World Bank Document

MINISTRY OF TRANSPORT WORLD BANK VlWA & PMU-W Public Disclosure Authorized Public Disclosure Authorized

NORTHERN DELTA TRANSPORT DEVELOPMENT PROJECT

Public Disclosure Authorized Consultancy Services for Feasibility Study and Preliminary Engineering Design Draft Final Report Appendix Ila: EIA Waterways improvements - Day Ninh Co River Mouth

January 2008 Public Disclosure Authorized

ROYAL HASKONING Centre of VAPO The Northern Delta Transport Development Project (NDTDP) Enviro~lmentalImpact Assessment Day-Ninh Co River Improvement- Component A DRAFT FINAL REPORT - APPENDIX Ila

Waterways Improvement

Ministry of Transport, Vietnam Inland Waterway Administration (VIWA), Project Management Unit of Waterways (PMU-W)

10 January 2008 HASKONING ASIA GOVERNMENT SECTOR CONSULTANCY HASKONING NEDERLAND B.V.

Barbarossastraat35

P.O. BOX151

Nijmegen 6500 AD

+31 (0)24 328 42 84 Telephone

0031 (0)243609634 Fax

[email protected] E-mail

www.royalhaskoning.com Internet

Arnhem 09122561 CoC

Document title The Northern Delta Transport Development Project (NDTDP)

Consulting services for feasibility studies and preliminary design for the Northern Delta Transport Development Project (NDTDP)

Document short title Appendix Ila - EIA - Waterways improvement

Status Draft final

Date 10 January 2008

Project name NDTDP

Project number 9R6212.21

Client Ministry of Transport, Vietnam Inland Waterway Administration (VIWA), Project Management Unit of Waterways (PMU-W)

Reference 9R6212.21/R007/JHUNijm

Northern Delta Transport Development Project IN~jrn

Appendix VI - Roads 11 January 2008 nS&ll:C ROYAL HASKONING

ABBREVIATIONS AND ACRONYMS

AADT Annual Average Daily Traffic

ADB Asian Development Bank ASEAN Association of Southeast Asian Nations BBDT Benkelman Bean Deflection Test

CE A Cost-effectiveness Analysis D P Displaced Person (or Project-affected Person, PAP) DWT Deadweight tonnage EIA Environmental Impact Assessment

ElRR Economic Internal Rate of Return EMDP Ethnic Minority Development Plan (or lndigenous People's Development Plan, IPDP)

EMP Environmental Management Plan

ENPV Economic Net Present Value

FS Feasibility Study GDP Gross National Product

GIs Geographic Information System GOV Government of Vietnam

GPS Global Positioning System

GSO General Statistics Office HCMC Ho Chi Minh City

HDM4 Highway Development and Management Software Version 4

ICD lnland Clearance Depot IMF International Monetary Fund

IPDP Indigenous People's Development Plan (or Ethnic Minority Development Plan, EMDP) IWPM lnland Waterways and Port Modernization Project IWT Inland Waterway Transport

IWTC lnland Waterways Transport Cost Model ,IBIC Japanese Bank for International Cooperation

LAD Least Available Depth

MARD Ministry of Agriculture and Rural Development

MMTRR Multimodal Transport Regulatory Review

MOT Ministry of Transport

Mekong River Commission

Multimodal Transport

Mekong Transport Infrastructure Development Project

MTO Multimodal Transport Operator

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NH National Highway

NDTDP Northern Delta Transport Development Project

NLF National Logistic Forum

NPV Net Present Value

NWTC Northern Waterway Transport Corporation

0-D Origin-Destination

PAP Project-affected Person (or Displaced Person, DP)

PC People's Committee

PCU Passenger Car Unit

PDLC Physical Distribution and Logistics Centre

PDOT Provincial Department of Transport

PlANC International Navigation Association

PIP Project Implementation Plan

PMUl Project Management Unit No. 1

PMU-W Project Management Unit - Waterways

PPC Provincial People's Committee

PPMU Provincial Project Management Unit

PRA Participatory Rapid Appraisal

PSP Private Sector Participation

QCP Quality Control Plan

RAP Resettlement Action Plan

RC Resettlement Committee

RED Roads Economic Decision Model

RNlP Road Network Improvement Project

RPF Resettlement Policy Framework

RRMU7 Regional Road Management Unit No. 7

SA Social Assessment

SOE State-owned Enterprise

SWTC Southern Waterway Transport Corporation

TD Technical Design

TE U Twenty-foot Equivalent Unit

TOR Terms of Reference

[ii] $R6212.211'R007a/JHUNijrn January 2008 COO

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UNCTAD United Nations Commission on Trade and Development

UNDP United Nations Development Programme

USD United States Dollars

VAT Value-added Tax

VIRESS Vietnam Registry

VITRANSS Vietnam National Transport Strategy Study

VlWA Vietnam Inland Waterway Administration

VLSS Vietnam Living Standard Survey

VN D Vietnamese Dong

VN MC Vietnam National Mekong Committee

VOC Vehicle Operating Cost

VR A Vietnam Road Administration

WVD Vehicle Weight 8 Dimensions

WB World Bank

WTO World Trade Organization

Third Party Logistics Providers

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CONTENTS PAGE

EXECUTIVE SUMMARY Introduction 1 Policy, Legal and Administrative Framework Project Description Existing Environmental Conditions Environmental Impacts Prediction and Assessment Analysis of Alternatives Environmental Monitoring Plan Public Disclosure

1 INTRODUCTION 1-1 1.1 Background of the Northern Delta Transport Development Project (NDTDP) 1-1 1.2 Objectives of the NDTDP 1-1 1.3 Day - Ninh Co River Mouth Improvement Project 1-1 1.4 Study Methodology and Data Sources 1-2 1.5 Purpose and Structure of this Volume 1-4

2 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK 2-1 2.1 Environmental Policies, Administration and Regulations of the Government of Vietnam 2-1 2.2 Vietnamese Policy in Environmental Impact Assessment (EIA) 2-1 2.3 World Bank Social and Environmental Safeguards Policies 2-3 2.3.1 OP 4.01 (January 1999) -Environmental Impact Assessment: 2-3 2.3.2 OP 4.04-(June 2001) Natural Habitats: 2-3 2.3.3 OP 4.1 1 (July 2006) Physical Cultural Resources 2-4 2.3.4 OP 4.12 - (Dec 2001) Involuntary Resettlement 2-4 2.3.5 OP 4.1 0 - (July 2005) Indigenous Peoples 2-4

3 PROJECT DESCRIPTION 3.1 Overview 3.2 Project description of existing waterway Day River Red River - Ninh Co River Cua Day River Lach Giang Rlver mouth 3.3 Project Need Need for Day-Ninh Co- River Mouth lmprovement Situation Need for corridor improvement 3.4 Project Components 3.5 Cost Estimates

4 EXISTING ENVIRONMENTAL CONDITION 4.1 Location 4.2 The Physical Environment 4.2.1 General climate 4.2.2 Wind 4.2.3 Typhoons 4.2.4 Air Quality

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Topography and Geology Soils of the Red River Delta Mineral Resources The Red River System Oceanographic Characteristics Coastal Geomorphology Susceptibility to Natural Hazards Biological Environment Terrestrial Ecosystems Ecologically Significant Wetland Ecosystems Vegetation of Day- Ninh Co Project Site Aquatic Flora & Fauna of the Red River Delta Seasonality of Some Biologic Processes in Red River Delta Mangrove Ecosystems of the Red River Delta Protected Areas - Biodiversity Protection and Conservation Cucphuong National Park Catba National Park Cucphuong National Park, Nghia Hung Proposed Nature Reserve Xuan Thuy National Park Hai Nature Reserve Thai Thuy Proposed Nature Reserve Socio-Economic Conditions Socio-Cultural Profile Agriculture and Fishery Industrial Development Activities in the Project Site Major Economic Uses of Day - Ninh Co Rver Historical and Natural and Cultural Resources

5 ENVIRONMENTAL IMPACTS PREDICTION AND ASSESSMENT 5.1 Environmental Impact Assessment Method 5.2 Summary of lmprovement Works 5.3 lmpacts Screening Checklist 5.4 lmpacts of Dredging 5.4.1 Impacts on Aquatic Life 5.4.2 Recovery of dredged areas 5.4.3 Impact on Water Quality 5.5 lmpacts of Dredging 5.6 lmpacts of the Day-Ninh Co Canal (DNC) 5.7 lmpacts of the Disposal of Dredged Sediments 5.8 lmpacts of the Breakwater 5.9 lmpacts of Groins 5.1 0 lmpacts of the Operations Stage 5.1 1 Summary of lmpacts

