Protection Plan in the Environmental − Prepare the collection and Project. Protection Plan treatment plan for waste in the Project.

Agreed with project − Ensure no − Comply with contents stated in the and content of impact to draft EMP Environmental quality of soil, − Maintain the environmental Protection Plan of the water, and air. management and monitoring Project. − Focus on the during the project construction and treatment of implementation. 6 My Hoa Ward hazardous waste and wastewater. − Notice of fire protection and firefighting system. Agreed with project Agreed with − Must collect and dispose of and content of project and construction waste and treat waste Environmental content of water. Protection Plan in the Environmental − Do not store materials which Project. Protection Plan interfere with transportation and in the Project. cause environmental pollution − Implement dust and noise mitigation measure 7 My Quy Ward − Focus on water drainage system, avoid environmental pollution by not blocking water flow − Provide solutions for poor water irrigation in local area in case irrigation canal blockage happens − Comply with contents stated in the draft EMP The project The construction − The Project Owner must prepare implementation will must have the back-up funding to compensate affect transportation, detailed plan for affected households when living condition. and strictly damage occurs. comply with − Focus on the local security and My Khanh construction 8 politics in local area during Ward progress. construction. Arrange of temporary service road for local transportation. Binh Duc Agree with the Agreed with − Avoid the materials and debris 9 Ward project and content in project and disposal in adjacent areas

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Commune/ Comments of Public consultation No. Ward/ Mitigation Recommendations for Project Identified impacts Organization measures owner the reports content of − Minimize dust pollution and noise Environmental nuisance Protection Plan − Focus on the traffic safety in the Project. − Ensure that environmental regulations and standards are complied with − Cooperate with local commune/district to solve conflicts when it occurs during construction stage Agreed with project Agreed with − Implement the contents in the and content of project and reports Binh Khanh Environmental content of 10 Ward Protection Plan in the Environmental Project. Protection Plan in the Project. II Organizations Secondary Difficulty to transport Must have − There are crowded pupils in school School of pupils, citizens, proper (1300 pupils). Thoi Thuan teachers during construction − The school is located near the construction progress. proposed project road, many Limit the studying Need to have parents pick up their children. space of school fence, sign − The school proposed to open Dust and noise can board, traffic additional classes. affect the studying man at rush space in school hours. Loss of landscape in Proper lane school splitting. 214. Under the IEE preparation by VNC, the Project also conducted interviews with local people in the Project area. The result of the perception survey showed that the majority of the respondents knew about and are in favor of the Project. Table 16presents the respondents’ opinions regarding the Project. Records of the public consultation are presented in Appendix 4. Table 32: Comments from Local People Affected by the Project

No. Summary of Comments/Concerns and Project Response Land Acquisition and Resettlement: The project will acquire Suggest to Project Owner to the residential and agricultural lands affected to compensate strictly comply with Law and for lost income. The residents raise their comments as ensure the justice and follows: fairness to local people. 1 − Any solution to compensate and financially support of Quickly inform local people AHs? so that they can be well- − The compensation by the Project Owner must be prepared for the situation commensurate to land and facilities loss due to the project construction. Environmental issues: The local authority suggests − Dust and waste generation by land acquisition activities to Project Owner to like remove and backfill can impact on air environment, implement the environmental protection plan during 2 local people living nearby the construction site, landscape, current flow, and so forth. construction, and work with local authority committee − Dust and noise pollution from construction activities like about disposal areas and excavation, filling, or machine operation, can affect human provide the roof during waste health (sore eyes and respiratory disease), even danger to

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No. Summary of Comments/Concerns and Project Response human body in the long-term effect. and spoil transportation. − The project passes through many rice fields, agricultural farm land of residents, so the construction activities must avoid the landslide, dumping of waste and spoil, and others to local people. Construction workers: The project will mobilize many workers Suggest Project Owner to from other places. The mobilization of different people in orient workers on labor different areas could result to conflict between local people regulations and cooperate and workers from other place and the newcomers also cause with local authority during pressure on services and facility development. The worker construction to solve any 3 accommodations can be the source of many diseases due to problem that may occur. poor water quality to generation of wastewater, bad odor, and Suggest to Project Owner to poor waste management which impact on community health use local labor to enhance and security. The main diseases can affect local people such employment for local people as flu spreading through air and water and so forth. and limit social and other problems that may occur. Traffic and community advantages: Suggest to Project Owner to − The construction will affect to traffic safety corridor on the restore and ensure safety for road due to materials and spoils transport local people during traffic and transportation. − The project will overuse the canal system, service road for 4 construction which can cause damage to the road and For local canal crossings, human and other facilities. there should be provision not to limit water flow and impact on agricultural production of farmers. Construction progress: Request the Project Owner to quickly 5 construct and soon complete the project since the survey started years ago in 2011.

B. Grievance Redress Mechanism (GRM) 1. Objective and Principles 215. The main objective of the Grievance Redress Mechanism(GRM) is to provide a time bound and transparent mechanism for affected people to voice out and resolve complaints in the project area. This mechanism is relatively complex and 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 Contractors and the Employer. The Contractors will (i) record the complaints, categorize and prioritize according to urgency for resolution; (ii) consult with all relevant stakeholders, visit the project site, and do the required investigation; (iii) settle grievances in consultation with the complainant and local authority; (iv) report to the aggrieved parties about the decision/solution; and (v) forward the unresolved cases to higher authorities and/or the Employer for resolution. The Employer will coordinate the GRM, keep records of all grievances, supervise resolution of these complaints, and report on the GRM in the semi-annual monitoring reports to ADB. The GRM for component 4 makes use of the GRM established for the main project (covering components 1 to 3). The main objectives of the GRM 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.

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216. In as much as a grievance redress mechanism has been established for social impacts and resettlement, this GRM shall deal with the environment issues of pollution (water, air, soil), land degradation, obstruction and encroachment of construction into farmlands and fishponds, complaints on threats to public health, and safety due to project activities. 217. Figure 25 shows the relationship among the requirements of the ADB and the country (Viet Nam) and person or persons who may be aggrieved or concerned about an issue related to activities carried out on a Bank-funded infrastructure project.

Figure 25: Grievance Redress Mechanism Coverage

218. The possible types of grievances that might arise during the pre-construction and construction stages can be anticipated based on the environment, social and cultural setting of the Project corridor. The Project corridor will cross numerous rivers, canals and roads. Given the land use development patterns of the Delta, built-up areas are commonly found along canals, rivers and roads, hence these communities will be exposed to noise, vibration and dust. While standards have been set and mitigation measures are proposed, tolerance and perceptions vary among different individual persons or group of persons hence, complaints cannot be totally ruled out. 219. Land use along the Project corridor is dominated by cultivation with scatterings of aquaculture ponds. Consequently, risk of affecting those lands immediately adjoining the Project corridor cannot be entirely avoided. Accidental intrusion by construction equipment, spillage of spoils and muddy water into adjoining properties may occur causing property owners to lodge complaints.

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2. Stakeholders of the Component 4 GRM 220. Community: includes people of different groups who may be positively or negatively affected by the Project during the pre-construction, construction and operation stages. 221. Project Affected People (PAPs): people who may be negatively affected by environmental impacts generated by the Project activities in the pre-construction, construction and operation stages. 222. Complainant: an individual or group of people with an environmental issue, concern, problem, complaint or claim that he, she or they want addressed and/or resolved. 223. Governmental Authorities: governmental agencies responsible in State management on natural resources, environment, security and justice in the Project Provinces or at the Central level. In this Project, relevant agencies for resolution of grievances on environmental issues include: - People’s Committees (PCs) of Communes, Districts and Provinces/City, functional agencies of the PCs at commune level such as Section of Economy, Section of Natural Resources and Environment; Section of Agriculture- Forestry-Fishery; Section of Security, Resettlement Teams, etc. - Functional agencies of the PCs at District level: Division of Natural Resources and Environment; Division of Economy; District’s Police; Division of Agriculture- Forestry – Fishery, Division of Labor – Invalid and Society; District Resettlement Committees. - Functional agencies of Province’s PCs: Departments of Natural Resources and Environment (DONRE); Justice (DOJ), Agriculture and Rural Development (DARD), Labor- Invalid and Society (DOLIS); Departments of Public Security (DPS), Department of Planning and Investment (DPI). - Relevant ministries: Natural Resources and Environment (MONRE), Transport (MOT), Justice (MOJ), Labor- Invalids and Society (MOLISA) and Planning and Investment (MPI). 224. Social - Political Organizations:Public organization in all Communes, Districts in the Project area. The most relevant to this Project are: Fatherland Front Committees (FFCs), Women’s Associations, Veterans’ Associations, Youth Associations, Associations of Farmers. 225. Project Implementing Agency: in this Project, the Cuu Long CIPM is responsible for day to day management of the Project. 226. Contractors:who have signed a contract with Cuu Long CIPM to implement any part of the Project in the pre-construction and construction stages. 227. Third Party:one or more governmental units or independent units who function to evaluate damages caused by the Project to the PAHs and is invited by the complainants or local PCs/local socio-political associations to resolve the claims in cases that the Project Implementing Agency or contractors and complainants cannot resolve the grievances. 3. Implementing Steps a. Focal Points 228. Contractors will be the first entry point to the GRM. Contractors must establish procedures to receive, record and report to Cuu Long CIPM on complaints within their area of influence. Contractors shall disclose contact numbers of the contractor and the contractor’s GRM focal point at construction sites. Cuu Long CIPM shall announce the existence of theGRM through information dissemination to relevant governmental authorities at provincial and district level. Cuu Long CIPM shall also set-up a 24-hour hotline for complaints and the hotline. Names and contact numbers of representatives of Cuu Long CIPM/Contractor and supervision consultant tasked to receive complaints shall be placed on the notice boards outside the construction site. Locally affected people may also express grievances through the Ward or District committees

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass and these would be referred to Cuu Long CIPM through the usual channels in those committees. b. Procedures and Time Frames 229. Prepare a Complaint. The claims / complaints can be lodged in the following manner: - Verbal: complainant directly express their complaints to representatives of the Contractor or Project Owner in a face to face meeting or through the established hotline. Village representatives and neighbors of the complainant as witnesses are important in verbal conversations; Verbal complaints must be recorded by the GRM focal point (contractor of Cuu Long CIPM) and the complainant should sign the record; - Written form: Complainants express their complaint to contractor or project owner in a written form. In 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 Cuu Long CIPM or its contractors; 230. To obtain proper and fast resolution of all types of complaints, the complainant (individual/household, company) should ask local village / Commune officers (PC or Police) to prepare Minutes or Record of evidence of damages caused by the project activities and with signature of representatives of three sides: the (1) Project Owner or Contractor who is directly associated with this Project, (2) complainant and (3) local PC or FFC or witnesses. 231. The complainant can directly express their claims to representative of the Contractor/ supervision consultant (in case of verbal complaint) or send their grievance letter to offices of contractor/Project Owner 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 complaint letter, he/she can ask local PC or a media company to help them to send this letter to the Contractor/Project Owner. 232. Receive and Register a Complaint (max 5 days). Once a complaint has been received, it should be registered by the Project Owner/Contractor and local PCs. Within a maximum of 5calendar days, an acknowledgment letter from the Project Owner/Contractor should be sent back to the complainant with a copy to the local PCs of An Giang and Can Tho. 233. Screen of Eligibility and Assessment/Evaluation of Complaints (max 5 days). The steps to be carried out by the Project Owner/Contractor are: - Cuu Long CIPM will determine if the complaint is attributable to the Project activities and if it is within the scope of this GRM, if not then it should be referred to the appropriate entity; and - 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 (2014), assessment unit should be mutually agreed by both parties (the complainant and Cuu Long CIPM or its contractor). 234. Assessment/Evaluation of the Damages Caused by the Project Activities (max. 20 days, or as agreed with the complainant). In case the complaint is related to the Project activities, representatives of the Project Owner / Contractor and the selected assessment agency 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 upon by the complainant and should be signed by the complainant, representatives of Project Owner/Contractor, assessment agency and Communes’ PC. 235. If one side is not satisfied with the assessment results, they can propose another method or another assessment agency to re-assess the impacts until the assessment satisfies both sides. The complainants may request the assistance of the local PC for assistance in finding another assessment agency suitable for the case. 236. Select and agreed on grievance resolution approach (max. 20 days, or as agreed with the complainant). Depending on the contents of the complaint and level of adverse

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass impact, in this step the Project proponent/Contractor may select a reasonable way for resolution. Some common ways suitable in the conditions of the Project’ Provinces are suggested below: - The complainant proposes a solution, based on their self-own - evaluation of damages; - The Project owner/contractor proposes a solution, based on the legal regulations and assessment of the damages; - The complainant and Project owner/contractor negotiate to resolve the issue; and - Two sides defer to a third party (local mediating committee), governmental agencies with participation of environmental management units. In case of failure in resolution proposed by both sides may request a court to decide. 237. Compensate/Correct Damages Caused by the Project Activities and Communicate Back to All Parties Involved (max. 20 days). After obtaining agreement of the complainant and the representatives of the Project proponent/Contractor in levels of damages relating to environmental impacts of the Project and methods of grievance redress, the Project proponent or its Contractor will immediately compensate the complainant. The compensation may be in money and/or in kind (e.g. 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. 238. A minute recording the results of this grievance redress should be prepared and signed by the complainant, representatives of the Project proponent/contractor and local PC. A summary of this minute should be provided to the relevant parties (e.g. local PC, complainant, Project proponent/ontractor and media and court if involved in the resolution). 239. 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: - Commune PCs where complaint is located; and - Fatherland Front Committee (FFCs). 240. In case the complainant is not satisfied with the resolution of the Project proponent/Contractor, he/she/they may take the following courses of actions: - Re-calculate his/her/their loss by due to Project activities; show more evidences of the damages; - Refer to a third party (mediator, lawyers to find other approach); and/or - Stop complaint if he/she/they aware that his/her/their evidences are not clear, or reasons not caused by the Project.