6 ANALYSIS OF ALTERNATIVES 6.1 Alternative No.1 -"No New Action" 6.2 Alternatives for the Day - Ninh Co 6.2.1 The River Improvement 6.2.2 The River Mouths Improvement 6.2.3 Suitable Dredging Methods -- lvl 9R6212.21 lR007aiJHLINijm January 2008 COO ,C ,C . COO

6.2.4 Transport 6.2.5 Unloading and placing 6.3 Summary of dredging, transport and disposal methods 6.3.1 Equipment Selection 6.3.2 Initial Dredging Estimates

7 ENVIRONMENTAL MANAGEMENT PLAN 7-1 7.1 Mitigating Measures 7-1 7.1.1 Dredging 7-1 7.1.2 Excavation of the Day-Ninh Co Canal 7-1 7.1.3 Disposal of Spoils 7-1 7.1.4 Environmental Management of the Work Site 7-4 7.1.5 Management of Social Impacts 7-6 7.2 Environmental Monitoring 7-10 7.2.1 Institutional Responsibilities for Environmental Monitoring and Reporting 7-1 0 7.2.2 Organization of Environmental Monitoring for NDTDP 7-10 7.2.3 Agencies involved in Environmental Monitoring Programs 7-10 7.2.4 Environmental Quality Monitoring 7-11 7.3 Environmental Management for Operations 7-15 7.3.1 Mitigating measures 7-15 7.3.2 Monitoring 7-16 7.4 Capacity Building in Environmental Management 7-17 7.5 Stakeholders' Responsibilities 7-18

8 PUBLIC DISCLOSURE 8-1

9 REFERENCES 9-1

10 APPENDICES 10-1

January 2008 LIST OF TABLES

Table 1-1. List of Sampling Stations, Locations & Samples Collected Table 2-1. List of International Agreements of Which Vietnam is a Signatory Table 3-1. List of River Sections in Corridor 3 Table 3-2 Detailed List of Major Constraints in Corridor 3 Table 3-3 Three Alternatives to Improve Access to Main Waterdays Table 3-4. Dredging Depths Based on Vessel Design Table 3-5. Proposed Equipment Table 3-6. Rock Grading for North Breakwater (Lach Giang) Table 3-7. Rock Grading for North Breakwater (Cua Day) Table 3-8 Construction Costs (Corridor Improvements) Table 3-9. Yearly Maintenance Costs (Corridor Improvements) Table 3-1 0. Construction Costs (River Mouth Improvements) Table 3-1 1. Yearly Maintenance Costs (River Mouth Improvements) Table 3-12. Periodic Maintenance Costs (River Mouth Improvements) Table 3-13. Construction Costs (EnvironmentaliSociaI Issues) Table 4-1. Extreme Wind Conditions Generated a Result of Typhoons Table 4-2. Air Quality Measurement Nam Dinh and Ninh Binh Table 4-3. Soil Quality, Ndtdp Study Region Table 4-4. Discharge Distribution among Red River Tributaries & Distributaries Table 4-5. Discharge at Selected Stations Table 4-6. Estimated Sediment Discharge at the River Mouths Table 4-7. Water Quality of the River in the Northern Delta Table 4-8. Concentration of Heavy Metals in River Water of the Northern Delta Table 4-9. Stream Sediment Quality Data, 1998 and 2007 Sampling. Table 4-10. Extreme Wind Conditions Generated by Typhoons per Direction Table 4-11. Estimated Storm Surge (Cua Day) Typhoon + SE Wind Conditions Table 4-12. Estimated Waves Generated by Extreme Typhoon Table 4-73. Endemic and Near-Endemic Bird Species Table 4-14. List of Plant Species Present in the Project Site Table 4-15. Matrix of Season and Documented Seasonality Table 4-16. Existing IWT Traffic in Specific Stretches of Ninh Co and Day Rivers Table 5-1. Estimated Volume of Spoils to be Dredged in the Red i Ninh CoiDay R Table 5-2 lmpacts Screening Matrix Table 5-3. Typical Impacts of Dredging Table 5-4. Recovery Period Observed in Various Dredging Areas Table 5-5. Biologic Processes in the Red River Delta Table 5-6. Influence of Vessel Characteristics and Travel Speed on Wake Height. Table 6-1. Cost Associated with Capital Works and Other Scenarios. Table 6-2. Summary of the Various Possible Dredging, Transport & Disposal Methods Table 6-3. Proposed Dredging Equipment Table 7-1. Management of Dredged Materials According to Quality Table 7-2. Cost Estimate for Monitoring of Groundwater Table 7-3. Estimated Cost for Training Activities

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LIST OF FIGURES

Figure 1-1. Location of Sampling Stations Figure 3-1. Location Map of Red River Network in Corridor 3 Figure 3-2. Location of Nihn Co and Day Rivers Figure 3-3. Alternative CD-1 (Left) & CD-2 at Day River Figure 3-4. Alternative A1 : Cua Day Via Day River & DNC Canal Figure 3-5. Alternative 01 : Lach Gian Via Ninh Co & DNC Canal Figure 3-6. Alternative 52: Lach Giang Via Ninh Co & DNC Canal Lock Figure 3-7. Alternative C: Cua Day + Lach Giang (W/O DNC CanallLock) Figure 3-8. Example of Groin Sections Relative to Water Level (For Non-Tidal River) Figure 4-1. Location of the Day-Ninh Co River Improvement Component Figure 4-2. Offshore Wind Climate in 2 Main Seasons Figure 4-3. Topographic Map of the Study Region Figure 4-4. Geologic Map of the NDTDP Study Region Figure 4-5. Soil Map of the NDTDP Study Region Figure 4-6. Mineral Deposits of the Northern Delta Figure 4-7. Plume Dispersion Pattern in Lac Giang during Different Seasons Figure 4-8. Protected Areas in the Red River Delta Figure 4-9. The Imagery Gives a Bird's Eye-View of the Ngiah Hung Figure 4-10. Overview of the Xuan 'Thuy National Park and the Tien Hai Nature Reserve Figure 4-1 1. Imagery of Lach Giang Showing the Shrimp Ponds Figure 4-12. Location of Pumping Stations in the Red River Delta Figure 4-13. Tourism Sites, Historical Natural and Cultural Heritage Resources Figure 5-1. Existing Condtion of Sediment Transport Figure 5-2. End of Dry Season Imagery of the Day-Ninh Co River Figure 5-3lmagery of the Day-Ninh Co River Mouth Figure 6-1. Improvement of Day River with Canal and with a Lock Figure 6-2. lmprovement of Day River with Canal Figure 6-3.lmprovement of Ninh Co River with Canal Figure 6-4.lmprovement of Ninh Co River with Lock Figure 6-5. Proposed Alternatives for the Improvements of Day and Ninh Co Rivers Figure 6-6. Alternative CD-1 Day River Figure 6-7 Alternative CD-2 Day River Figure 6-8 . Alternative LG-1, Lach Giang R Figure 6-9. Alternative LG-3 Lach Giang R

[viii] 9R6212.21 /R007a/JHUNijm January 2008 EXECUTIVE SUMMARY

Introduction

The Ministry of Transport of the Government of Vietnam is presently concentrating through the Vietnamese Inland Waterway Administration (VIWA) and the Project Management Unit Waterways (PMU-W) on the improvement of navigation conditions in the Red River Delta and the Mekong Delta.

The Northern Delta Transport Development Project (NDTDP) aims to support the sustainable economic growth and sustainable development in the Northern Delta Region. Specifically, the project aims to reduce transport costs/tariffs, raise efficiency of logistics services, assist in building the management tools and capacity of the VIWA and the provincial departments of transport, and developlstrengthen the existing frameworks for private sector participation in the provision of infrastructure and associated services.

At present, inland water transportation in the Red River system is not optimized because vessels are unable to pass through the river mouths when transporting goods from the Port of Ninh Binh and the Port of Hanoi and the hinterlands. The Day - Ninh Co River Mouth lmprovement project aims to address this problem and to improve the inland waterway transportation in the Southern Red River transport corridor.