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VII. CONCLUSION AND RECOMMENDATION

241. This IEE is prepared consistent with the environmental assessment requirements of ADB’s Safeguard Policy Statement 2009 (SPS) and was submitted to ADB for clearance and disclosure on its website. 242. The findings and conclusions of the report are based on the analysis of the information collected from the field during March 2017 by undertaking a transect walk environmental survey along the proposed route, the review of secondary information supplemented by information collected by the social and technical teams working on the resettlement survey and detailed survey, and meaningful public consultation conducted in the project area. 243. The road alignment runs parallel to Hau River on its south-western bank. The project area is in the flood plains of the Mekong Delta with an average elevation of 1 - 2m above sea level. The alignment of the proposed road traverses mostly agricultural land and the fringes of small towns and villages. Forests, conservation areas or legally protected sites are not found near the proposed road. 244. It is forecasted that by 2065, flood will submerge areas of the Delta that are below 1m in elevation. The project has considered climate change in the planning. Design elevation of the road has been set to elevations above the predicted worst flood level of 3m by 2050.The review of road and bridge design elevation with reference to the contingency of waterlevel rising to 0.3m due to climate change impact has led to changes of longitudinal section elevation of 13 bridge works and 6.32km of roads by some 6-47cm. 245. It is anticipated that the operation of the road will have numerous socio-economic benefits. One of these is in the time savings that will be realized during the operations of the road and bridges, and which are expected to benefit the road users. Improved road access will bring an opportunity of overall economic and social development. The road will also provide cost- effective, safe and fast transport of goods and services from rural areas to urban centers and vice versa. The people and enterprises will be more interested in increasing their production due to market accessibility. This will contribute significantly to increase in productivity in the delta region and eventually improve the overall socio-economic condition of the people. Once the road is in operation, trade and business activities will be further promoted. There is a possibility of increased economic opportunity and significant growth and expansion of local markets along the road alignment like in Vinh Thanh and Thot Not districts (Can Tho City) and Long Xuyen City (An Giang Province). In addition, the construction of the road will lead to appreciation of land values particularly near the market and settlement areas. 246. Assessment of project impacts during the pre-construction phase has identified certain concerns that can result from oversight. The project’s failure to account for all the canals along the project corridor in the planning and design may damage the irrigation system and deprive farmers and aquaculture pond operators of water supply. 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 the navigation of the canals and rivers. As for the irrigation canals, bridges and culverts are provided to allow uninterrupted flow of irrigation water across the road embankment as well as to allow floodwater to flow freely into the waterways. As part of navigation safety, during construction the Contractor should comply with the waterway traffic safety 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. Regular inspection of construction works in canals should be carried out, and the retrieval of construction materials dropped in the canals shall be carried out immediately. 247. The acquisition of the ROW will have significant socio-economic impacts on the Affected Persons (APs). The impacts will include loss of land, partial or complete removal of structures, and displacement and relocation of APs. In total, the road will result in the loss of 31.22 ha of agricultural land, 2.58 ha of residential land and 2.34 ha of non-agricultural land.

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248. Noise is one of the potential impacts during the construction stage. Source of noises during construction are construction equipment and construction plants, for example asphalt and concrete batching plants. Predicted noise levels generated during construction are expected to exceed existing noise levels and exceed the maximum noise levels allowed areas. This is of concern at the approaches of Kenh Xang Bridge and Long Xuyen Bridge due to the requirement for larger construction sites, including the casting yards. Mitigation measures for noise impacts include substitution of equipment with a lower noise signature, isolation of sources of noise or the receptor, increasing the distance between source and receptor, and minimize noise at the source. 249. Without mitigation, TSP concentrations during construction may exceed standards. Construction may cause further degradation of ambient air quality. To protect public health, dust suppression and other mitigation measures should be implemented. Dust suppression through spraying water shall be applied to unpaved roads, as well as other bare areas within active construction sites. A speed limit shall be imposed on project vehicles travelling on unpaved roads to minimize the re-suspension of dust. Wheel washers shall be provided in active construction sites so that delivery trucks can be cleaned of mud and dirt as they exit the work area. 250. Erosion and sedimentation may occur in construction sites located along river banks, such as the construction of the bridge piers which could affect farmlands and structures in the canal or riverbank. The predicted impacts of erosion and siltation during construction along river banks is partly mitigated by the construction method which requires installation of sheet piles prior to excavation of the pier foundation. Also, spoils should be piled away from the waterway. If a spoils stockpile is near a water body, a bund or silt fence should be placed around the spoils stockpile area. 251. The road construction will require excavation of foundation and the removal of a large volume of soft soil. Spoil can smother the adjoining farmlands when improperly stockpiled; and the foul odor of soil with high organic content may annoy nearby residents. Mitigation measures for these impacts include direct disposal, proper management of spoil stockpiles, a height limit for stockpiles, and proper handling of acidic soil. 252. Water based drilling mud containing bentonite is commonly used when drilling for bored piling. The practice of collecting and recycling bentonite mud during drilling will minimize impacts on water and soil in the case of drilling on land. The disposal of spoils material containing bentonite as filling material in appropriate sites is another mitigation that should be adopted. Spillage of bentonite mud in agricultural land should be cleaned immediately to prevent caking and hardening. 253. Considering the ecological status of the road alignment, which is mostly agricultural and built-up, the impacts on species and habitat diversity is not significant. The road alignment does not encroach on any legally protected or critical habitat. Aquatic ecosystem may be temporary affected during construction. But 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 the water bodies. Aquatic organisms in the Mekong Delta are presumed to be adapted to extreme and widespread changes in turbidity and TSS condition. 254. During construction of the road, vehicles and pedestrians will be exposed to hazards associated with construction. To protect the health and safety of the workers and the nearby communities, the Contractors will be required to develop and strictly implement a construction safety management plan and adhere with the Labor Code of Viet Nam in providing a safe working environment. 255. At the end of the construction period, the Contractor should restore the temporary sites (e.g. stockpile areas, construction yard, temporary access, construction camp areas, borrow sites, etc.) prior to abandonment and return the property to the land owner. 256. The adverse impacts during road operation are air and noise pollution, and road safety. The predicted emissions using the Gaussian based dispersion model showed a low risk of

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass exceeding the ambient air quality standard. However, noise can be a concern in road sections that cut through populated areas. Mitigation of traffic noise during operations may be integrated with the landscaping program. Trees can help minimize traffic noise provided the appropriate mix of trees are used, and recommended density is followed. Other measures to mitigate noise are land use zoning and enforcement of regulations. During the operational stage, greenhouse gas emissions are not expected to exceed 100,000 tons by 2035. 257. An environmental management plan (EMP) was developed that contains the mitigating measures for the adverse impacts of the project from pre-construction to construction. Also, part of the EMP is the environmental effects monitoring designed to detect changes in the environment and possibly assess the effectiveness of the mitigation measures. Also contained in the EMP are the following aspects: (i) Roles and responsibilities in EMP implementation; (ii) EMP reporting schedule; (iii) Capability Enhancement – Training; (iv) and Estimated Budget for EMP implementation. A key component of the EMP that has yet to be prepared are the Construction EMPs, which are to be prepared by each Contractor prior to the start of construction. These plans will provide detailed methodologies, procedures, guidelines and standards for environmental management of construction. 258. Meaningful public consultation was conducted in the framework of this IEE. Stakeholders were identified and engaged in a participatory manner. Stakeholder consultations focused on interviews and initial consultations with local authorities and affected people. Issues and concerns identified by affected residents during the public consultations include concerns of increased traffic & traffic accidents, disruption of existing drainage leading to local flooding, noise and dust, and new road and embankment alignments encroaching on property & and need for adequate compensation. All issues and concerns will be addressed by the EMP or the LAR Plan. A Grievance Redress Mechanism (GRM) has been established for the main CMDRC Project. It is coordinated by CIPM. The GRM is intended to address complaints, grievances and disputes of displaced persons regarding environment related issues and concerns of the entire CMDRCP This GRM shall be extended to cover the proposed component 4. 259. This IEE study of the proposed project of interconnecting road to NH91 and Long Xuyen Bypass concludes that the benefits from the implementation of the proposed road project are more significant as compared to the adverse impacts, most of which are temporary and reversible, and can be mitigated or avoided. Therefore, this IEE is sufficient for approval of the proposed project. If significant changes do not occur to the design of one or more subproject components, and unless new sensitive environmental or social receptors are identified, the proposed project will remain Category B for environment and will not require further detailed EIA. This project is recommended for implementation with incorporation of all necessary mitigation measures and environmental management plan.

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Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

ANNEXES

Annex 1: TOR of Feasibility study upgrading task for Project Component 4- Interconnecting road to NH91 and Long Xuyen City Bypass under the Central Mekong Delta Region Connectivity Project (CMDRCP)

Annex 2: Rapid Environmental Assessment (REA) Checklist and Checklist for Preliminary Climate Risk Screening

Annex 3: Environmental Monitoring Laboratory Results

Annex 4: Public Consultation and Information Disclosure

Annex 5: Records of Socio-Economic Condition survey

Annex 6: Photographs of field survey and local people interview along the proposed alignment of the Project

Annex 7: Climate Risk and Vulnerability Assessment

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Annex 1: TOR of Feasibility study upgrading task for Project Component 4- Interconnecting road to NH91 and Long Xuyen City Bypass under the Central Mekong Delta Region Connectivity Project (CMDRCP)

Terms of Reference for the Environment Specialists (International, National)

The objective of the assignment is to prepare an initial environmental examination (IEE) including environmental management plan (EMP) in ADB’s required format as well as an environmental impact assessment in GoV required format for the proposed Component 4 of the Central Mekong Delta Region Connectivity Project that is responsive to the ADB Safeguard Policy Statement (2009) and the GoV regulatory requirements.8 The IEE shall be preceded by a rapid environmental risk screening and scoping exercise, and shall make use of, and complement, recent relevant assessments.

Detailed Tasks

The Consultant will complete specific tasks that include, but are not limited to, the following:

(i) Review the environmental impact assessment (EIA) prepared by SMEC in 2010 (dated January 2011), the TEDI EIA study for Components 4 and 5 (dated 2009), the Social Impact Analysis report prepared by SMEC (dated 2010), monthly and semi-annual environmental monitoring reports prepared for Components 1-3 of the project; (ii) Define revised project area of influence (including temporary and associated facilities), carry out and submit to ADB for further processing a rapid environmental assessment (REA) and climate risk screening using REA checklists of the ADB for transport projects; (iii) Undertake at least one site visit, update environmental baseline within the Component 4’s area of influence using relevant secondary data for noise, air quality (PM10, NOx, SO2, CO), surface water quality (BOD, COD, DO, oil and grease), ecological resources (protected sites, habitat types and quality, protected species), and advise Cuu Long CIPM if any additional baseline studies are necessary to assess key project environmental risks, co-ordinate with ADB team on Terms of Reference and suitable candidates to complete studies within required timescales; (iv) Review and update inventory of noise sensitive receptors along the road corridor as defined in the SMEC EIA (2011), assess validity and relevance of TEDI EIA (2009) and the predicted noise levels and the noise model used therein, update as needed, and identify and budget noise attenuation measures to ensure compliance with GoV and IFC standards; (v) Conduct air quality modeling for representative sensitive sites along road alignment using internationally accepted methodology, based on relevant baseline information. Demonstrate compliance distances to road centerline and identify necessary mitigation measures in case non-compliance is projected. (vi) Conduct meaningful consultation with potentially affected communities along the road corridor. The consultation process shall supplement the consultation process conducted in 2010, and ensure representation of all communities along the road corridor, with adequate representation of women, elderly and poor households; document how concerns of project affected persons have been addressed, and

8 Including but not limited to: Environmental Protection Law (52/2014/QH13); Decree No. 38/2015/ND-CP on the management of wastes and scraps; Decree No. 19/2015/NĐ-CP on detailing the implementation of a number of articles of the law on environmental protection; Decree 18/2015/ ND- CP on strategic environmental assessment, environmental impact assessment and environmental protection; Decree No 03/2015/ND-CP on assessment of environmental damage; Decree No. 127/2014/ND-CP on environmental monitoring requirements; and Decree 179/2013/ND-CP penalties for violations against environmental protection.

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

propose consultation and disclosure strategy for implementation, as agreed with government; (vii) Conduct rapid climate risk and vulnerability assessment (CRVA) that follows ADB prescribed methodology (http://www.adb.org/publications/climate-risk-management- adb-projects); (viii) Critically assess the project’s potential impacts on the (privately maintained) bird sanctuary (Bang Lang Stork Garden, or Thoi An Bird Sanctuary) in Thoi Thuan commune, Thot Not District, and in consultation with the sanctuary protection entity, identify protection measures for the construction and operation phases of the project; (ix) Prepare an IEE report and environmental management plan (EMP) in English and an Environmental Impact Assessment report (in Vietnamese) for Component 4, accounting for proposed changes in alignment, potential recent changes in land use and impacts in the project area of influence and new national standards and requirements, in compliance with ADB SPS (2009) as detailed in Appendix 1- Safeguard Requirements 1: Environment and the ADB Handbook of Style and Usage (2011); (x) Discuss and agree proposed mitigation and monitoring measures, grievance redress mechanism, EMP implementation arrangements and budget with Government, design team and ADB; (xi) Provide to ADB Project Team a draft IEE and EMP, address comments made by ADB and provide tracked changes and commentary indicating changes made; (xii) Based on the EMP, identify main environment management and monitoring requirements to be included in the bidding document, Section 6 and Section 8.

Minimum Qualification Requirements

Minimum of 10 years equivalent of relevant professional environmental experience developing environmental safeguard documents for IFI funded projects.

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Annex 2: Rapid Environmental Assessment (REA) Checklist and Checklist for Preliminary Climate Risk Screening

Instructions:

(i) The project team completes this checklist to support the environmental classification of a project. It is to be attached to the environmental categorization form and submitted to the Environment and Safeguards Division (SDES), for endorsement by Director, SDES and for approval by the Chief Compliance Officer.

(ii) This checklist focuses on environmental issues and concerns. To ensure that social dimensions are adequately considered, refer also to ADB's (a) checklists on involuntary resettlement and Indigenous Peoples; (b) poverty reduction handbook; (c) staff guide to consultation and participation; and (d) gender checklists.

(iii) Answer the questions assuming the “without mitigation” case. The purpose is to identify potential impacts. Use the “remarks” section to discuss any anticipated mitigation measures.

VIE: GMS Corridor Connectivity Enhancement Project (CHANGE in SCOPE) Country/Project Title:

Sector Division: SERD/VRM

Screening Questions Yes No Remarks

A. PROJECT SITING IS THE PROJECT AREA ADJACENT TO OR WITHIN ANY OF THE FOLLOWING ENVIRONMENTALLY SENSITIVE AREAS?

▪ CULTURAL HERITAGE SITE x An Giang DONRE confirmed that no designated cultural heritage sites are located within or adjacent to the ROW.

▪ PROTECTED AREA x An Giang DONRE confirmed that the nearest legally protected site was some 50km away. The road will run through paddy fields and some villages.

▪ WETLAND x No wetland is located within the ROW. The Long Xuyen bypass involves 19 small bridges crossing rivers and canals.

x No mangroves are located within project ▪ MANGROVE area.

▪ ESTUARINE x

▪ BUFFER ZONE OF PROTECTED AREA x (See response to protected area above)

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Screening Questions Yes No Remarks

x The nearest area for protecting biodiversity is located some 50 km from the bypass road (Tram Chim National ▪ SPECIAL AREA FOR PROTECTING BIODIVERSITY Park, IUCN management category II Protected Sites, Important Bird and Biodiversity Area and Key Biodiversity Area).

B. POTENTIAL ENVIRONMENTAL IMPACTS WILL THE PROJECT CAUSE…

▪ encroachment on historical/cultural areas; disfiguration x The bypass road will not encroach on any of landscape by road embankments, cuts, fills, and historical/cultural areas. The road will be quarries? elevated (2.5-3m) and include 3 flyovers

and 19 bridges, with some landscape impacts. These will be mitigated by establishing trees rows on both sides of the road.

Licensed quarries will be used to source sand and aggregates.

▪ encroachment on precious ecology (e.g. sensitive or x The nearest legally protected area (Tram protected areas)? Chim National Park) is some 50km away. A small and privately-owned park (with nesting of herons) is located 4km away from the road and is not anticipated to be affected by road construction and/or operation.

▪ alteration of surface water hydrology of waterways x The bypass road includes 19 bridges over crossed by roads, resulting in increased sediment in small canals and rivers. In addition, streams affected by increased soil erosion at materials (gravel/sand) for road construction site? construction (including soft soil treatment)

will be extracted from nearby rivers. Appropriate safeguard controls will be implemented via EMP for all construction in, over and close to waterways.

▪ deterioration of surface water quality due to silt runoff x Increased turbidity due to silted run-off or and sanitary wastes from worker-based camps and disturbance of river banks or beds may not chemicals used in construction? be a significant impact given the high

background values of TSS in all water bodies in the Mekong Delta. A construction wastewater disposal plan will be developed as part of the EMP. Camp and construction wastewater will be treated on site to required standard prior to outfall. Construction erosion and drainage controls will be implemented via the EMP.

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Screening Questions Yes No Remarks

▪ increased local air pollution due to rock crushing, x There may be short-term impacts on local cutting and filling works, and chemicals from asphalt air quality from construction activities processing? (especially during soft soil treatment and

road paving) and construction traffic. Sensitive siting of concrete and asphalt processing plants will be required. All plants are subject to approval by provincial environmental protection authorities. The EMP will include control measures.

▪ risks and vulnerabilities related to occupational health x Contractors will be required to develop and safety due to physical, chemical, biological, and and implement an occupational health and radiological hazards during project construction and safety plan in compliance with Viet Nam operation during project construction and operation? regulations and the World Bank’s EHS

Guidelines. EMP will include safeguard controls for management of hazardous materials.

▪ noise and vibration due to blasting and other civil x Construction noise levels may exceed Viet works? Nam and IFC standards at locations within 40m of road works but otherwise are not expected to cause significant impacts except around asphalt and concrete batching plants and casting yards. Appropriate measures will be defined in the EMP. The GRM will be established and communicated to residents and businesses in vicinity of the construction works.

▪ dislocation or involuntary resettlement of people? x See Involuntary Resettlement Checklist. The project will be classified A for LAR.

▪ dislocation and compulsory resettlement of people x See Involuntary Resettlement Checklist. living in right-of-way? The project will be classified A for LAR.

▪ disproportionate impacts on the poor, women and x Not disproportionate impacts anticipated. children, Indigenous Peoples or other vulnerable IP safeguards category is expected to be groups? C.

▪ other social concerns relating to inconveniences in x Controls to minimize disturbance and living conditions in the project areas that may trigger emissions from construction traffic and cases of upper respiratory problems and stress? activities will be implemented via the EMP.

Public to be made aware of GRM.

▪ hazardous driving conditions where construction x The bypass road will connect to several interferes with pre-existing roads? existing roads. Construction at these sites will temporarily interfere with current traffic. Appropriate controls will be implemented via a Construction Traffic Management Plan, to be prepared by contractors in close coordination with local traffic police.

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Screening Questions Yes No Remarks

▪ poor sanitation and solid waste disposal in construction x The EMP will address management of camps and work sites, and possible transmission of solid waste and wastewater at communicable diseases (such as STI's and HIV/AIDS) construction camps and work sites. The from workers to local populations? performance review of the overall project

confirmed that this was not a significant issue. Contractors will be required to implement STI’s and HIV/AIDS training an awareness raising for their workers. The implementation consultant will include HIV/AIDS expertise.

▪ creation of temporary breeding habitats for diseases x The risk of Malaria is mainly confined to such as those transmitted by mosquitoes and rodents? rural areas of central highland provinces of Viet Nam. Contractors will be required to minimize risk of diseases transmitted by rodents through good site management practices.

▪ accident risks associated with increased vehicular x The EMP will include the need for spill traffic, leading to accidental spills of toxic materials? response measures during construction. Prior to operation, the bypass road will be equipped with road safety devices and pavement markings.

▪ increased noise and air pollution resulting from traffic x The IEE will assess the contribution of the volume? project to ambient noise and air quality, it will identify sensitive receptors, and required controls will be identified in the EMP and implemented through the detailed design.

▪ increased risk of water pollution from oil, grease and x The bypass road is not expected to affect fuel spills, and other materials from vehicles using the the groundwater due to the presence of road? thick clay and clayey layers underlying all

works areas (and over-laying the aquifer). The IEE will identify measures to protect surface water resources during road operation.

▪ social conflicts if workers from other regions or x Local people will be hired in preference to countries are hired? workers from other regions if the required skills are available. Skills training for local people will be provided.

▪ large population influx during project construction and x During construction, all wastewater will be operation that causes increased burden on social recycled or treated on site to the required infrastructure and services (such as water supply and standard prior to outfall. Waste will be sanitation systems)? transferred to approved sites for disposal.

▪ risks to community health and safety due to the x Contractors will be required to manage the transport, storage, and use and/or disposal of materials handling, storage, use and disposal of such as explosives, fuel and other chemicals during hazardous materials to avoid risks to construction and operation? community health and safety.

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

Screening Questions Yes No Remarks

▪ community safety risks due to both accidental and x Active construction sites should be natural causes, especially where the structural demarcated and secured by Project elements or components of the project are accessible to personnel. Where the road passes through members of the affected community or where their residential areas, speed restriction, safe failure could result in injury to the community throughout project construction, operation and decommissioning. crossing points and other community safety measures will be implemented.

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

A Checklist for Preliminary Climate Risk Screening

Country/Project Title: VIE/Central Mekong Delta Region Connectivity Project – Change in Scope Sector: Transport Subsector: Road transport (non-urban) Division/Department: VRM/SERD

Screening Questions Score Remarks9

Location and Is siting and/or routing of the 0 The topography of the project area is Design of project (or its components) uniformly flat at elevations 1.5-2.0 mASL. project likely to be affected by climate The routing and siting is not directly affected conditions including extreme by climate conditions. weather-related events such as floods, droughts, storms, landslides?

Would the project design (e.g. 1 Road elevation, culvert and drainage the clearance for bridges) capacity, bridge clearance will need to need to consider any hydro- account for flood and river levels. The meteorological parameters design standards may need to consider (e.g., sea-level, peak river projected rather than historic inundation flow, reliable water level, peak levels. wind speed etc.)?

Materials and Would weather, current and 0 Humidity levels and temperature contrasts Maintenance likely future climate conditions are not anticipated to significantly change in (e.g. prevailing humidity level, the Mekong Delta. temperature contrast between hot summer days and cold winter days, exposure to wind and humidity hydro- meteorological parameters likely affect the selection of project inputs over the life of project outputs (e.g. construction material)?

Would weather, current and 1 There may be need for increased frequency likely future climate conditions, of maintenance particularly culverts, and related extreme events drainage structures and road embankment likely affect the maintenance work. (scheduling and cost) of project output(s)?

Performance of Would weather/climate 0 Not anticipated if the above is considered. project outputs conditions, and related extreme events likely affect the performance (e.g. annual

9 If possible, provide details on the sensitivity of project components to climate conditions, such as how climate parameters are considered in design standards for infrastructure components, how changes in key climate parameters and sea level might affect the siting/routing of project, the selection of construction material and/or scheduling, performances and/or the maintenance cost/scheduling of project outputs.

Initial Environmental Examination (IEE) Central Mekong Delta Region Connectivity Project (CMDRCP) Component 4: Interconnecting road to NH91 and Long Xuyen city Bypass

power production) of project output(s) (e.g. hydro-power generation facilities) throughout their design life time?

Options for answers and corresponding score are provided below: Response Score

Not Likely 0

Likely 1

Very Likely 2

Responses when added that provide a score of 0 will be considered low risk project. If adding all responses will result to a score of 1-4 and that no score of 2 was given to any single response, the project will be assigned a medium risk category. A total score of 5 or more (which include providing a score of 1 in all responses) or a 2 in any single response, will be categorized as high-risk project.

Result of Initial Screening (Low, Medium, High): MEDIUM

Other Comments: The Mekong Delta is identified as one of the world’s most vulnerable regions to climate change. Predicted changes to the climate of the delta area, and more generally to the Mekong River catchment upstream of the delta, could increase both the magnitude and frequency of floods and storms and induce greater seasonal variability in weather patterns. Taken together, these risks potentially reduce the intended design life of large infrastructure works. The project’s technical design of the proposed component 4 will need to include climate change adaptation measures to mitigate these risks. The adaptation features are likely to include increased height for road embankment and larger clearance for bridges. A comprehensive CRVA was conducted for the overall project. The findings of the study will be used to inform design of the additional bypass road.

Prepared by: Antoine Morel, Senior Environment Specialist, VRM.