The environmental impact assessment (EIA) for the Day Ninh Co River lmprovement Project was done on an incremental approach. Initially, regional scanning of the Red River Delta region was done based on existing secondary information and on data provided to the planning team. Subsequently, collection of primary information was conducted which included collection of samples in the field, laboratory analysis of samples (water, sediment, soil, benthos, plankton) and visual site assessment. Significant information was also gathered from published researches on the Red River Delta that is available in the worldwide web.

Policy, Legal and Administrative Framework

The mandate of the Government of Vietnam in enforcing environmental regulations emanates from its 1986 Constitution which states that "State organs, units of the armed forces, economic and social bodies, and all individuals must abide by State regulations on the rational use of natural wealth and on environmental protection"

The most relevant policies of the Government of Vietnam for environmental impact assessment include the Law on Environmental Protection (LEP); Decree No. 80/2006/ND-CP which detailed guidelines on implementation of some articles of the LEP; Decision No. 81/2006/ND-CP which provides penalty for environmental protection; and Circular No. 08/2006/TT-BTNMT which contains the guidelines on SEA, EIA and CEP. Other relevant laws include the law on mineral resources, law on forest protection and development, land law, law on water resource, Vietnamese standards for the environment. Results obtained for this EIA were also compared to relevant Vietnamese standards such as ambient air quality standard, acoustic standard, water quality standard, domestic wastewater standard and industrial effluent standard. International agreements that Vietnam is a signatory were also used as reference for this EIA. Finally, this EIA also has to comply with World Bank social and environmental safeguard policies.

9R6212.21 lR007alJHLINijm January 2008 ROYAL HASWONINC

Project Description

Inland waterway transportation in the Red River system has been pivotal in the Red River Delta region. However, its capacity is not fully utilized because of deficiencies in infrastructure and transport continuity. Navigation is presently limited by low water depth, numerous shoals, narrow channels with sharp bends, and obstructions on the riverbed. Thus, the Government of Vietnam has decided to rehabilitate key waterways in the North Delta Region to improve transport and export facilities in the Red River region.

The NDTDP inland waterways improvement calls for river mouth widening and deepening of Ninh Co River and Day River. This will facilitate the access of higher capacity vessels and will ensure safe navigation from Quang Ning to Ninh Binh.

The Day-Ninh Co River mouth widening project is part of Corridor 3 of the NDTDP. Corridor 3 extends for approximately 178km and connects Hanoi with Day and/or Lach Giang estuary and traverses the provinces of Ha Noi, Ha Tay, Hung Yen, Ha Nam, Thai Binh and Nam Dinh. Rivers in this corridor are designed for Class II vessels but because of the presence of shoals, parts of the corridor can only be used for Class Ill. Low vertical clearances of bridges also cause some navigational constraints.

Need for the Proiect The inland waterway system is the most important component of the region's freight transport network. It is an efficient transport system for heavy bulk cargo. However, because of existing physical constraints, full capacity of the inland waterways is not realized.

Royal Haskioning suggested several improvements of the Day-Ninh Co river mouth in a study done in 2003. Aside from the narrow channel, siltation has also been found to be one of the major problems throughout the Red River system.

Royal Haskoning has considered 3 different types of river mouth improvements: (1) by-pass canal + coastal works + navigational aids; (2) river stabilization by groins +capital/maintenance dredging + navigational aids; and (3) capital and maintenance dredging + navigational aids. The sea channel leading to the coast will have to be dredged and then a bypass channel will need to be dredged through the sand-spitlmudflats in order to connect the river with the sea channel. At Lach Giang, the proposed bypass is a channel that will cut through the sand-spit while at Cua Day the proposed by-pass is a channel that will cut through the mudflats.

The cost of all river mouth improvement schemes are highly dependent on the amount of dredging required. The most suitable equipment for carrying out the capital dredging works is a cutter suction dredger while the most suitable equipment for carrying out the maintenance dredging works is a trailing suction hopper dredger.

Aside from the improvement of the river mouth accessibility, further improvement of the main inland waterways, all the way up to the port of Hanoi and the port of Ninh Binh is also necessary to create the required navigational conditions. According to a feasibility analysis conducted by the Royal Haskoning in 2003, realistic alternatives to improve access to rivers involve a sea channel and a bypass channel to the north of either river mouths. The feasibility study showed two options 9R6212.21/R007a/JHL/Nijm January 2008 for connecting Day River and Ninh Co River. One option is to have a protected canal without navigation lock and an unprotected canal with navigational lock.

Proiect Components 'The project focuses on improving and facilitating access to the ports at Ninh Binh and Hanoi via the river mouths of the Day River and the Ninh Co River. The waterway improvement activities include dredging, construction of river groins, breakwaters, bypass canals, DNC canal/navigational lock, DNC bridge and installation of aids to navigation.

Estimated Proiect Cost Total project cost is estimated at 38.606 million euro. This includes costs of corridor improvement, river mouth improvements, and environmental and social costs.

Existing Environmental Conditions

The project region of the Northern Delta Transport Development Project (NDTDP) covers 13 provinces and cities, namely: Phutho, Vinhphuc, Ha Tay, Ha Noi, Bac Ninh, Ha Narn, Ninh Binh, Nam Dinh, Hung Yen, Hai Duong, Thai Binh, Hai Phong and Quang Ninh. Eleven of these provinces are within the Red River delta region. The Day-Ninh Co River Waterway Improvement Component will be located in the provinces of Ninh Binh and Nam Dinh. Although the project components will be located in Nam Dinh, Ninh Binh which shares a common boundary (marked by Day River) with Nam Dinh will be within the primary impact area of the project.

Climate Climate in the Red River Delta region is tropical with a pronounced maritime influence. The average annual rainfall is 1.600-1.800 mm, 85% of which occurs during the rainy season (April to October). The heaviest rainfall occurs in August and September, causing extensive flooding in the delta due to the overflow of riverbanks.

The winters are cool and dry, with mean monthly temperatures varying from 16.3 to 20.9 degrees Celsius. Fine drizzle is frequent in early spring, after which temperatures rise rapidly to a maximum of 40 degrees Celsius in May. The summers are warm and humid, with average temperatures varying from 27 degrees Celsius to 29 degrees Celsius. The prevailing winds are north and east in winter. and south and southeast in summer.

Typhoons frequently pass by the Red River Delta region from June to September. Frequency of typhoon occurrence seems to have increased in recent decades compared to the first half of the century. Typhoons usually carry with it heavy rainfall and causes severe flooding in the delta.

Two types of winds affect the region, the summer monsoon and the winter monsoon. Wind direction during the winter monsoon is from northeast to east while dominant wind direction during the summer monsoon is from the south.

Air Qual~ty Ambient air quality in Vietnam is reported to be deteriorating because of the use of dirty fuel and the increasing number of motorized vehicles. Stationary sources of air pollution also contribute significantly to air quality degradation. In Hai Phong for instance, operation of the cement plant has negative impact on air quality in the area. Similar situations seem to prevail in Ninh Binh and

9R6212.21IR007alJHUNijrn January 2008 .can, C 0 ROYAL HASKOIIIG

Tam Diep. Widespread construction is also one cause of the significant increase in concentrations of TSP. The present air quality measurement in Nam Dinh, Ninh Phuc Port and Nghia Hung indicates that the ambient air quality generally complies with the one hour standards of TCVN5937-2005. This is presumed to be the typical ambient condition in rural parts of the Northern Delta. It should be noted however that TSP and SO2, although within standards, are relatively elevated.

To~oara~hvand Geoloav Nam Dinh and Ninh Binh are located in the southwestern region of the Red River Delta. The topography in this region is predominantly plain with low elevations. Rocks in the Red River Delta region include those belonging to the Proterozoic group, Lower Devonian, Carnian Stage, Norian- Rhaetian Stage, Hanoi Formation, Vinh Phuc Formation, Hai Hung Formation, Thai Binh Formation and undifferentiated Quaternary sediments.

The Day-Ninh Co project component is located in the region where the geological substrate is the Thai Binh Formation, a very young sedimentary sequence made of up of fluvio-marine, marshy marine, fluvial sediments, fluvio-marshy sediments, marine sediments and marine eolian sediments.

Soils of the Red River Delta Soil type in the project site is saline soil. The presence of barnacles in the sluice gate along the paddy dike indicates that brackish water is constantly present in this area. Results of the soil quality analysis indicate that concentrations of heavy materials are within the reference value of the Dutch standard. Oil was determined to be present in some stations. This is attributed to the oily discharge of boats and barges plying the transport corridor. The pH of the soil samples is neutral which indicates that acid sulphate soils is not a concern in the project site.