Annex 3: Data of environmental monitoring results and baseline data provided by An Giang DONRE 1. Ambient air monitoring results, March 2017

Concentration (mg/m3) No. Samples Location Value PM10 TSP CO NO2 SO2 Intersection NH80 1 KK1 – Average 01 h 0.85 0.102 2.877 0.029 0.056 Starting point Can Tho Cement. 2 KK2 Average 01 h 0.217 0.462 6.725 0.046 0.095 JSC 3 KK3 Lo Te interchange Average 01 h 0.097 0.161 2.098 0.034 0.048 Rach Cai Sao Bo 4 KK4 – Average 01 h 0.078 0.167 1.359 0.022 0.036 Ho residential area 5 KK5 PR943 interchange Average 01 h 0.234 0.475 2.955 0.062 0.074 6 KK6 Tra On canal Average 01 h 0.085 0.185 1.402 0.041 0.050 Inter-village road - 7 KK7 Average 01 h 0.110 0.154 1.930 0.039 0.044 Rach Dau commune Intersection NH91 8 KK8 – Average 01 h 0.161 0.237 5.518 0.056 0.078 Ending point QCVN 05:2013/BTNMT - 0.3 30 0.200 0.35 Source: VNC EIA 2017 2. Noise observed results, March 2017

Sample Location Average value Leq (dBA) O1 Intersection NH80 – Starting point 70.20 O2 Can Tho Cement. JSC 71.30 O3 Lo Te interchange 69.07 O4 Rach Cai Sao – Bo Ho residential area 57.05 6h - 21h O5 PR 943 interchange 72.70 O6 Tra On canal 63.56 O7 Inter-village road - Rach Dau commune 67.50 O8 Intersection NH91 – Ending point 75.27 QCVN26:2010/BTNMT 6h - 21h 70 Source: VNC EIA 2017 3. Vibration measured results, March 2017

Laeq Lveq Sample Location Average value (dBA) (mm/s) R1 Intersection NH80 – Starting point 51.66 0.51 R2 Can Tho Cement. JSC 52.68 0.52 R3 Lo Te interchange 49.50 0.49 R4 Rach Cai Sao – Bo Ho residential area 35.40 0.35 6h - 21h R5 PR943 interchange 52.20 0.51 R6 Tra On canal 33.50 0.37 R7 Inter-village road - Rach Dau commune 44.38 0.41 R8 Intersection NH91 – Ending point 58.52 0.42 QCVN27:2010/BTNMT 6h - 21h 70 - Source: VNC EIA 2017

4. Surface water quality, March 2017

Total Total pH TSS DO COD BOD5 Total N Oil Cu Pb Zn Mn Fe Hg As Cd P Coliform Samples oC mg/l mg/l mg/l mg/l mg/l mg/l mg/l MPN/ 100ml mg/l mg/l mg/l mg/l mg/l µg/l µg/l µg/l NM1 7.6 47 3.5 15.6 3.7 <1.0 0.08 0.15 180 <0.02 0.0010 <0.03 0.02 0.51 0.21 <0.33 0.3 NM2 6.9 58 4.3 18.0 5.0 <1.0 <0.07 0.13 410 <0.02 0.0027 <0.03 0.02 0.47 0.26 <0.33 0.2

NM3 6.8 65 3.9 17.0 8.0 <1.0 0.09 0.09 600 <0.02 0.0016 <0.03 0.02 0.36 0.19 <0.33 0.5 NM4 7.1 54 3.9 13.3 4.8 <1.0 <0.07 0.07 650 <0.02 0.0012 <0.03 0.01 0.42 0.14 <0.33 0.4 NM5 7.0 67 3.7 17.8 6.5 <1.0 0.07 0.10 550 <0.02 0.0019 <0.03 0.01 0.54 0.20 <0.33 0.8

NM6 7.0 51 4.1 18.9 8.9 <1.0 0.08 0.10 1,550 <0.02 0.0031 <0.03 0.01 0.47 0.23 <0.33 0.2 NM7 7.0 56 3.9 15.0 6.9 <1.0 <0.07 0.09 150 <0.02 0.0038 <0.03 0.02 0.52 0.15 <0.33 0.3

NM8 6.9 72 3.1 11.2 5.5 <1.0 0.29 0.09 1,300 <0.02 0.0033 <0.03 0.02 0.59 0.12 <0.33 0.3 QCVN 08- MT:2015 /BTNMT 5.5÷9.0 50 ≥4 30 15 0.9 0.3 0.1 7,500 0.5 0.05 1.5 0.5 1.5 1.0 50 10 Cat B1

Source: VNC EIA 2017

NM1 - Xang canal (Km8+275) NM5 - Southern Tam Bot canal NM2 - Muong Thom canal NM6 - Long Xuyen NM3 - Rach Cai Sao – Bo Ho NM7 - Tra On canal (Dung ditch) NM4 - Ngon Cai canal NM8 - Dau canal

5. Ground water quality, March 2017

Monitoring results

+ - - - Location Samples pH TDS DO N-NH4 N-NO2 N-NO3 Cl Total Coliform E. coli

mg/l mg/l mg/l mg/l mg/l mg/l MPN/ 100ml MPN/ 100ml

Intersection NH80 – Starting point NN1 6.8 250 1.8 0.13 0.02 3.61 140 ND ND

Rach Cai Sao – Bo Ho residential area NN2 7.2 288 3.2 0.07 0.42 5.28 155 8 ND

PR943 interchange NN3 6.9 280 3.8 0.06 0.36 5.43 148 12 ND

Tay Khanh B residential area NN4 7.11 297 3.3 0.09 0.24 5.17 138 15 ND

Rach Dau residential area NN5 6.47 295 3.9 0.03 0.44 7.71 124 15 ND

Intersection NH91 – Ending point NN6 6.84 255 3.9 0.03 0.46 7.95 155 7 ND

QCVN 09-MT:2015/BTNMT 5.5 - 8.5 - 1 1 15 250 3 ND Source: VNC EIA 2017

6. Soil quality, March 2017

Cu Pb Zn Cd As No. Location Samples (mg/kg) (mg/kg) (mg/kg) (mg/kg) (mg/kg) 1 Thoi Hoa residential area D1 15.8 34.8 77.0 <0.3 3.3 Rach Cai Sao Bo Ho 2 – D2 18.3 53.9 73.2 <0.3 1.2 residential area Agri. Land Southern Tam Bot 3 – D3 16.4 59.4 70.0 <0.3 1.9 canal 4 No.658/6. PR 943.My Hoa Ward D4 17.5 64.8 81.5 <0.3 1.0 Agri. Land - Tay Khanh B 5 D5 19.6 41.5 73.2 <0.3 1.4 residential area 6 Garden land – Binh Duc Ward D6 17.8 39.2 76.8 <0.3 0.8 QCVN 03-MT:2015/BTNMT 100 70 200 1.5 15 Source: VNC EIA 2017

7. Sediment quality, March 2017

Cu Pb Zn Cd Cr As Hg No. Location Sample (mg/Kg) (mg/Kg) (mg/Kg) (mg/Kg) (mg/Kg) (mg/Kg) (mg/Kg) 1 Xang canal (Km8+275) TT1 24.5 23.2 198.7 1.55 15.5 4.7 0.25 2 Muong Thom canal TT2 33.0 41.5 242.2 1.12 26.2 12.5 0.22 3 Rach Cai Sao – Bo Ho TT3 29.9 30.0 250.5 3.15 23.1 23.2 0.38 4 Ngon Cai canal TT4 23.5 44.2 179.0 3.30 28.6 12.5 0.4 5 Southern Tam Bot canal TT5 27.5 43.8 253.2 3.36 24.5 25.5 0.33 6 Long Xuyen TT6 10.7 38.8 60.2 2.0 14.8 4.5 0.22 Tra On canal (Dung 7 TT7 25.8 21.0 291.5 2.2 23.8 24.0 0.45 ditch) 8 Xang canal (Km8+275) TT8 23.2 20.6 275.6 2.0 24.7 22.8 0.40 QCVN 43:2012/BTNMT 19.7 91.3 315 3.5 90 17 0.5 Source: VNC EIA 2017

Annex 4: Public Consultation and Information Disclosure

Photos of public consultation meeting at 10 communes/wards

Photo 1: Public Consultation in Thoi Thuan Ward

Photo 2: Public Consultation in Vinh Trinh Commune

Photo 3: Public Consultation in My Thanh Ward

Photo 4: Public Consultation in My Thoi Ward

Photo 5: Public Consultation in My Phuoc Ward

Photo 6: Public Consultation in My Quy Ward

Photo 7: Public Consultation in My Hoa Ward

Photo 8: Public Consultation in My Khanh Commune

Photo 9: Public Consultation in Binh Khanh Ward

Photo 10: Public Consultation in Binh Duc Ward

Meeting minutes of public consultation and lists of attendance in the public consultation meeting at 10 communes of An Giang and Can Tho Provinces.

Annex 5: Record of socio-economic condition survey

Annex 6: Some photos of field survey and local people interviews along the proposed alignment of the Project

Climate Risk and Vulnerability Assessment for Component 4

Climate Risk and Vulnerability Assessment for Component 4

ANNEX 7

CLIMATE RISK AND VULNERABILITY ASSESSMENT (CRVA)

CENTRAL MEKONG DELTA REGION CONNECTIVITY PROJECT (CMDRCP)

COMPONENT 4: THE INTERCONNECTING ROAD TO NH91 AND LONG XUYEN CITY BYPASS

Climate Risk and Vulnerability Assessment for Component 4

Socialist Republic of Viet Nam Ministry of Transport

CUU LONG CORPORATION FOR INVESTMENT, DEVELOPMENT AND PROJECT MANAGEMENT FOR INFRASTRUCTURE (CUU LONG CIPM)

CENTRAL MEKONG DELTA REGION CONNECTIVITY PROJECT

CLIMATE RISK AND VULNERABILITY ASSESSMENT (CRVA)

COMPONENT 4: THE INTERCONNECTING ROAD TO NH91 AND LONG XUYEN CITY BYPASS

APRIL 2018

Prepared by Approved by

Name Julito Baldisimo Francis G. Flanagan

International Environment Specialist Project Manager

Signature

Climate Risk and Vulnerability Assessment for Component 4

Contents

1 PROJECT DESCRIPTION ...... 1 1.1 General Information ...... 1 1.2 Need for the Project ...... 3 1.3 Detailed Description of the Project ...... 4 1.3.1 The Project Alignment ...... 4 1.3.2 Intersection with Provincial Roads and National Highway ...... 4 1.3.3 Bridge Crossings ...... 5 1.3.4 Surface Water Drainage ...... 6 1.4 Description of the Environment ...... 8 1.4.1 Physical Resources ...... 8 1.4.2 Ecological Resources ...... 12 2. FRAMEWORK FOR CLIMATE CHANGE ...... 14 2.1 Climate Change Modeling and Emission Scenarios in Viet Nam . . . 14 2.2 Climate Risk Screening and Assessment ...... 14 2.3 Climate Risk and Vulnerability Assessment (CRVA) Methodology. 15 3. CLIMATE VARIABILITY AND PROJECTED CLIMATE CHANGE ...... 16 3.1 Historical Climate Trends in Viet Nam ...... 16 3.2 Historical Climate Trands in An Giang/Can Tho Province ...... 17 3.3 Climate, Temperature and Precipitation Projections in Viet Nam . . 17 3.4 Climate, Temperature and Precipitation Projections in An Giang/ Can Tho Province ...... 19 3.5 Sea Level Rise Projections in Viet Nam and An Giang/Can Tho Province...... 20 4. ASSESSMENT OF CLIMATE RISKS ...... 21 5. ASSESSMENT OF CLIMATE VULNERABILITIES OF PROJECT FACILITIES ...... 23 6. PROJECT’S RESPONSE TO IDENTIFIED CLIMATE RISKS ...... 23 7. CONCLUSION ...... 28

Climate Risk and Vulnerability Assessment for Component 4

1. PROJECT DESCRIPTION

1.1. General Information

Component 4 is the Long Xuyen Bypass and NH91 connecting road and is 15.3 km long. It will include the rehabilitation of QL80 (2 km), and the construction of 19 small bridges over provincial roads, irrigation canals and rivers.

The investment for Project Component 4 - Interconnecting Road to National Highway 91 and Long Xuyen City Bypass is necessary to: (i) connect the transport network in Mekong Delta Region and assure transportation continuously and develop the transport system in the area; (ii) promote the socio-economic development of the Mekong Delta Region in particular and Viet Nam in general; (iii) contribute to complete the master plan of total transport network development for road and national highway and transportation plan of Mekong Delta Region approved by the Government.

This Component 4 of the CMDRCP, under the auspices of the Ministry of Transport, and the Government of Viet Nam shall have a total length of 17,684 m of two (2) main sections:

- Upgrading of 2 km of existing NH80 section from Km 877+000 to Lo Te intersection;

- Construction of 15,684 km of Long Xuyen City Bypass (starting point at Km 7+877 connects with existing NH80, ending point at Km 23+561 which connects with NH91).

Project Component 4 is located in the southern section of the Ho Chi Minh Highway in the Mekong Delta Region. It will connect Can Tho City with An Giang Province via interconnecting road and a bypass road in Long Xuyen City, which is part of An Giang Province. The project connects with National Highway No. 91 and includes the Long Xuyen Bypass ending at a connection with Provincial Road (PR) 943 in An Giang Province.

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Climate Risk and Vulnerability Assessment for Component 4

The Districts and Communes that will be traversed by Component 4 are listed in Table 1.1.

Table 1.1: Administrative Units in the Project Corridor

Province District Wards/Communes

Thot Not Thoi Thuan Ward Can Tho Vinh Thanh Vinh Trinh Commune My Thanh Ward

My Thoi Ward

My Quy Ward

My Phuoc Ward An Giang Long Xuyen City My Hoa Ward

My Khanh Commune

Binh Duc Ward

Binh Khanh Ward

As shown in Table 1.1, the project corridor will affect two (2) wards in Can Tho and eight (8) wards in An Giang Province. a. Need for Project

Road traffic is growing rapidly in Viet Nam and a key constraint to future development is the availability of efficient transport infrastructure with adequate capacity to meet expanding demands. This growing demand for efficient transport network prompted the Government of Viet Nam to set targets in its Transport Development Plan for 2020 to transport 1,359-1,463 million tons or 73,321 billion ton-kilometer of goods, 189,914 billion passenger-kilometer per year by roads alone. To achieve this, the plan aims to build, improve and upgrade about 1,851.6 km of roads during the period 2013-2020.

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 identified 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

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Climate Risk and Vulnerability Assessment for Component 4

bottlenecks by completing the missing infrastructure for uninterrupted road access across the Mekong River Delta along the SSH artery.

b. Detailed Description of the Project i. The Project Alignment

The project makes up the south-western end of the CMDRCP running parallel to Hau River on the south-western bank. Based on the Prime Minister’s Decision No.2527/QĐ-TTg dated 27 December 2016, the Project will:

• Upgrade 2 km of existing NH80 section from Km 877+000 to Lo Te intersection; and • Construct 15.684 km of Long Xuyen City Bypass (starting point at Km 7+877 connects with existing NH80, ending point at Km 23+561 connects with NH91).

The proposed road shall have 2 lanes and 19 bridges crossing rivers and canals. These two (2) bridges, over 200m in length will be Kenh Xang Bridge (329.5 m) and Long Xuyen Bridge (448.86 m).

The improvement section of NH80. The improvement section will be along with National Highway No. 80 from the start point at Km 877+000 to Lo Te intersection. The length of this alignment is approximately 2 km, this section located in Vinh Trinh commune, Vinh Thanh district, and Thoi Thuan Ward, Thot Not district, Can Tho City.