Mineral Resources The biggest coal mines in Vietnam are located in the Northern Delta Region. Aside from coal, the region also has metallic mineral deposits, non-metallic mineral deposits and clay deposits which are of particular interest to the NDTDP.

The Red River System The Red River Delta has a basin area of 143,700 km2 with more than 5OoA of the catchment area located in the territory of China and Laos. The main drainage channel of the Red River extends for about 1,130 kilometers flowing southwards to the Gulf of Tonkin. The channel pattern of the Red River Delta can be classified as 'single' with relatively few channels originating from a common point at the head of the delta. The Red River supplies approximately 85-90% of water of the basins of the Nhue and Day Rivers. In the dry season, from November to May, water of the two distributaries is mostly supplied by the Red River.

The discharge of Red River fluctuates widely, with a distinct flood and dry season. Flow velocities along the Red river vary on average between 0.2 - 0.6 m/s during the dry season and between 0.7 - 1.2 m/s at the high point of the wet season. Along the Ninh Co river water velocities are of the order of 0.3 mls during the dry season, while during the flood season velocities are in the range of 0.2 - 0.6 m/s.

It is estimated that the annual discharge of the Red River is about 125 million ton sediments and 70 million ton dissolved matters into coastal zone (Pho, 1984 cited inThanh et al., undated). The total suspended sediment load transported by the Red River is close to 100 million tons per year, ranking

[4] 9R6212.21/R007a/JHL/Nijm January 2008 among the top 15 sediment dischargers in the world. New land is continuously being created at a rate of about 100 meter a year through the deposition of sediments supplied by the rivers. Water auality Sampling and analysis of water samples from various rivers in the Red River Delta was done for the EIA of the NDTDP. Results show that pH is neutral to slightly basic; relatively high TDS values which indicate the influence of seawater in the lower sections of Day and Ninh Co River; high BOD and low DO which indicates organic loading in the rivers although this could be also be from natural sources since sampling was done during the wet season; nutrient concentrations are within the Vietnamese standards but high enough to cause eutrophication in stagnant water. Phenol was not detected in the water samples but concentrations of iron, cadmium and arsenic exceed the standard for Class A water. Oil contamination was detected only in Ninh Phuc Port. Total coliform values in some stations exceeded the standard for Class A water supply.

Qualitv of the Stream Sediment of Dav and Ninh Co Rivers Both primary and secondary data indicate that sediment quality of Day and Ninh Co Rivers comply with Vietnamese standards and are lower than the Dutch Reference values.

Oceanoqra~hicCharacteristics Tides along the shoreline of the Red River delta are diurnal with a neap tide - spring tide cycle of 14 days. The observed maximum ebb-tidal current is 60 cmls and the maximum flood- tidal current is 50 cmls.

Coastal Geomorpholoay The coastal zone of Thai Bin- Nam Dinh-Ninh Bin includes 4 large estuaries. The Nam Dinh coastline has a tortuous shape, which alters very often due to erosion and accretion.

Sediments in the project area originate from a number of different sources: beach to the east of Lach Giang, sediment supplied by Ninh Co River, and sediment supplied by Day River. Sediments found on the beach to the East of Lach Giang tend to be fine

Based on historical maps a net yearly loss out of the coastal cell due to coastline changes averaged over the period 1912 to 1995, were estimated at about 500,000 m3 of sediment each year.

Susceptibilitv to Natural Hazards Being located in the coastal zone, pans of Nam Dinh and Nnh Bin are highly susceptible to storms and typhoons. About 26 storms landed in the provinces of the Northern Delta from 1980 to 1997. Nam Dinh is prone to flood and water-logging. Statistical data indicate that floods have worsened and recurred more frequently in the latter half of the century.

The regions of Nhovien and Nhoquan in the province of Ninh Binh experiences flash floods due to overbanking of the Hoanglong River.

Bioloaical Environment Natural forests within the project region and peripheral areas are distributed in mountains and hills in the provinces of Phu Tho, Vinh Phuc, Ha Tay, Ninh Binh, Quang Ninh, and Hai Duong. Prevailing forest types in altitudes of 700m upwards are: tropical wet evergreen forest; semi- deciduous forest with dry and rainy seasons; and forest on limestone mountains. In areas with

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elevations lower than 700m, forest types may include low mountain subtropical wet evergreen forest, coniferous - broad-leaved forest, forest on limestone mountains and on granite mountains.

Forests in the basin of the Da River (Hatay, Phutho) have the species composition typical for the Northwest of Vietnam, being rich and abundant with valuable wood. Quangninh province currently has 150,000 ha of forest with the dominance of semi-deciduous and deciduous forests.

One important terrestrial ecosystems present in the Red River Delta region is the lowland rain forest. 'This ecosystem is reported to be seriously degraded with less than 10 percent of the native vegetation remaining. Although much of the ecosystem's biodiversity has been lost, it still harbors several mammals and birds of conservation significance.

'There are 4 significant wetland eco-system along the coastline of Thai Binh-Nam Dinh-Ninh B~nh. These wetland ecosystems harbor highly diverse species of flora and fauna and have been determined to be globally important in terms of biodiversity conservation. As such these have been either declared or are proposed as nature reserves.

The phytoplankton community of the Red River Delta has a diverse species composition including 183 species dominated by Diatomae. According to Vu Trung Tang, in terms of the annual cycle, phytoplankton development changes between two seasons: declining rapidly during flood peak months (July - August) and increasing in the dry season. At the end of the dry season, the phytoplankton development decreases slightly, as a function of a decline in nutrients in the estuary.

The Bac Bo estuarine area supports a rich and diverse zooplankton. A total of 185 species have been recorded. Like the phytoplankton, the zooplankton is divided into three ecological groups, (a) freshwater, (b) estuarine, (c) euryhaline-marine. Fresh water fauna often appears in the upper parts of the estuary and is abundant in number.

A total of 233 fish species has been identified in the estuary of the Red River Delta belonging to 71 families and 18 fish orders. Despite the mixed origin, estuarine fish fauna of the Bac Bo Delta are related to the Tonkin Gulf fish fauna. Most representatives originated from tropical seas and have adapted to high salinity fluctuations occurring in the estuary. The fish fauna of this area may be divided into four ecological groups (a) freshwater, (b) euryhaline-marine (c) true estuarine and (d) regularly anadromous migrants such as Clupando theissa and Hilsa reveesii.

Mangrove stands flourish in places where conditions are favourable for mangrove development. Mangrove communities of Sonneratia caseolaris are present in the coastline from Do Son Cape to the northern bank of Van Uc River. No corals are present along the coast of the Red River Delta.

Protected Areas - Biodiversity and Conservation A number of protected areas are located in the coastal zone of the Red River Delta. These include the Cucphuong National Park which has features of wet tropical forests; Catba National Park, a tropical evergreen forest; Cucphuong National Park, which hosts many rare and endangered species; Nghia Hung Proposed Nature Reserve, one of the most diverse areas in the coastal zones of the Red River Delta; Xuan Thuy National Park, located in the coastal zone of the Red River Delta; Tien Hai Nature Reserve which forms the northern extension of the Xuan Thuy

161 9R6212.21/R007a/JHUNijm January 2008 National Park; and the Thai Thuy Proposed Nature Reserve, which has about 400 hectares of natural mangrove forest.

Socio-economic Conditions Nam Dinh has an estimated population of 1.92 individuals. The Province of Narn Dinh is divided in 201 communes. In the Nghia Hung district in between the Ninh Co River and the Day River there are 23 communes and small villages. The village of Nam Dien is situated at the Day River mouth, while the village of Nghia Phuc is situated at the Ninh Co River mouth. In the province of Nam Dinh all households are provided with electricity. The supply of fresh and clean drinking water is still insufficient in the rural areas.

Ninh Binh has a natural area of 1.400 sq km and a population 920.000. About 81.18% of the population are ethnic Kinh or Viet people and about 16,5% of the population are Catholics. Approximately 1.7% of the population are ethnic minorities. The province is located on the National Road No1 and the North-South Railway. It has forests in the mountainous areas, a fertile plain area and a long coastline.

Agriculture is the main economic activity in the province of Nam Dinh. The province is also believed to have potential in aquaculture and fishery.