The connecting road. This connecting sections will be constructed from section Km 7+877 – Km23+561. The length will be 15.684 km which is located in My Thanh, My Thoi, My Quy communes and My Phuoc, My Hoa Wards, My Khanh commune, Binh Khanh Ward, Binh Duc Ward in Long Xuyen City, An Giang Province. There are 19 bridges along the project alignment passing through rivers and canals and 49 culverts for irrigation by small canals. The ending alignment of the project will be intersected at NH91 (Km 65+000) which is crowded by residential structures. The alignment runs parallel to Hau River (approximately 3 – 5 km away).

The project alignment is presented in Figure 2.1.

1.3.2 Intersections with Provincial Roads and National Highways

Project Component 4 will have three intersections with existing roads. These are listed in Table 1.2.

Table 33.2: Project Component 4 Intersections with Provincial Roads and National Highways

No. Intersection Design/Stage of Development

1 Intersection with NH80 Interchange

2 Intersection with PR943 Stage 1 – Intersection, Completion stage interchange

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Climate Risk and Vulnerability Assessment for Component 4

3 Intersection NH91 Intersection

Figure 2.1 Road Alignment of the Proposed Interconnecting Road To Nh91 And Long Xuyen City Bypass

1.3.3 Bridge Crossings

There will be 19 bridge crossings, of which two (2) bridges will be over 200 m in length. These bridges are Kenh Xang Bridge (329.5 m) and Long Xuyen Bridge (448.86 m). The bridge decks will be constructed using pre-stressed concrete girders with substructure of reinforced concrete wall type abutments and foundations will either be on bored piles or driven piles. The bridge crossings of Component 4 are listed in Table 1.3.

Table 1.3: Bridge Crossings in Component 4

Navigational Navigational Bridge Station Length Bridge Station Length No. Clearance No. Clearance Name (Km) (m) Name (Km) (m) B x H (m) B x H (m)

1 Kenh Xang 08+275 30 x 6 329.5 11 My Quy 14+893 15 x 2.5 42.6

2 Rach 08+784 10 x 1.5 38.1 12 My Phu 15+571 10 x 1.5 33.10

Muong 3 09+459 42.6 13 16+128 10 x 1.5 42.6 Thom Be 10 x 1.5 Tam Bot

Muong Kenh 4 09+851 94.2 14 16+727 10 x 1.5 42.6 Thom 10 x 1.5 Ranh

5 Cai Dung 10+581 15 x 2.5 56.14 15 Long 18+031 30 x 7 448.86 4

Climate Risk and Vulnerability Assessment for Component 4

Navigational Navigational Bridge Station Length Bridge Station Length No. Clearance No. Clearance Name (Km) (m) Name (Km) (m) B x H (m) B x H (m) Xuyen

Dong Rach Ong 6 11+135 23.04 16 19+041 10 x 1.5 37.6 Thanh 10 x 1.5 Cau

Rach 7 11+352 61.14 17 19+542 10 x 1.5 32.54 Cai Sao 15 x 2.5 Dung

Cai Sao 8 12+157 43.60 18 20+940 10 x 1.5 32.54 Nho 10 x 1.5 Tra On

Rach 9 12+972 38.10 19 22+700 10 x 1.5 37.6 Goi Be 10 x 1.5 Thong Luu

10 Chin Xe 14+119 10 x 1.5 42.60

Bridge construction along the alignment shall be implemented in two stages. The cross- sections of the bridges during Stage 1 and Stage 2 are shown in Figures 2.5 and 2.6.

Figure 2.5: Bridge Cross-section - Stage 1

25000

500 500 500 500 1000

Bª t«ng nhùa 7 cm

Bª t«ng nhÑ Lí p phßng n•í c 0.4 cm 620 B¶n mÆt cÇu BTCT dµy 20cm 620

2 %

1170 1170 550

550

TimtuyÕn 1450

1450 (Giai ®o¹n (Giai thiÖn) hoµn 1200 4@2400=9600 1200 1000 1200 4@2400=9600 1200

Figure 2.6: Bridge Cross-section - Stage 2

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Climate Risk and Vulnerability Assessment for Component 4

1.3.4 Surface Water Drainage

Transverse water drainage shall be provided and design shall be based on hydrology and hydraulics and in consultation with the Localities and Management Agencies and in accordance with the provisions of Project Investment Preparation Stage. The sewer system locations are presented in Table 1.4.

Table 1.4: Sewer System Culverts for Component 4

No. Station Type of culvert Aperture (m) Length (m)

1 Km8+592.38 Pile culvert 1.5 26.316 2 Km8+840.38 Box culvert 2(3x3) 21.276 3 Km9+104.53 Box culvert 2(3x3) 14.4 4 Km9+397.38 Pile culvert 1.5 28.764 5 Km9+642.38 Pile culvert 1.5 20.628 6 Km10+017.38 Pile culvert 1.5 21.708 7 Km10+217.38 Pile culvert 1.5 21.348 8 Km10+417.38 Pile culvert 1.5 22.644 9 Km10+717.38 Pile culvert 1.5 25.416 10 Km11+017.38 Pile culvert 1.5 18.9 11 Km11+667.38 Pile culvert 1.5 18.9 12 Km11+814.65 Box culvert 2.5x2.5 17.532 13 Km12+067.38 Pile culvert 1.5 24.876 14 Km12+517.38 Pile culvert 1.5 18.864 15 Km12+695.41 Box culvert 2(3x3) 14.4 16 Km13+034.19 Box culvert 2(3x3) 25.812 17 Km13+366.68 Pile culvert 1.5 19.188 18 Km13+632.38 Box culvert 2.5x2.5 14.4 19 Km13+830.38 Pile culvert 1.5 19.728 20 Km13+967.38 Pile culvert 1.5 23.4 21 Km14+427.38 Pile culvert 1.5 17.928 22 Km14+717.38 Pile culvert 1.5 19.836 23 Km15+267.38 Pile culvert 1.5 18.252 24 Km15+842.38 Pile culvert 1.5 23.652 25 Km15+917.38 Pile culvert 1.5 21.924 26 Km16+012.38 Pile culvert 1.5 20.664 27 Km16+308.20 Box culvert 2.5x2.5 19.404 28 Km16+425.09 Box culvert 2.5x2.5 18.36 29 Km16+590.87 Box culvert 2.5x2.5 19.152 30 Km17+118.92 Pile culvert 1.5 21.456 31 Km17+267.38 Pile culvert 1.5 22.536 32 Km17+542.38 Pile culvert 1.5 19.548 33 Km17+717.38 Box culvert 2(3x3) 14.4 34 Km17+867.38 Pile culvert 1.5 20.196 35 Km 18+450.00 Pile culvert 1.25 20.232

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Climate Risk and Vulnerability Assessment for Component 4

No. Station Type of culvert Aperture (m) Length (m)

36 Km 18+750.00 Pile culvert 1.25 20.28 37 Km 19+300.00 Pile culvert 1.25 19.752 38 Km 19+800.00 Pile culvert 1.25 20.04 39 Km 20+139.00 Box culvert 2(2.5x2.5) 16.824 40 Km 20+450.00 Pile culvert 1.25 19.32 41 Km 20+700.00 Pile culvert 1.25 20.184 42 Km 21+300.00 Pile culvert 1.25 20.424 43 Km 21+500.00 Box culvert 2(2.5x2.5) 16.824 44 Km 21+750.00 Pile culvert 1.25 20.136 45 Km 22+050.00 Box culvert 2(2x2) 19.32 46 Km 22+300.00 Pile culvert 1.25 19.896 47 Km 22+500.00 Pile culvert 1.25 25.176 48 Km 23+050.00 Pile culvert 1.25 19.56 49 Km 23+300.00 Box culvert 2(2.5x2.5) 29.784 Source: Feasibility Study of Project Component 4

1.4 Description of the Environment

Baseline information on the existing physical, biological as well as socio-economic and cultural environment of the proposed project Component 4 are described below.

1.4.1 Physical Resources

This section describes the physical condition of the area under the zone of influence of the road alignment along its entire length and surrounding area. The data has been collected from both secondary and primary sources.

a. Topography

The proposed project lies in large delta region where elevation is generally less than 1 m above sea level. The general area is intersected by a dense network of canals and the main tributaries of the Mekong River, the Tien River and the Hau River. The project will pass through Can Tho City and An Giang Province. 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.

b. Geology and Soils

The proposed project lies in the largest delta region of Viet Nam. This region is a plain area with flat terrain with silt. In the project area, there are mainly agricultural land, rice and vegetable planting land.

Soil analysis for Component 4 used different environmental indicators, specifically heavy metals. The updated domestic EIA in 2017 analysed soil samples for heavy metals such as copper (Cu),

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Climate Risk and Vulnerability Assessment for Component 4 lead (Pb), zinc (Zn), cadmium (Cd) and arsenic (As). Comparison of these concentrations of heavy metals with QCVN 03-MT:2015/BTNMT showed that arsenic in soil samples from Thoi Hoa Ward/residential (33.3 mg/kg) and near Tam Bot canal/agricultural (18.76 ppm) populated area are above the limits set for agricultural soil (which is 15 mg/kg). It cannot be determined if these high values are due to background values or anthropogenic sources (measured results are presented in Annex 3 of the IEE).

The sediments from Long Xuyen River and selected canals along the corridor were collected and analysed for deleterious heavy metals such as iron (Fe), arsenic (As), cadmium (Cd), chromium (Cr), lead (Pb), mercury (Hg) and other metals. Comparison of the sediment quality data of Component 4 with the QCVN 43:2012/BTNMT showed that most values are within the allowable limit, except for Cu (exceeded in 6 out of 10 sampling stations) and As (exceeded in 4 out of 10 sampling station). All data are presented in Annex 3 of the IEE. c. Climate

The project area is within tropical monsoon climate, damp, hot and stable. Rainfall is relatively high and distributed all through out the year. The general climatic condition is considered as two seasons, the rainy season starts from May and ends in October and the rest is dry season.

Rainfall

The rainy season within the project area usually starts in May and ends in November. Total rainfall during rainy season accounts for 90% of the annual rainfall. The average annual rainfall in the project area ranges from 1,416.7 - 1,647.5 mm with the average number during rainy days from 125.8 - 144.1 days. The maximum rainfall is about 2,501 mm (September). The lowest rainfall is about 0.8 mm (February).

Ambient Temperature

The average temperature is rather high and stable. The difference in temperature between months during dry season is only about 1.5 oC to 3 oC lower; only about 10 oC during rainy season. The highest temperature over the year usually occurs in April, ranged from 36o– 40oC; the lowest temperature over year usually occur in January.

Humidity, Sunshine

Annual average humidity is about 80 - 83%. The period of high humidity coincides with rainy season, from May to November, the average humidity is 86%. September is the month with the highest humidity, with average of 87-88%. The low humidity period coincides with dry season, with an average humidity of 77-82%. The month of February has the lowest humidity, with the average of 72 - 75%.

According to statistics of the DONREs of An Giang and Can Tho, the project area has an

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Climate Risk and Vulnerability Assessment for Component 4 average total sunshine hours of about 2,400 hours per year. During dry season, it is up to 10 hours of sunshine per day and 7 hours of sunshine per day during rainy season. d. Air quality

In general, the air quality observed are within national standards of ambient air quality (QCVN 26:2010/BTNMT), noise (QCVN 27:2010/BTNMT) and vibration (QCVN 05:2013/BTNMT) of Viet

Nam.

Air quality sample collection was conducted in sensitive areas with vulnerable populations in four stations identified in Figure 2.1. These stations are: (i) KK1 sampling station at the intersection of the Project alignment and NH80; (ii) KK4 is within the Project alignment near residential areas; (iii) KK5 is about 100 meters from Mac Dinh Chi Secondary school, Phan Hong Thai Primary School and My Hoa Commune Headquarters; and (iv) KK8 is at the end point of the project alignment, 300 m away from Can Xay Church and within residential area. Air quality samples from the above sampling stations showed that TSP, CO, NO2 and SO2 are all within QCVN26:2010/BTNMT. Noise level, however, has exceeded the permissible limit of 70 dBA in KK1 (70.2 dBA), KK5 (72.7 dBA), and KK8 (75.2 dBA). The laboratory results of ambient air quality measurements are given in Annex 3 of the IEE.

In addition, according to baseline data provided by DONRE of An Giang, the ambient air quality monitored at stations of Long Xuyen City, Chau Doc and Chau Thanh districts showed that the monitoring parameters for CO, SO2, and NO2 were within permissible limits. Dust concentration monitored at the station of Vinh My Ward, Chau Doc City and noise levels measured at the stations of My Hoa Ward, Long Xuyen and Chau Doc cities exceeded the allowable limits. e. Surface Water Resources

Mekong River

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). At these borders, 75%-80% of Mekong water flows through the Tien River, while 20%-25% goes through the Hau River. Depending on the season (volume of water in the system) the River continues to bifurcate downstream, eventually reaching the sea through nine estuaries.

The Hau River crossing the Vam Cong Bridge site is more than 1 km wide and 12.7 m to 18.7m deep. The Tien River at the Cao Lanh Bridge site is 1.8 km wide but only 10 m to 12 m deep. Streams and canals in the project area 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 9

Climate Risk and Vulnerability Assessment for Component 4 freshwater pushes the salt water interface seawards (allowing for planting for about six months).

Flood Characteristics and Salinization

The project area falls within the inundation zone of the Mekong River Delta that is divided into four areas, which includes:

- Long Xuyen Quadrangle;

- Western areas of the Hau or Bassac River;

- Plain of Reeds (Dong Thap Muoi);

- Areas between the Hau and Tien rivers.

Serious floods occurred in the Delta in the years 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 proposed project area is in the area with an average flooding depth of 1 m to 2 m, which is shown as Figure 2.7.

Figure 2.7: Flood Map and Salinization Area in CMDRCP

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Climate Risk and Vulnerability Assessment for Component 4

Tide comes to the Mekong Delta from numerous directions, through various estuaries from South China Sea and the Gulf of Thailand, causing about 2 million hectares of salinity to land in the Mekong Delta. During the rainy season, flood flows have played a very important role in removing salt from agricultural land.

Surface water quality

Total Suspended Solids (TSS) in surface water in all stations have exceeded QCVN 08- MT:2015/BTNMT for Class B-1. Dissolved oxygen (DO) in surface waters was exceeded in 75% (6/8 stations) of the samples collected. Oil and grease was exceeded in 50% (4/8) of the samples collected. All other indicators of surface water quality sampled along the corridor of Component 4 comply with standards of QCVN 08-MT:2015/BTNMT for Class B-1. However, there are indications of pollution. In particular, the parameters of oil and grease, TSS and DO concentration did not meet permissible limits (the detailed surface water quality data is presented in Annex 3 of IEE). The above parameters were exceeded as the adjacent canals and rivers in the Project area are used for navigation, resulting to high level of suspended solids, leakage of oil from boats, barges etc. on river.

Ground water quality

The groundwater quality survey for Component 4 was done in six areas along the corridor. The environmental survey showed that the physical and chemical characteristics of the groundwater in the assessed areas comply with groundwater quality standard set by QCVN 09- MT:2015/BTNMT, except for Coliform where five samples of the residential areas of Cai Sao, Tay Khanh and Rach Dau; PR943 and NH91 interchanges exceeded the limit of 3 MPN/100ml. The results of laboratory analysis for ground water quality is shown in Annex 3 of the IEE.

1.4.2 Ecological Resources a. Terrestrial Ecology

The Component 4 corridor will traverse mostly agricultural lands of the Mekong Delta - the top rice producing region of Viet Nam. The Mekong Delta is particularly important as it is known to harbor large population of cormorants, herons, egrets, storks and ibises, which nests in huge colonies in the mangrove and Melaleuca forests. However, these areas are outside the primary impact zone of Component 4 project. The Mekong River Basin’s wetlands play a critical role as staging posts in the flyways for migratory birds.

One important biodiversity conservation site (but outside Component 4) is the Plain of Reeds, in Dong Thap Muoi, where the Tram Chim National Park is located. This park contains one of the last remnants of the Plain of Reeds wetland ecosystem, which previously covered some 700,000 ha of Dong Thap, Long An and Tien Giang Provinces. 11

Climate Risk and Vulnerability Assessment for Component 4

A small privately maintained bird sanctuary (Bang Lang Stork Garden, referred to by Buckton and Safford, 2004 as the Thoi An Bird Sanctuary) exists in Thoi Thuan commune, Thot Not District. This is reported to cover a 2.5 ha land that has been devoted by the land holder as a bird sanctuary. The site is about 5 km from the start point of Component 4. Migrating birds and resident populations of egrets and other species have been reported in this sanctuary. The most common bird species observed are egrets and cormorants. b. Vegetation

The common natural vegetation present along the project corridor are several species of grasses and weeds. Some of which have been classified as invasive alien species (IAS).

The dominant natural vegetation found along the project corridor according to the 2009 VESDEC survey are Eleocharis dulcis, Panicumrepens, C. dactylon, Ischaemum rugosum, Iscahemum indicum, Ageratum conyzoides L. etc. Domestic plants cultivated by local residents are also found in the project corridor. These are mostly used as ornamental plants or fruit-bearing trees for family consumption. c. Aquatic Resources

The fishes in the freshwater zone of the Mekong Delta are dominated by species of Cyprinidae, Siluridae Clariidae, Schilbeidae, Bagridae, Sisoridae, Akysidae, Chanidae and Ophicephalidae. It reported that over 200 species of fishes contribute to the commercial fishery, along with shellfish, mussels and clams (Mollusca), and prawns and shrimps, notably Macrobrachium rosenbergii and Penaeus monodon.

Among the well known white fish species of the Mekong are the river catfish, Pangasianodon hypophthalmus and two giant fishes: the giant Mekong catfish, Pangasianodon gigas, a Mekong endemic with individuals exceeding 300 kg, and the beautiful giant carp, Catlocarpio siamensis, which can exceed 100 kg.

The rivers and canals that will be traversed by the Project does not harbor the above aquatic resources. These rivers and canals along the project corridor are used as navigational facilities for mobility. d. Fisheries

The species commercially produced in the Delta, include the Pangasiid catfishes and black tiger shrimp (Penaeus monodon). Catfish farming has long been practiced in the Delta as early as 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.

Within the Central Mekong Delta region, the main areas of freshwater aquaculture are in An Giang, Dong Thap, Vinh Long and Can Tho Provinces. It is reported that the aquaculture 12

Climate Risk and Vulnerability Assessment for Component 4 industry in An Giang Province, provided employment to 11,058 households and about 5,000 households in Dong Thap and other provinces in the Mekong Delta.

2. FRAMEWORK FOR CLIMATE CHANGE ASSESSMENT 2.1 Climate Change Modeling and Emission Scenarios In Viet Nam

The Intergovernmental Panel on Climate Change (IPCC) published a series of projected greenhouse gas emissions scenarios that could be used to assess potential climate change impacts in 2000. The Special Report on Emission Scenarios, known as the “SRES scenarios”, grouped scenarios into four families of greenhouse gas emissions (A1, A2, B1, and B2) that explore alternative development pathways, covering a wide range of demographic, economic, and technological driving forces.

In 2012, the Viet Nam Ministry of Natural Resources and Environment (MONRE) published Climate Change scenarios and sea level rise for Viet Nam, which used PRECIS tool for temperature and precipitation and MAGICC tool for sea level rise forecast. The product model consists of 70 elements in the emission scenario A1B of AR4, IPCC. It is projected that changes in maximum temperature in Viet Nam varied in the range from −3 to 3 °C. Changes in minimum temperatures mostly varied in the range from −5 to 5 °C. Viet Nam’s temperature and precipitation trends have been greatly different among regions during the last 50 years (1960- 2010). The annual average temperature has increased by 0.5 °C nationwide and annual precipitation has decreased in the North and increased in the South (MONRE, 2012).

The changes in maximum temperature in Viet Nam varied from −3 to 3 °C. Changes in minimum temperatures mostly varied in the range from −5 to 5 °C. Both maximum and minimum temperatures have tended to increase, with minimum temperatures increasing faster than maximum temperatures, reflecting the trend of global climate warming.

Precipitation during dry season (November - April) has increased slightly or is almost unchanged in the northern regions and increased dramatically in the southern regions during the last 50 years. Precipitation during the rainy season (May - October) has decreased by 5 to over 10 % in most of Viet Nam’s northern area and increased by 5 - 20 % in the southern regions. The pattern of change in annual precipitation is similar to the precipitation during the rainy season, i.e. increasing in the southern climate regions and decreasing in the northern climate regions. Annual precipitation in the South Central Region has increased most dramatically compared with other regions in the country during the last 50 years, even by 20 % in some places.

This framework has been used to formulate the Climate Risk and Vulnerability Assessment (CRVA) for the Interconnecting Road to NH91 and Long Xuyen Bypass (Component 4).

2.2. Climate Risk Screening And Assessment

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Climate Risk and Vulnerability Assessment for Component 4

A climate change screening (presented in Annex 2 of IEE) was undertaken through desk review and site visits along the highway alignment during feasibility study stage. The climate risk screening identified the following main risk factors: a. The location and design (e.g. the clearance of bridges, road elevation, culvert and drainge capacity) of the Project will have to consider hydrometeorological parameters (e.g. sea level, peak river flow, reliable water levels, etc.). The design standards will have to consider projected, rather than historial inundation levels; b. Materials and maintenance (costs) will be affected by weather, current and future climate conditions. Due to this, there may be a need for increased frequency of maintenance particularly for culvert drainage structures and road embankment works; c. Predicted changes to climate of the Delta area, could increase both magnitude and frequency of floods and storms and induce greater seasonal variability in weather patterns. These works will reduce the intended design life of large infrastructure works. The Projects technical design will need to include climate change adaptation measures to mitigate these risks. These adaptation measures should include increased height for road embankment and larger clearance for bridges.

As a result, the project was classified at medium climate risk.

2.3 Climate Risk and Vulnerability Assessment (CRVA) Methodology

A vulnerability assessment aims to identify current and future vulnerabilities and understand the key determinants of this impact. It attempts to identify the root causes for a system’s vulnerability to climate change. This activity helps to compensate for uncertainties in the modeling and ensure that adaptation measures are locally beneficial and sustainable.

This CRVA for Component 4 aims to :

1. Determine which project components are most vulnerable to climate variability and likely to be affected by climate change; 2. Utilize climate data and climate projections in the design of project infrastructures to ensure that these are climate-proofed (i. e. infrastructures are able to cope with projected changes in stormwater run-off as a result of climate change; 3. Implement climate proofing measures to be included in the detailed design of the proposed Project.

To prepare this CRVA, the following steps were followed: i) a Climate Risk Screening exercise was initiated during the project feasibility. This checklist is presented in Annex 2 of the IEE; ii) climate data and climate projections for the project area were collected based on secondary data, including scientific articles, international studies and most recent climate models; iii) project components most vulnerable to climate variability and likely to be susceptible to climate change 14

Climate Risk and Vulnerability Assessment for Component 4 were identified based on the proposed scope of the project and the project location; iv) the design of critical project infrastructure, including road culverts, bridge clearance and slope stabilization works were critically reviewed to ensure that these are climate-proofed, as a result of climate change. Climate-proofing measures were identified and included in the detailed design where necessary.

3. CLIMATE VARIABILITY AND PROJECTED CLIMATE CHANGE

3.1 Historical Climate Trends in Viet Nam

During the period of 1958 - 2014, temperatures showed increasing trends in most observed stations. The annual average temperatures increased by about 0.62°C for the whole country, (about 0.10°C/decade). Annual rainfall showed decreasing trends in the northern regions (from 5.8% - 12.5% over 57 years) and increasing trends in the southern region (from 6.9% - 19.8% over 57 years).

The number of typhoons and tropical depressions in the East Sea that directly affected or made landfall in Viet Nam showed less change. However, the number of strong typhoons (maximum sustained winds from level 12 (33 m/s) to higher) had a slight upward trend in recent years, typhoon seasons ended later and an increased number of typhoons making landfall in the South.

Daily maximum (Tx) and minimum (Tm) temperatures showed increasing trends with the highest level of up to 1°C/decade. The number of hot days (days with Tx ≥35°C) increased in most regions of the country, especially in the Northeast, the Northern Delta and the Central Highlands with an increase of about 2 - 3 days/decade; while number of hot days decreased in some stations in the Northwest, South Central and the South. The number of droughts increased over the country, especially severe droughts. The number of extreme and damaging cold days showed a decreasing trend, especially in the last two decades. However, there were some records of extreme and damaging cold days with relatively low temperatures. The extreme rainfall trends varied between climate zones, decreasing in most stations in the Northwest, Northeast, Northern Delta and increasing in a large number of stations in other climate zones.

The observed data derived from water level gauging stations along the coast and islands of Viet Nam for the period 1960-2014 showed that water levels at most stations had increasing trends, the greatest increase was observed in Phu Quy station (5.6 mm/year). Water levels at Hon Ngu and Co To station showed decreasing trends (5.77 and 1.45 mm/year). Water levels at Con Co and Quy Nhon station had small changes. On the average for all stations, sea water level increased about 2.45 mm/year. Water levels increased by about 3.34 mm/year for all stations during the period 1993-2014.

Changes in maximum temperature in Viet Nam varied in the range of −3 to 3 °C. Changes in minimum temperatures mostly varied in the range of −5 to 5 °C. Both maximum and minimum temperatures have tended to increase, with minimum temperatures increasing faster than maximum temperatures, reflecting the trend of global climate warming.

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Climate Risk and Vulnerability Assessment for Component 4

Precipitation during dry season (November - April) has increased slightly or is almost unchanged in the northern regions and increased dramatically in the southern regions during the last 50 years. Precipitation during the rainy season (May - October) has decreased by 5 to over 10 % in most of Viet Nam’s northern area and increased by 5 - 20 % in the southern regions. The pattern of change in annual precipitation is similar to the precipitation during the rainy season, i.e. increasing in the southern climate regions and decreasing in the northern climate regions. Annual precipitation in the South Central Region has increased most dramatically compared with other regions in the country during the last 50 years, even by 20 % in some places.

It was observed from 1960 - 2010 that the annual precipitation decreased in the North and increased in the South. Table 3.1 shows the increase in temperature and changes in precipitation during the last 50 years in the climate region of Vietnam.

Table 3.1: Increases in Temperature and Changes in Precipitation During the Last 50 Years in the Climate Region of Viet Nam.

Climate Regions Temperature (oC) Precipitation (%) January July Year Nov-Apr May-Oct Year Northwest 1.4 0.5 0.5 6 -6 -2 Northeast 1.5 0.3 0.6 0 -9 -7 Red River Delta 1.4 0.5 0.6 0 -13 -11 North Central Coast 1.3 0.5 0.5 4 -5 -3 South Central Coast 0.6 0.5 0.3 20 20 20 Central Highlands 0.9 0.4 0.6 19 9 11 South Region (Southeast and 0.8 0.4 0.6 27 6 9 Mekong Delta Source: MONRE (2012a, b)

3.2 Historical Climate Trends in An Giang/Can Tho Province An Giang Province has an average temperature of 26 - 27.8 oC. In the last 40 years (1979 - 2017), the average annual temperature in An Giang showed increasing trend. In particular, the average temperature increased by 0.8 oC, the highest temperature increased by 1.2 oC. The lowest temperature increased 0.5 oC. Climate change in An Giang Province showed an average temperature increase of 0.1 to 1.2 oC per decade in the 20th century including three values: average temperature, lowest temperature and highest temperature.