Industrial growth in the Northern Region has been higher than the national average for the period 2001 to 2006, Industrial growth is more robust in Hanoi and provinces such as Quangninh, Haiphong, Hungyen, Haiduong, Vinhphuc. The provinces of Thaibinh, Ninhbinh, Hatay IVamdinh, Phutho, Hanam on the other hand are still basically agricultural. Industrial development in Nam Dinh has flourished in recent years.

The major industry in Ninh Binh is limestone quarrying and cement manufacturing. There are also mines for dolomite ore, clay and peat.

Major changes have been observed in the project site during the December 2007 site visit. Some shrimp ponds have been reclaimed while pile driving and filling up were ongoing during the site visit. Active dredging was also ongoing at the mouth of Ninh Co River.

Day River is the source of irrigation water for rice paddies in Ninh Binh. The Day and Ninh Co Rivers are also utilized for water transport although access to the river system is dependent on prevailing sea conditions and on the tides. The mouth of Day River is navigable only during spring tide.

Various historical and cultural sites are also located in this corridor. These include pagodas, relic sites, natural preservation zones, beaches, national parks and grottoes.

Environmental Impacts Prediction and Assessment

Among the proposed improvements in the Day-Ninh Co River, dredging and disposal of dredged materials will have the most significant impacts. These activities will have major impacts on the physical, biological and social environment. The identified impacts of the Day-Ninh Co River Improvement project are listed in the following matrix.

[71 9R6212.21/R007a/JHUNijrn January 2008 con ,C*O - C ROYAL HAIKONING

- I Environmental I Description of Impacts MitigatinglEnhancement Measures Polarity Magnitude Duration 1 components I I I Sources of impacts are emissions of construction All equipment used for construction equipment; activities and plant emissions should Dusts from the spoils disposal sites comply with Vietnamese emission standards Minor ST Dust suppressors should be used especially if there are human receptors Vehicles transporting construction I Air Qualitv materials should be covered Geology & Topography Positive Minor LT DNC will create a new waterbody Containment will form permanent change in Negative Minor LT landsca~e mound in a flat are I I - I The Lach Giang By-pass will create new Positive Minor LT waterwav I -, I Topography 1 morphology Negative ( Minor LT I The breakwater will alter coastal morphology I I Groins will alter erosion / depositional pattern, Positive Mnor LT will induce erosion in the channel I I I 1 ( Breakwater will interrupt littoral sediment Erosion & Deposition transport may cause deposition in its updrift side Negative I Major LT and erosion in the downdrift side. This may 1 I I / accelerate erosion of beach south of the 1 1 ) proposed breakwater (outside the dike) 1 River dredging will change longitudinal profile I 1 Positive 1 Minor LT 1 which can induce higher flow rate and higher 1 I sediment transport capacity Sediment Transport 3 Positive Minor LT Groins will have same impact; Breakwater will interrupt littoral drift and interrupt Negative Mnor LT sediment transoort I I I I ( In water disposal of spoils can spread pollutants 1 i to sediments in disposal site I Stream Sediment Quality Dredging will have the same potential impact ! Excavation of DNC may also have the same 1 Impact Is1 9R6212.21/R007a/JHUNijm January 2008 I Environmental Description of Impacts MitigatingIEnhancement Measures Polarity Magnitude Duration )

I Deepening of river channel by dredging will have ( 1 1 localized effect on stream flow velocity I ( Groin will alter flow pattern in the groin field, affecting sediment movement and deposition Hydrology / Breakwater will interrupt littoraldrift Hydrodynamics Bypass may affect discharge rate of Nlnh Co at its mouth The DNC will allow Day River to flow into the Ninh Co River Negative Unknown LT DNC mav cause salinization of Dav River I Dredging will affect turbidity, suspended Choose dredging equipment that will Negative Minor ST sediments; may re-suspend pollutants have minimal impact on water quality Surface Water Quality In water disposal of spoils will have the same Negative Minor ST imoact as dredaina I < < ST - Maintenance dredging will have the same impact Negative Minor cummulative The DNC canal may positively affect elevation of Groundwater Positive Minor LT watertable of shallow groundwater in the immediate vicinity, DNC may affect groundwater quality, if DNC will have higher salinity, adjoining shallow Negative Unk groundwater will likely be affected (increased salinity) since part of its recharge will come from Groundwater Quality 1 the surface water body. 1 Containment of contaminated sediments may contaminate shallow groundwater if leachate is Negative Minor allowed to percolate into the shallow

Ecology & Biological Resources I I Protected Terrestrial No impact

Habitat I I 1 [9] SR6212.21/R007a/JHUNijm January 2008 COT . COG-. COO POIAL HASWOWING

Environmental Description of Impacts MitigatingIEnhancement Measures Polarity Magnitude Duration Components Protected Terrestrial No direct impact Plants and Animals Groins and breakwater and dredging will cause Negative Minor ST direct loss of benthic organisms by smothering and removal Conversely, groins and breakwater will introduce a stable substrate in a predominantly sandy habitat. These can be colonized by encrusting Positive Minor LT algae, gastropods, limpets, chitron,etc. May Aquatic Flora & Fauna increase diversity or alter local abundance of aquatic life. The By-pass and the DNC will be a new aquatic Positive Minor LT habitats Timing of dredging may coincide and affect Dredging activities should be done in Negative Minor ST seasonal biological processes consideration of known seasonal - biologic processes Important No direct impact Workers should be oriented on laws AquaticNVetlands protecting wildlife; vessels Habitats Socio-Gultural DNC canal and disposal of spoils may have Proper resettlement action plan should significant impact on agricultural productivity. Negative major LT be prepared and implemented by PMU- Agricultural 1 fishery Canal alone will permanently affect about 20 W productivity & Livelihood hectares of good agricultural land;. -- -- Disposal of the spoils will have potential to affect Proper resettlement action plan should a bigger land area > 100 hectares ; be prepared and implemented by PMU- Negative Major LT Based on earlier study, 8 or 9 households will be W affected by the land recovery for the DNC Dredging of Lach G~angby-pass may affect Negative M~nor ST shrimp fishing in Lach Giang if dredging will coinc~dewith shrimp season Land Use Negative Minor LT DNC, will permanently affect agricultural land Negative Minor LT Containment of spoils will have same impact Beneficial use of dredged materials1

9R6212.21/R007a/JHUNijm January 2008 C 0 0 can rno ROYAL HASKOWING

Environmental Description of Impacts MitigatingIEnhancement Measures Polarity Magnitude Duration Com~onents spoils should be considered 1 1 1 I1 / / No impact on historical and cultural resources I Dredging and construction of breakwater will Historic and Natural & have impact on aesthetics of a portion of the Cultural Resources Minor LT beach of Thin Long; turbidity will affect aesthetic I Negative quality of coastal water; breakwater structure will ( interrupt the long stretch of beach. 1 Workers will be exposed to occupational ( Workers should be given proper 1 1 1 I hazards; 1 orientation on safety procedures in the job site and should be provided with personal protective equipment Negative First aid station with trained emergency response personnel should be provided on site Occupational Health 8 Ample water supply and hygiene Safetv facilities should also be provided Nuisance noise ; fugitive dust may affect Construction site should be off limits to surrounding communities; construction site may non-workers Negative Minor ST I pose threat to public safety; Health screening of workers should be 1 Public Health & Safety done to prevent spread of diseases to host-. communitv - The improvement of Day-N~nhCo will enhance Positive Mnor LT safety of water travel in Corridor 3.

-- [Ill 9R6212.211RO07a1JHUNijm January 2008 Analysis of Alternatives

Strategies for improving the Day-Ninh Co Rivers comprises of river improvements and river mouth improvements. The feasibility study looked at two options for connecting Day and Ninh Co Rivers, through the use of a protected canal without navigation lock or through the use of an unprotected canal with navigational lock. Three basic scenarios are being investigated for the widening of the two river mouths: (1) Bypass channel through spit + coastal protection works + navigational aids; (2) River groins + maintenance dredging + navigational aids; and (3) Capital dredging + maintenance dredging + navigational aids. Dredging plays an important role in all three scenarios.

Suitable dredging methods include the trailing suction hopper dredger, cutter suction dredger, bucket wheel dredger, bucket dredger, dipper / backhoe dredger, grab or clamshell dredger, and deep or suction dredger. Transport of dredged materials will be via pipeline or barges. Discharge of materials will be by direct or indirect placing.