An Giang Province has annual rainfall of 1,200 – 2,100 mm, but its distribution is uneven. Average rainfall days are 132 days/year. Both rainy days and rainfall total are concentrated in the seven rainy months, from May to November with the proportion of about 88%. 3.3 Climate, Temperature and Precipitation Projections in Viet Nam Scenarios of climate change and sea level rise for Viet Nam were updated in 2016, based on the roadmap defined in the National Strategy on Climate Change. The latest information on trends of climate change and sea level rise in recent years, as well as climate change and sea

16

Climate Risk and Vulnerability Assessment for Component 4 level rise scenarios for Viet Nam in the 21st century were presented in this document. The climate change and sea level rise scenarios were built upon the 5th assessment report (AR5) of the Intergovernmental Panel on Climate Change (IPCC); observed hydro-meteorological and sea level data until the year 2014, and digital national topographic maps updated in 2016; recent changing trends of climate and sea level rise in Viet Nam; global and regional climate models with high resolution for Viet Nam, and coupled atmosphere - ocean models; were provided.

These updated climate change scenarios take into account the change of climate variables in the 21st century, such as temperature (average annual temperature, seasonal temperature and temperature extremes), rainfall (annual rainfall, seasonal rainfall and rainfall extremes), summer monsoon and some extreme events (typhoons and tropical depressions, damaging cold days, the number of hot days and occurrence of droughts). Twenty-year average changes for the early 21st century (near term, 2016 - 2035), for the mid-21st century (midterm, 2046 - 2065) and for the late 21st century (long term, 2081 - 2100) are given, relative to a reference period of 1986 - 2005. The updated climate change scenarios looked at two emission scenarios, including RCP104.5 and RCP8.5.

Climate change scenarios for temperature and precipitation were developed for seven climate regions in Vietnam: North West, North East, Northern Delta, North Central Region (including Thanh Hoa Province), South Central Region, Central Highlands, and Southern Region. It is projected that: i) Temperatures at the end of 21st century in Viet Nam (MONRE 2012a, b);

• Low emission scenario (B1): annual average temperature increases by 1.6 - 2.2°C; • Medium emission scenario (B2): annual average temperature increases by 2 - 3°C; • High emission scenario (A2, A1F1): annual average temperature increases by 2.5 - 3.7 °C. ii) Precipitation at the end of 21st century in Viet Nam (MONRE 2012a, b)

• Low emission scenario (B1): annual precipitation increases 2 - 6 %; • Medium emission scenario (B2): annual precipitation increases 2 - 7 %; • High emission scenario (A2, A1F1): annual precipitation increases 2 - 10 %.

iii) Sea level rise at the end of 21st century in Viet Nam (MONRE 2012a, b)

10 RCP- Representative Concentration Pathways (RCPs) are four greenhouse gas concentration (not emissions) trajectories adopted by the IPCC for its fifth Assessment Report (AR5) in 2014. It supersedes Special Report on Emissions Scenarios (SRES) projections published in 2000. The pathways are used for climate modeling and research. They describe four possible climate futures, all of which are considered possible depending on how much greenhouse gases are emitted in the years to come. The four RCPs, RCP2.6, RCP4.5, RCP6, and RCP8.5, are named after a possible range of radiative forcing values in the year 2100 relative to pre-industrial values (+2.6, +4.5, +6.0, and +8.5 W/m2, respectively).

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Climate Risk and Vulnerability Assessment for Component 4

• Low emission scenario (B1): average sea level may increase by 49 - 64 cm; • Medium emission scenario (B2): average sea level may increase by 57 - 73 cm;

High emission scenario (A2, A1FI): average sea level may increase by 78 - 95 cm

Temperature and Precipitation Projections in Vietnam

All regions in Viet Nam showed increasing trends in temperatures when compared with the reference period, with highest increase in the North. RCP4.5 scenarios showed that by early 21st century, average annual temperatures would increase by 0.6-0.8oC across the country. By mid-21st century temperatures would increase 1.3-1.7oC in general, in which increase 1.6- 1.7oC in the northern regions (Northwest, Northeast, North Delta), 1.5-1.6oC in the North Central Coast, 1.3-1.4oC in the South Central Coast, Central Highlands and South. By late 21st century, temperature would increase 1.9-2.4oC in the North, and 1.7-1.9oC in the South. For the RCP8.5 scenarios, by early 21st century, average annual temperatures would increase 0.8- 1.1oC. By mid-21st century, temperatures would increase 1.8-2.3oC, in which increase 2.0- 2.3oC in the North, and 1.8-1.9oC in the South. By late 21st century, temperatures would increase 3.3-4.0oC in the North, and 3.0-3.5oC in the South.

Rainfall tends to increase over the whole country. For the RCP4.5 scenarios, by early 21st century annual rainfall would increase in most regions of the country with general values of 5÷10%. By mid-21st century, rainfall would increase 5÷15% in general, while some coastal provinces in the North Delta, the North Central and the Mid-Central the increase would up to 20%. By late 21st century, the rainfall patterns are similar to that of mid-21st century, however, the areas with an increase of over 20% would expand. For the RCP8.5 scenarios, annual rainfall would increase in the same trend of the RCP4.5 scenarios. However, the highest increase would be over 20% in most of the North, the Central Coast, part of the Central Highlands and the South by late 21st century. Changes in short term rainfall events will be higher than annual changes. The average 1-day and 5-day maximum rainfalls would increase by 10÷70% compared to the reference period in the western parts of the Northwest, the Northeast, the Red River Delta, the North Central Coast, Thua Thien - Hue to Quang Nam, the eastern South, the southern Central Highlands, and 10÷30% for other regions.

3.4 Climate, Temperature and Precipitation Projections in An Giang/Can Tho Province

Changes in annual average temperatures at the early, mid- and late 21st century for Can Tho and An Giang Province compared to the reference period are shown in Table 3.2. Values in parentheses are the 10% and 90% confident levels around the mean values. For the RCP4.5 scenarios, surface temperatures would increase by 1.4oC. For the RCP8.5 scenarios, temperature would increase by 1.9 oC (Table 3.2).

Table 3.34: Projected Temperature and Precipitation Increases for RCP4.5 and RCP8.5 Scenarios, Can Tho and An Giang Province (compared with 1986 - 2005 period)

RCP4.5 scenarios RCP8.5 scenarios Can Tho Province 2016-2035 2046-2065 2080-2099 2016-2035 2046-2065 2080-2099 Temperature 0.7 1.4 1.8 0.9 1.9 3.4

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Climate Risk and Vulnerability Assessment for Component 4

(0.4-1.2) (0.9-2.0) (1.2-2.6) (0.6-1.3) (1.4-2.6) (2.7-4.5)

10.5 13.7 15.1 10.7 18.3 21.2 Precipitation (6.6-14.4) (4.5-23.6) (2.8-26.6) (4.0-18.0) (13.5-23.6) (12.3-30.7) An Giang Province 2016-2035 2046-2065 2080-2099 2016-2035 2046-2065 2080-2099 0.7 1.4 1.9 0.9 1.9 3.5 Temperature (0.4-1.2) (1.0-2.0) (1.3-2.7) (0.6-1.3) (1.3-2.7) (2.6-4.6) 4.7 13.1 14.1 8.2 11.1 14.7 Precipitation (-0.3-9.4) (3.8-23.3) (0.5-26.4) (1.5-15.1) (5.4-17.3) (6.7-23.4) Source: MONRE. 2016. Climate Change and Sea Level Rise Scenarios for Viet Nam

The projected increases in precipitation from the 2016 climate change scenarios are significantly higher than previous projections, such as published by MONRE in 2009 and 2012 (based on AR4 outputs), in which mean annual temperature was projected to increase by 1.0- 2.0 °C by 2050; winter rainfall was projected to increase by 43.9% and summer rainfall by 3.2% by 2050. Autumn rainfall by 27.3% by 2050, while no change was projected for spring rainfall. The proportion of total rainfall falling in heavy events was projected to increase by 0.5-26.4% by the 2090s.

For the RCP4.5 scenarios, annual rainfall would generally increase by some 13%. For the RCP8.5 scenarios, annual rainfall would generally increase in a range of 11-18%.

3.5 Sea Level Rise Projections in Viet Nam and An Giang/Can Tho Province

Satellite data over the period 1993-2014 showed that the average sea level rise over the East Sea increased by 4.05 ± 0.6 mm/year. The average water level over coastal areas in Viet Nam increased by 3.5 ± 0.7 mm/year. The highest increase in average water level was found along the coast of Central Viet Nam (4 mm/year), and in the South Central (5.6 mm/year). The lowest increase in average water level was observed in the Northern Gulf coast (2.5 mm/year).

Sea level rise scenarios only consider changes in average sea water level caused by climate change. The scenarios do not take in to account the effects of other factors on sea water level, such as storm surge, monsoon induced water level rise, tide, tectonic uplift and subsidence, etc. By mid-21st century, there is a difference in trend of sea level rise. By 2050, average sea level rise for the coastal areas of Viet Nam are about 21 cm (13-32 cm) for the RCP2.6 scenarios, about 22 cm (14-32 cm) for the RCP4.5 scenarios, about 22 cm (14-32 cm) for the RCP6.0 scenarios, and about 25 cm (17-35 cm) for the RCP8.5 scenarios. By late 21st century, differences in trend of sea level rise for different RCP scenarios are clear. By 2100, average sea level rise for the coastal areas of Viet Nam would be about 44 cm (27-66 cm) for the RCP2.6 scenarios, about 53 cm (32-76 cm) for the RCP4.5 scenarios, about 56 cm (37-81 cm) for the RCP6.0 scenarios, and about 73 cm (49-103 cm) for the RCP8.5 scenarios. The project area is not anticipated to be inundated even with a sea level rise of 100 cm (Figure 3.1). Table 3.3 19

Climate Risk and Vulnerability Assessment for Component 4 shows the extent of inundated area at 100 cm sea level rise, 21% in Can Tho and 2% in An Giang.

Source: MONRE. 2016. Climate Change and Sea Level Rise Scenarios for Viet Nam.

Figure 3.1: Inundation map with a sea level rise of 100 cm

Table 35.3: Inundations due to Sea Level Rise Caused by Climate Change

Percentage of inundation (% area) corresponding to sea level rise 50cm 60cm 70cm 80cm 90cm 100cm Can Tho 1.44 1.59 1.90 2.77 6.54 20.52 AnGiang 0.08 0.16 0.29 0.49 0.90 1.82

Source: MONRE. 2016. Climate Change and Sea Level Rise Scenarios for Viet Nam.

4. ASSESSMENT OF CLIMATE RISKS

Given the projected variations of temperature and precipitation the proposed project was screened for 3 main types of climate risks that may cause damage:

• landslide (riverbank collapses) triggered by increased precipitation;

• flood; and

• sea level rise.

The general location of the road project is parallel to Hau River, making it vulnerable to flooding during rainy season and storm surge. Run-off will affect bridge openings and clearances, the drainage system (cross drains, side ditches, interception canals and culverts), slope stability at high embankments and deep cut sections, and protection works against erosion and scouring.

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Climate Risk and Vulnerability Assessment for Component 4

Landslide triggered by precipitation

The proposed road which is basically on a plain terrain with weak geology and discrete structure of soil, is susceptible to erosion by fast flowing water during flood season.

Key engineering measures taken to address these risks in the design are: i) increase in embankment height of road, ii) construction of new side and lead away drains, iii) construction of new culverts, iv) construction of new bridges with design elevation taken into account water level rise, and v) use of slope protection techniques.

Flooding and sea level rise

Heavy rains can cause disruption of the road network, decreased accessibility, erosion of roads and embankments, surface water drainage problems, slope failures, landslides, among others. Increased river flow resulting from precipitation and storminess may result in damages to bridges. Bridge/culvert capacities are reduced or exceeded, causing upstream flooding to occur. Seasonal variation is rainfall also causes drought in project areas. Particularly, the proposed road section located in the area with the annually inundation depth >1m (presented in Figure 4.1). Flooding occurs during the rainy seasons (May to October).

Based on MONRE (2016), there is no significant difference in sea level rise for all RCP scenarios. For RCP4.5 for 2030-2050 the sea level rise in Mui Cao Mai-Ken Giang area will be 12 - 23 cm only.

Source: Vietnam Association for Conservation of Nature and Environment. 21

Climate Risk and Vulnerability Assessment for Component 4

Figure 4.1: Annual Inundation Depth Within Project Area

5. ASSESSMENT OF CLIMATE VULNERABILITIES OF PROJECT FACILITIES

The design service life of the interconnecting road and bypass bridge project and related facilities is fifty (50) years thus the projected changes in climatic conditions to be considered are based on this set timeframe (2065).

Heavy precipitation must be considered to ensure that critical project components are designed in compliance with projected changes in precipitation and runoff. This run-off water will directly affect the following structures:

• bridge openings and clearances; • drainage system (cross drains, side ditches, interception canals and culverts); and • road pavement.