Environmental Monitoring Plan

Parameter Frequency Location Responsibility Cost Implementation strategy Construction Phase Air quality (noise and Weekly Spoils disposal site PMU-W or Contractor Salary of personnel Key informant interview suspended particulate

Bathymetry and Once before construc:ion Mouth of river and PMU-W and independent US$5,000 Monitoring of shoreline morphology (changes in and annually thereafter entrance to Lach Gianq- monitorina- consultant ~ositionu~drift and coastline morphology) Bypass channel ( downdrift bf breakwater Soils and soil aualitv (DH. / Once before use as Temporary spoils I PMU-W and independent 1 US$1,500 per year ( One sample for every 4 disposal sites monitoring consultant hectares of land; use of check samples Two sites in Ninh Co PMU-W and independent US$160 per River, one station in monitoring consultant sampling annually during operation DNC, one station in the bypass, one station in the channels / Surface water quality Monthly during dredg~ng 1 upstream of DNC, 1 PMU-W and independent US$445 per 1 (Temperature, pH, C, downstream of DNC, 1 monitoring consultant sampling

9R6212.21/R007a/JHUNijrn January 2008 COO ,C ,C n - COO .OVAL WAIKONING

Parameter Frequency Location Responsibility Cost ( Implementation strategy Salinity. Turbidity, SS, in the mouth of Ninh Co I I DO, Fe, BOD,, NH,' NO; River, 1 in Lach Giang Total N, Total P, Zn, Cr, Bypass Cd, Oil, As, Phenol, Total

Annually during dry season Disposal sites of PMU-W and independent US$10,600 monitoring (Temperature, contaminated sediments monitoring consultant pH, C, Salinity, Turbidity, SS, DO, Fe, BOD,, NH,' NO3-Total N, Total P, Zn, Cr, Cd, Oil, As, Phenol,

Right after completion of Dredged areas and PMU-W and independent US$300 per year dredging works and groins construction monitoring consultant ( annually thereafter areas Social lm~acts 1 Monthlv collection of data Resettlement areas PMU-W, provincial and payment bf compensation and submission of report to district resettlement Public information World Bank every 6 months committees dissemination Adherence to grievance procedures Employment generation Provision of training Land usechange After emplacement of spoils Spoils disposal areas PMU-Environmental The original land use shall and after removal of spoils Section be described and the in temporary spoils holding resulting changes, after areas emplacement of spoils will be noted

Public Disclosure

Extensive public consultations were conducted during the various phases of the feasibility study to gauge the perception of the key stakeholders. Focus group discussions were conducted with various stakeholder groups. About 280 persons participated in the consultations.

9R6212.21/R007a/JHUNijm January 2008 1 INTRODUCTION

1.1 Background of the Northern Delta Transport Development Project (NDTDP)

The Ministry of Transport (MOT) of the Government of Viet Nam is responsible for planning, design, construction, maintenance and operation of all major modes of transport in Viet Nam: highways, railways, aviation, and inland waterways. MOT has recently undergone a restructuring creating individual and separate modal departments responsible for the administration and management of the various modes of transport, and functional departments responsible for the state-wide administration and management of planning, investment, finance, institutional development, and associated science and technology.

Presently, MOT is concentrating through the Vietnamese Inland Waterway Administration (VIWA) and Project Management Unit Waterways (PMU-W) on the improvement of the navigation conditions in both the Mekong Delta and the Red River Delta. Major national inland waterway related works have been tendered by PMU-W through both national and international competitive bidding. Within the scope of the Northern Delta Transport Development Project (NDTDP) being financed by the International Development Association PMU-W has appointed Consultants to prepare Feasibility Studies and Preliminary Designs (similar to Basic Designs) for the Project.

1.2 Objectives of the NDTDP

The objectives of the Northern Delta Transport Development Project is to support sustainable economic growth and inclusive development in the Northern Delta Region by increasing the efficiency of transport infrastructure in the Northern Delta Region in an integrated and safe manner by means of multi-modal transport. The Project will improve the supply chain efficiency for production, distribution and trade and will also provide better and safer access for the poor to the main supply corridors. The specific Project objectives are: - to reduce transport costs/tariffs and improve service quality from points of production to local markets or points of export through improvements in the inland waterway and connecting road systems; - to raise the efficiency of logistics services across different transport modes; to assist in building the management tools and capacity of VIWA and Provincial Departments of Transport (PdoT) in the effective exercise of their responsibilities under the 2004 Law on Inland Waterways; to developlstrengthen existing frameworks for private sector participation in the provision of infrastructure and services associated with provincial ports, landing stages and logistics centres.

1.3 Day - Ninh Co River Mouth Improvement Project

Coastal shipping has for some time transported various commodities from the south to the north and vice versa, however, coasters have always been unable to pass the river mouths of major rivers connecting the sea to the Port of Ninh Binh and the Port of Hanoi and their hinterlands. As a result the Coasters have had to call in on Haiphong and off-load the cargo

f1-11 9R6212.21/R007a/JHUNijm January 2008 ,c ,c a 0 COO .OVAL UASKONIIG onto IWT vessels. Thus the Red River route is until present not optimally used for the inland waterway transportation. Although coasters do pass the Day river mouth (Cua Day) to reach the Port of Ninh Binh and also the Ninh Co river mouth (Lach Giang) to reach the Port of Hanoi, draught limitations allow only coasters of approximately 200 - 600 DWT and then only when using the tide

The development/improvement of an efficient waterway transport system in the Red River System linking the river ports and coastal Ports of Vietnam, will help in stimulating increased trade and thus bring increased economic prosperity to Vietnam.

In order to improve inland waterway transportation for this southern Red River transport corridor, the above-mentioned river mouths are found to be one of the most significant constraints. However it is believed that improvement of the river mouth accessibility is not the only necessary step to be taken, further improvements of the main inland waterways, all the way up to the port of Hanoi and the port of Ninh Binh are required as well.

1.4 Study Methodology and Data Sources

The environmental impact assessment was conducted on an incremental approach in order to provide the optimum support to planning and feasibility study. A regional scanning of the Red River Delta was initially conducted based on secondary literatures and environmental information was provided to the planning team. The information generated was part of the basis for the environmental screening of specific components and their alternatives. Subsequently, a follow-up collection of primary data, i.e. sampling and laboratory analysis and site inspection, were conducted for the selected project components.

The secondary sources of information include project documents and published researches and reports on the Red River Delta. Among these are:

Sourcebook of existing and proposed protected areas in Vietnam by Birdlife International, World Bank, Royal Netherlands Embassy and the Ministry of Agriculture and Rual Development (MARD) 2004,2" ed. Red River Delta Master Plan by Binnie & Partners, Snowy Mountains Engineering Corp Ltd. AACM International Pty Ltd. And Delft Hydraulics, 1995. . UNEP, Government of Vietnam, MOSTE Red River Waterways Project Vietnam TA No. 261 5-VIE by Haskoning Consulting Engineers and Architects and Delft Hydraulics, 1998. . Gov Socialist Republic of Vietnam, MOT, VIWA. Day River-Ninh Co River Mouth Improvement Project - Vietnam by Haskoning Nederland BV Coastal and Rivers, 2003. Ministry of Transportation, PMU Waterways Northern Delta Transport Development Project. Consultancy Services for Feasibility Study and Preliminary Engineering Design. Inception Report by Royal Haskoning, SMEC and Center of VAPO 2007. , MOT, VIWA, PMU-Waterways ALMEC, 2006 Northern Region Comprehensive Transport Strategy Study

Numerous researches on environment related topics regarding the Red River Delta were also accessed in the worldwide web. Primary data collection consisted of collection of water samples, soil samples, stream sediment samples, collection of selected specimens for identification, air quality and noise

9R6212.21lR007alJHUNijm January 2008 measurement. The primary data collection was done in November and December 2007 by the Environment Protection Centre (VESDEC) of the Vietnam Environment and Sustainable Development lnstitute (VESDI). Chemical analysis of the water, soil and stream sediment samples were done by the lnstitute of Chemistry of the National Academy of Sciences and Technology.

Parameters analyzed are the following:

Water quality (20 parameters): Temperature, pH, salinity, TDS, turbidity, SS, DO, Fe, BOD,, NHdt,NO;, total N, total P, Zn, Cr, Cd, As, oil, phenols and total coliform. Soil quality (9 parameters): pH, Al, Fe, As, Pb, Cd, Cr, Hg and total oil. Sediment quality (1 0 parameters): pH, Al, Fe, As, Cd, Pb, Cr, Hg, pesticides (at some sites) and grain sizes. Air quality (9 parameters): Temperature, humidity, wind speed, CO, Son, NOz, TSP, PMlo, Pb. Noise (dBA) Vibration: L,, L,, L, (dBA) Aquatic organisms (3 parameters): phytoplanktons, zooplanktons, benthic animals Fish data provided by lnstitute of Ecology and Biological Resources (IEBR) based on their 2007 surveys. Flora: Listing of vegetation species at each sampling sites

Air quality, noise and vibration tests were done by the SINTEP. The parameters measured include:

Temperature Wind speed Total suspended particulate (TSP) Particulate Matter 10 (PM10) Sulfur dioxide (SO2) Nitrogen Dioxide (N02) Carbon Monoxide (CO) Noise Vibration

A GIs database has been created for the storage and to facilitate the analysis information. Environmental data (i.e. water quality, soil quality, stream sediment quality and air quality) were assessed by comparing with the standards set by the Government of Vietnam and with standards set by globally recognized institutions and governments such as the Dutch Standard for Sediment Pollutants.

For a better understanding of the environmental condition and how it varies with time and space, basic statistical and spatial analyses were done when data sets allow. Consultations were also conducted as part of data collection and in compliance with procedural requirements. Among the consulted stakeholders were the port authorities I management, the provincial DONREs and the stakeholders that will likely be directly affected by the various components of the project.

9R6212.21lR007aIJHUNijm January 2008 COO

COO

1.5 Purpose and Structure of this Volume

This volume contains the environmental impact assessment of the NDTDP Corridor 1 Waterways Improvement. The environmental impact assessment was conducted to ensure the environmental sustainability of the project and its components as well as to fulfill the environmental permitting requirements of the Government of Vietnam and the lending institution.

The contents of this volume are:

Chapter 1- Introduction, this section Chapter 2- An outline of environment related policies, legal and administrative frameworks that are pertinent to the waterways improvement project. Chapter 3- The description of the waterway improvement sub-projects to be undertaken under the NDTDP Chapter 4 - The existing environmental condition of the study region and specific work sites Chapter 5 - Prediction and assessment of the impacts to the environment of the various project components Chapter 6 -Analysis of the various alternatives considered by the NDTDP Chapter 7 - The proposed environmental management plan describing the mitigation measures and monitoring measures Chapter 8- describes public involvement and consultation activities. Chapter 9 - Listing of references used in the study Chapter 10 - Attachments and appendices

Table 1-1. List of Sampling Stations, Locations & Samples Collected

Sample Location Coordinate Collected Media & Measured Environmental Parameters No Water I Soil I Sediment I Air 1 Vibration 1 Aquatic

Narndinh City - 20°'26'26.9" Narndinh Province

Namphong - 20°'25'49 1" Narndinh Prov~nce 106~12'16.2" 7I Giaothuy - Ngodong - Xuanthuy 20°'1 7'55.4" District - 106~25'51.5" Narndinh Province

Ninhbinh City - 20°'1 5'03.3" Ninhbinh 106~00'06.1" Province

9R6212.21IR007alJHUNijrn January 2008 C J ,C*O, COO ROYAL WASKOMIWG

Sample Location Coordinate Collected Media & Measured Environmental Parameters No Water Soil Sediment Air Vibration Aquatic Quality & Organism

Figure 1-1. Location of Sampling Stations

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9R6212.21/R007aiJHUNijm January 2008 2 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

Presented in the following sections are the policies, legal and administrative framework of the environmental impact assessment of the Northern Delta Transport Development Project:

2.1 Environmental Policies, Administration and Regulations of the Government of Vietnam

The Constitution

The mandate for the environmental policies and regulations of the Government of Vietnam emanates from the 1986 Constitution, specifically, Article 29 which states:

"State organs, units of the armed forces, economic and social bodies, and all individuals must abide by State regulations on the rational use of natural wealth and on environmental protection.

All acts likely to bring about exhaustion of natural wealth and to cause damage to the environment are strictly forbidden"

2.2 Vietnamese Policy in Environmental Impact Assessment (EIA)

The most relevant environmental policies of Vietnam for environmental assessment are as follows:

Law on Environmental Protection (LEPl The LEP was issued on December 12, 2005 by an Order No.29/2005/L/CTN of the State President and enacted from July 01, 2006. The LEP includes 15 chapter, 136 articles, in which there is a chapter for guidelines in strategy environment assessment (SEA) and environment impact assessment (EIA) (articles 18, 19,20, 21, 22 and 23).

Decree No. 80/2006/ND-CP dated in Auaust 9. 2006 of the Government on "detail auidelines in implementation of some articles of the LEP". This decision includes 3 chapters, 25 articles, in which 12 articles of the chapter I are guidelines in SEA, EIA and Commitment in Environmental Protection (CEP). This Decision gives lists of the projects, which need to have EIA reports. According to these lists the following transport projects should have EIA reports:

(i) Construction and/or rehabilitation of highway, roads of I, 11, 111. (ii) Construction of road of IV grade with a length of >50 km. (iii) Construction works with resettlement of >2,000 inhabitants. (iv) Construction/rehabilitation of river ports, sea ports for ships of 2 1,000DWT.

Decision No. 81/2006/NQ-CP dated in Auaust 9, 2006 of the Government on "Administrative Penalty in environmental protection" This decision includes 5 chapter, 44 articles in which 9 articles are guidelines for SEA and EIA. Circular No. 08/2006/TT-BTNMT dated Se~tember8. 2006 on "Guidelines in SEA. EIA and CEP".

9R6212.21lR007alJHUNijrn January 2008 ,C* 0, COO ROYAL HASWONIWG

Section Ill of this Circular give detailed guidelines for EIA report preparation review and appraisal, monitoring, confirmation of implementation of the mitigation measures in EIA report.

Appendix 4 of this Circular contains the guidelines for the structure and content of an EIA report.

Other relevant laws include:

Law on Mineral Resources, issued by the National Assembly on March 20, 1996. Law on Forest Protection and Development (1992, revised in 2004) Land Law, issued on November 26.2003 by the National Assembly. * Law on Water Resource, issued on May 20, 1998, by the National Assembly. * Vietnamese Standards for the Environment (TCVN)

The relevant Vietnamese standards for this EIA are the following:

Ambient Air Quality Standard (TCVN 5937-2005) Maximum level for exhaust of vehicles (RCVN 6438:2001) Acoustic Standard (TCVN 5949-1998) Surface Water Quality Standard (TCVN 5942-1995) Coastal Water Quality Standard (TCVN 5943: 1995) Groundwater Quality Standard (TCVN 5944:1995) Domestic Wastewater Standard (TCVN 6772-2000) Industrial Effluent Standard (TCVN 5945-2005) Industrial Effluent Standard for discharge into coastal area used for aquatic organism protection (TCVN 6986:2001) Vibration and Shock Standards created by Construction and Industry (TCVN 6962 - 2001 )

Sediment and Soil Standards of the Netherlands and Canada are also adopted since the Government of Vietnam has not established comprehensive soil and sediment environmental standards.

The standards are presented in Appendix 1.

Finally, the Government of Vietnam is a signatory to a number of international agreements that pertains to environment management, pollution regulation and biodiversity conservation. These agreements and date of signing are enumerated in Table 2-1.

Of these international agreements, the most relevant to the NDTDP is the convention on wetlands of international importance (Rarnsar 1971) since one of the sub-projects of the NDTDP will be located near a proposed wetland protected area in the estuary of the Ninh Co R~ver~n Nam Dinh.