6. PROJECT’S RESPONSE TO IDENTIFIED CLIMATE RISKS

The project road will be constructed based on an embankment height (road centerline level) which accommodates the historic P1% (1 in 100 years) flood event plus a nomial climate change allowance of 0.30 m due to sea level rise by year 2050, freeboard allocance according to Viet Nam standards and 0.2 m level difference due to crossfall.

Based on the hydrological calculations of the project, the flow clearance as well as the control elevation and the clearance of the approved underpasses, and the technical requirements for controlling the red line according to calculated water level, (with Grade 3 Road at height of 0.5 m according to 22TCN11-06) will be used to control the red line elevation of the bridge and the normal road sections. The value of water level rise due to climate change is 0.3 m. This value has been approved and implemented in the component projects of the Central Mekong Delta Region Connectivity Project (CMDRCP).

The Component 4 in particular and CMDRCP in general, have considered climate change in the planning and design of the road project. It has adopted the 1% flood frequency and elevation average of 2.73 m as the control elevation for setting the road elevation in preparation for possible scenario of higher flood elevations by 2050 due to climate change.

The design document for the Project have considered adjustment of longitudinal section taking into account the water level rise impact due to climate change with an additional contingency value of 0.3 m.

The result of hydrological study of Project component 4 to adapt to climate change is given in Table 6.1.

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Climate Risk and Vulnerability Assessment for Component 4

Table 6.1: Results of Hydrological Study in Adapting to Climate Change

No Station HMax H1% H2% H4% H5% H10% Remarks 1 Km8+067.64 2.47 2.62 2.54 2.49 2.47 2.34 Duong Xuong Canal 2 Km8+277.05 2.48 2.63 2.55 2.5 2.48 2.35 Sang Canal 3 Km8+323.73 2.48 2.63 2.55 2.5 2.48 2.35 4 Km8+784.28 2.50 2.65 2.57 2.52 2.5 2.37 5 Km8+836.74 2.51 2.66 2.58 2.53 2.51 2.38 6 Km9+104.87 2.51 2.66 2.58 2.53 2.51 2.38 7 Km9+400.51 2.52 2.67 2.59 2.54 2.52 2.39 8 Km9+460.07 2.52 2.67 2.59 2.54 2.52 2.39 9 Km9+852.70 2.52 2.67 2.59 2.54 2.52 2.39 Muong Thom Canal 10 Km10+527.70 2.52 2.67 2.59 2.54 2.52 2.39 11 Km10+583.93 2.52 2.67 2.59 2.54 2.52 2.39 Cai Dung Canal 12 Km11+133.76 2.54 2.69 2.61 2.56 2.54 2.41 13 Km11+125.16 2.54 2.69 2.61 2.56 2.54 2.41 14 Km11+353.75 2.54 2.69 2.61 2.56 2.54 2.41 Cai Sao Canal 15 Km11+813.98 2.55 2.70 2.62 2.57 2.55 2.42 16 Km12+158.16 2.56 2.71 2.63 2.58 2.56 2.43 Cai Sao Nho Canal 17 Km12+278.06 2.56 2.71 2.63 2.58 2.56 2.43 18 Km12+401.01 2.57 2.72 2.64 2.59 2.57 2.44 19 Km12+694.53 2.57 2.72 2.64 2.59 2.57 2.44 20 Km12+971.58 2.58 2.73 2.65 2.6 2.58 2.45 Goi Lon Canal 21 Km13+033.33 2.58 2.73 2.65 2.6 2.58 2.45 22 Km13+366.47 2.58 2.73 2.65 2.6 2.58 2.45 23 Km13+466.08 2.58 2.73 2.65 2.6 2.58 2.45 24 Km13+830.29 2.58 2.73 2.65 2.6 2.58 2.45 25 Km13+631.76 2.59 2.74 2.66 2.61 2.59 2.46 26 Km14+119.69 2.60 2.75 2.67 2.62 2.6 2.47 Chin Xe Canal 27 Km14+272.93 2.60 2.75 2.67 2.62 2.6 2.47 28 Km14+893.33 2.61 2.76 2.68 2.63 2.61 2.48 My Quy Canal 29 Km15+513.68 2.62 2.77 2.69 2.64 2.62 2.49 30 Km15+571.18 2.63 2.78 2.7 2.65 2.63 2.5 My Phu Canal 31 Km16+128.75 2.64 2.79 2.71 2.66 2.64 2.51 Tam Bot Canal 32 Km16+250.51 2.65 2.80 2.72 2.67 2.65 2.52 33 Km16+307.85 2.64 2.79 2.71 2.66 2.64 2.51

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Climate Risk and Vulnerability Assessment for Component 4

No Station HMax H1% H2% H4% H5% H10% Remarks 34 Km16+424.40 2.64 2.79 2.71 2.66 2.64 2.51 35 Km16+559.29 2.64 2.79 2.71 2.66 2.64 2.51 36 Km16+726.93 2.64 2.79 2.71 2.66 2.64 2.51 Ranh Canal 37 Km17+117.88 2.65 2.80 2.72 2.67 2.65 2.52 38 Km17+718.10 2.66 2.81 2.73 2.68 2.66 2.53

39 Km18+034.00 2.68 2.83 2.75 2.70 2.68 2.55 Long Xuyen River 40 Km18+134.00 2.66 2.81 2.73 2.68 2.66 2.53 41 Km19+041.00 2.66 2.81 2.73 2.68 2.66 2.53 Ong Cau Canal 42 Km20+136.00 2.67 2.82 2.74 2.69 2.67 2.54 43 Km20+940.00 2.68 2.83 2.75 2.70 2.68 2.55 Tra On Canal 44 Km21+478.00 2.67 2.82 2.74 2.69 2.67 2.54 45 Km22+770.00 2.83 2.83 2.75 2.70 2.68 2.55 Thong Luu Canal 46 Km23+247.00 2.83 2.83 2.75 2.70 2.68 2.55

Source: Feasibility Study of Project Component 4

Based on the result of hydrological studies, the Detailed Design Consultant has provided a bridge clearance as given earlier in Table 6.1 and road clearance under bridges are presented in Table 6.2.

Table 6.2: Road Clearance Under the Bridge

Road Clearance (m) No Name Bridge Station Starting point Ending point Width Height Width Height 1 Sang Canal Km 08+275.00 12.0 4.75 6.0 3.2 2 Rach (2 provincial boundaries) Km 08+784.00 4.0 2.7 3 Muong Thom Be Canal Km 09+459.00 4.0 2.7 4.0 2.7 4 Muong Thom Canal Km 09+851.00 4.0 2.7 4.0 2.7 5 Cai Dung Km 10+581.00 4.0 2.7 6.0 3.2 6 Dong Thanh Km 11+135.00 7 Cai Sao Km 11+352.00 6.0 3.2 4.0 2.7 8 Cai Sao Nho Km 12+157.00 4.0 2.7 4.0 2.7 9 Goi Be Km 12+972.00 4.0 2.7 10 Chin Xe Km 14+119.00 4.0 2.7 4.0 2.7 11 My Quy Km 14+893.00 4.0 2.7 4.0 2.7 12 My Phu Km 15+571.00 4.0 2.7 13 Tam Bot Km 16+128.00 4.0 2.7 4.0 2.7 14 Kenh Ranh Km 16+727.00 4.0 2.7 4.0 2.7 15 Long Xuyen Km 18+030.99 12 4.5 6 4.5 16 Ong Cau Canal Km 19+041.00 4.0 2.7 4.0 2.7 24

Climate Risk and Vulnerability Assessment for Component 4

Road Clearance (m) No Name Bridge Station Starting point Ending point Width Height Width Height 17 Dung Canal Km 19+542.00 4.0 2.7 4.0 2.7 18 Tra On Km 20+939.63 6.0 3.2 6.0 3.2 19 Thong Luu Canal Km 22+700.00 4.0 2.7 4.0 2.7 Source: Feasibility Study of Project Component 4

The review of design elevation for roads and bridges with the contingency value of 0.3 m with reference to water level rise attributed to climate change was the basis for elevation of clearance and underpass clearance.

The review of road and bridge design elevation with reference to the contingency of water level rising to 0.3 m due to climate change impact may lead to the change of longitudinal section elevation of 12 bridge works and 6.32 km of roads. However this value is not significant and does not deviate from the proposed alignment.

Taking into account the projected water level rise, Table 6.3 presents the projects response in terms of longitudinal elevation at certain portions of the road project. Twelve (12) out of 19 bridges will be designed with increased elevation due to water level rise.

Table 6.3: Longitudinal Elevation Assessment Due to Water Level Rise Caused by Climate Change

Clearance Clearance H Length Elevation min of of considering of High change river road water level No. Bridge Bridge altitude due to (Hriver) (Hroad) control climate rise (m) (m) (m) change (m)

1 Kenh Sang 329.50 6.00 4.75; 3.20 Hriver No

2 Rach 38.10 1.50 2.70 Hriver Yes 0.44

3 Rach Muong Thom Be 42.60 1.50 2.70 Hroad No

4 Rach Muong Thom 94.20 1.50 2.70 Hroad No -

5 Cai Dung 56.14 2.50 2.70; 3.20 Hriver No -

6 Dong Thanh 23.04 1.50 3.20; 2.70 Hriver Yes 0.90

7 Cai Sao 61.14 2.50 2.70; 3.20 Hriver Yes 0.07

8 Cai Sao Nho 43.60 1.50 2.70 Hriver Yes 0.12

9 Goi Be 38.10 1.50 2.70 Hriver Yes 0.14

10 Chin Xe 42.60 1.50 2.70 Hriver Yes 0.16

11 My Quy 42.60 2.50 2.70 Hriver Yes 0.47

12 My Phu 33.10 1.50 2.70 Hroad No -

13 Tam Bot 42.60 1.50 2.70 Hriver Yes 0.15

14 Kenh Ranh 42.60 1.50 2.70 Hriver Yes 0.15 25

Climate Risk and Vulnerability Assessment for Component 4

Clearance Clearance H Length Elevation min of of considering of High change river road water level No. Bridge Bridge altitude due to (Hriver) (Hroad) control climate rise (m) (m) (m) change (m)

15 Long Xuyen 448.86 7.00 4.75 Hriver Yes 0.25

16 Ong Cau 37.60 1.50 2.70 Hroad Yes 0.31

17 Rach Dung 32.54 1.50 2.70 Hroad Yes 0.21

18 Tra On 56.14 1.50 3.20 Hroad No -

19 Thong Luu 37.60 1.50 2.70 Hroad No - Source: Feasibility Study of Project Component 4 As the result, the design consultant has reviewed and updated the increased quantity in the general quantity of the project to calculate the total investment for the works (increasing of backfill volume, increasing of pavement treatment area due to the road width increases, increasing of culvert length due to the pavement width increases and increasing of quantity due to the abutment height of 13 bridges).

As shown in Table 6.4, costs for taking these measures add up to a total of US$ 8.53 million. This is approximately 16.41% of the total civil works costs. It must be pointed out that these measures would have been considered anyway in the conventional design as the issue of flooding and landslide is a threat to the sustainability of the road. However, these measures also contribute to adaptation of the road for future inundation condition by sea level rise. This risk screening and risk identification exercise has helped to ensure that proposed road has adequate climate risk mitigation or adaptation measures. The sectionwise details of climate risks, specific engineering measures taken and the costs of those measures are provided in Table 6.4.

Table 6.4: Climate Adaptation Measures and Associated Costs for Proposed Road

Costs for Climate Adaptation measures taken in adaptation Section Cause of risk risk design measures (US$) Located in low lying areas and Raising embankment height by 1.5 m 557,920 influenced by along the alignment road. sea level rise Damage of road Construction of drainage culverts 988,351 due to along the alignment of proposed road. Interconnecting flooding Crossing of road to NH91 Construction of bridges with changed project road design along proposed road and Long Xuyen 6,428,150 city Bypass (increasing of quantity due to the abutment height of 12 bridges).

Sections of Slope protection: planting grass along 345,474 Damage of bridge crossing slopes. road due to river landslides along the project Construction of concrete frame for 216,918 road slope protection. 26

Climate Risk and Vulnerability Assessment for Component 4

Costs for Climate Adaptation measures taken in adaptation Section Cause of risk risk design measures (US$) Total 8,536,813

7. CONCLUSION

The climate risk and vulnerability assessment for Component 4 showed that the Project will not have an impact on climate change in terms of greenhouse gas emissions. Flooding, landslide (due to increased precipitation) and sea level rise will not have an impact on the project specifically on road pavement, bridge openings and clearances, and the drainage systems. The design of these critical infrastructures was reviewed to ensure that all facilities are climate resilient. Based on this assessment, the Project will not be significantly affected by climate change.

As an adaptation to projected changes in climatic conditions, the roads will be constructed on an embankment height that will accommodate the historic P1% (1 in 100 years) flood event and a nominal climate change allowance of 0.30 m due to sea level rise by 2050, despite Viet Nam’s freeboard allowance of 0.2 m level diffrence due to crossfall. The design document for the Project have considered adjustment of longitudinal sections, taking into acoount the water level rise impact due to climate change.

A number of climate adaptation measures have been formulated for this Project. These included:

1) Raising embankment height by 1.5 m along the alignment road; 2) Construction of drainage culverts along the alignment of proposed road 3) Construction of bridges with changed design along proposed road (increasing of quantity due to the abutment height of 13 bridges); 4) Slope protection: planting grass along slopes; and 5) Construction of concrete frame for slope protection.

The costs for taking the abovementioned measures add up to a total of US$ 8.53 million, which is about 17% of the total civil works costs. All these measures have been incorporated in the detailed design of the Project due to threat of flooding and landslide.

The methodologies for impact prevention and mitigation measures recommended for the Project are normal, standard, internationally practiced and forms part of the engineering and construction cost package.

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