[2-21 9R6212.21/R007a/JHUNijrn January 2008 COO C.0, CUO BOYAL HASKOIIIG

Table 2-1. List of International Agreements of which Vietnam is a Signatory Convention name 1 Signing date 9Convention concerning the protection of the world cultural and heritage 1 10 Oct 1987 Convention on wetlands of international importance especially as waterfowl habitat Ramsar, 1971 IConm-i%l trade in endangered species of wild fauna and flora (CITES) 1973 -- MARPOL Convention for the prevention of pollution of ships 1973178 29 Aug 1991 Montreal Protocol on agents reduced ozone layer, 1987 2611 I1994 Stockholm convention on persistent organic pollutants (POPS) 23 May 2001 Vienna convention for the protection of the ozone layer including the 261411 994 United Nations framework convention on climate change, 1992 --imGGq Convention on biological diversity 1611 111 994 Basel Convention on the control of trans-boundary movements of 131311 995 hazardous wastes and their disposal UN convention of combat desertification 23 Nov 1998 1 221911 999 1

2.3 World Bank Social and Environmental Safeguards Policies

The World Bank safeguards operational policies that are relevant to the NDTDP are:

2.3.1 OP 4.01 (January 1999) -Environmental Impact Assessment:

The World Bank's Operating Procedure (OP) 4.01 contains the Bank's policy requiring projects proposed for the Bank's financing to conduct environmental assessment to ensure their environmental sustainability and to improve decision making. This operating policy enumerates the different environmental assessment instruments (depending on the project) that maybe submitted in order to comply with the Bank's requirement. OP4.01 also defines the basis for the environmental screening of the projects for the purpose of determining the appropriate extent and type of the environmental assessment. Further, the operating policy stipulates the Bank's requirement for institutional capacity building to be included in the project if the borrower has inadequate legal and technical capacity to implement the EA related functions. The need for public consultation, disclosure and conditions for implementation are likewise contained in OP4.01.

'This Operational Policy statement was updated in March 2007 to reflect issuance of OPIBP 8.00, Rapid Response to Crises and Emergencies. The Bank may exempt a project from any of the requirement of this policy if it would prevent the effective and timely achievement of the objectives of an emergency operation.

2.3.2 OP 4.04-(June 2001) Natural Habitats:

The Bank recognizes conservation of natural habitats as one of the measures needed to protect and enhance the environment for long-term sustainable development. OP 4.04 contains the Bank's position and conditions on projects located within or projects that may impact on important natural habitats.

9R6212.21/R007a/JHUNijrn January 2008 2.3.3 OP 4.1 1 (July 2006) Physical Cultural Resources

This policy expresses the Bank's recognition of the importance of physical cultural resources as sources of valuable scientific and historical information, as assets for economic and social development, and as integral parts of a people's cultural identity and practices.

As such, the policy contains the Bank's recommendation on how the physical resources can be protected from project impacts and managed within the context of the environmental assessment. Also, the operating policy contains the Bank's conditions for consultation and disclosure and emergency operations under OP 8.00.

2.3.4 OP 4.1 2 - (Dec 2001) Involuntary Resettlement

OP 4.12 contains the Bank's policy on involuntary resettlement as a consequence of development projects. The policy contains the World Bank's procedures for management and compensation for project affected households subject to involuntary resettlement when a Resettlement Action Plan (RAP) is required to be prepared. This includes process for determining eligibility to benefits by affected persons, the required planning instruments and resettlement instruments. Triggers for OP 4.12 include: involuntary taking of land or other assets; and when the involuntary taking of land or other assets results in adverse impacts on the livelihood of displaced persons.

2.3.5 OP 4.10 - (July 2005) lndigenous Peoples

This policy is part of the Bank's mission of reducing poverty and sustainable development by ensuring that the development process fully respects the dignity, human rights, economies, and cultures of lndigenous Peoples. The policy sets the procedure and requirements for project proposed for Bank financing that affects lndigenous Peoples. The process calls for screening, social assessment and the preparation of lndigenous Peoples Plan.

9R6212.21 /R007a/JHUNijm January 2008 3 PROJECT DESCRIPTION

3.1 Overview

Located in the northern part of Vietnam, the Red River Delta extends to about 2.000 kilometers with the apex located at Viet Tri and the base follows the coast from Quang Ninh province to Ninh Binh province. Comprised by an extensive system of rivers, canals and waterways, the delta has been pivotal in the economic development of the region. Its inland waterway with a transport capacity larger than the road network carries two thirds of the region's total freight volume. Main bulk of the freight being carried to key markets via the IWT system are principal commodities which include rice, coal, cement, fertilizer and construction materials.

In as much as the inland waterway's significance to the economy of the region, the IWT system is not using its full capacity due to physical deficiencies in infrastructure and transport continuity that may inhibit sustainable growth. At present, navigation along the transport corridor is limited due to low water depth, numerous shoals, narrow channels with sharp bends and obstructions on the riverbed, such as, sunken barges and big rocks. Other problems that require attention are bank erosion and sedimentation.

There is currently an ongoing effort to rehabilitate key waterways in the North Delta region as part of the strategic plan of the Government of Vietnam to improve the transport and export facilities in the Red River network.

Part of the waterways for improvement to be carried out under the Northern Delta Transport Development Project (NDTDP) are sections in Corridor 3 of the delta network which are vital to the supply chain of important industries in the northern region: Ha Noi - Day and / or Lach Giang estuary.

The NDTDP inland waterways improvement calls for river mouth widening and deepening of the Ninh Co River (Lach Giang) and Day River, as well as, canals leading to major ports in the northern region. Improvements will facilitate access of higher capacity vessels and safe navigation to Ninh Binh for coal transport from Quang Ning, and 2) Hanoi for sea-cum coastal shipping.

3.2 Project description of existing waterway

Corridor 3 extends to approximately 178 km long connecting Ha Noi with Day (Corridor 3b) and / or Lach Giang (Corridor 3a) estuary and traversing the provinces of Ha Noi, Ha Tay, Hung Yen, Ha Nam, Thai Binh and Nam Dinh (Figure 3-1). The river system, length of each section and the proposed improvements are enumerated in Table 3-1.

9R6212.21 /R007a/JHUNijm January 2008 - C.0, COO ROYAL HASKONING

Figure 3-1. Location map of Red River network in Corridor 3

Table 3-1. List of river sections in Corridor 3 River Section I Distance 1 Proposed Improvement The Red River segment from ( 123 km ( Dredging in selected areas I Hanoi port to Mon Ro I I Groin construction I confluence River bank protection The Ninh Co River segment I Dredging 1 stretches from the MoRo I 1 Groin construction 1 I confluence to Buoy No.0 I 1 River mouth improvement I (mouth of Lach Giang Day River Dredging of river mouth 1 1 1 Removal of sunken vessels 1

The rivers in this corridor are designed for Class II but due to presence of shoals, these parts of the corridor can only used for Class Ill. Likewise, low vertical clearances of bridges near Hanoi are causing navigational constraints when the water level of the river rises during the wet season. The corridor should be able to handle vessels for transport between Hanoi and Ho Chi Minh City and even China. One of the most significant constraints can be found at the mouths of Ninh Co (Lach Giang) River and Day (Cua Day) River. Both river mouths are subjected to sedimentation limiting the accessibility. However, it is believed that aside from the improvement of the river mouth accessibility, further improvement of the main inland waterways, all the way up to the port of Hanoi and the port of Ninh Binh is required as well.

A more detailed description of the constraints in this corridor 1s presented in Table 3-2.

SR6212.211R007aIJHUNijm January 2008 CCO COO COO

Table 3-2 Detailed list of major constraints in Corridor 3' ( River ( Code ( Chainage ) Description of Mitigating measure --ConstrainUBottleneck envisaged 86 Limited water depth due to Vung Area has to be dredged and Nhot shoal groins to be constructed to concentrate the flow in order to limit sedimentation in the future 1 C3-R02 94 Limited water depth due to Me ( Area has to be dredged and 1 1 I I So shoal ( groins to be constructed to 1 1 i I 1 / concentrate the flow in order to 1 limit sedimentation in the future C3-R03 106+500 Limited water depth due to Van Dredging required Diem (1 ) shoal C3-R04 108 Limited water depth due to Van Construction of groin Diem (2) shoal C3-R05 11 1 - 114 Limited water depth due to Dai Dredging and bank protection Gia shoal required

I I I C3-R06 1 120 -1 22 1 Limited water depth due to Bai ( Area has to be dredged and 1 I Chim shoal I groins to be constructed to concentrate the flow in order to limit sedimentation in the future C3-R07 Limited water depth due to Phu Construction of groin Cuong shoal C3-R08 1 145 - 147 Limited water depth due to I Area has to be dredged and 1 I Phuong Tra shoal 1 groins to be constructed to 1 I 1 concentrate the flow in order to limit sedimentation in the future 1 I I I1 I C3-R09 1 152 1 Limited water depth due to Nhat 1 Dredging required I I I 1 Tao shoal I I r1C3-R10 1 161 - 162 1 Limited water depth due to Viet Dredging required 7 Hung shoal C3-R11 173 - 174 Limited water Area has to be dredged and I 1 1 1 depth due to Hung Long shoal I groins to be constructed to concentrate the flow in order to limit sedimentation in the future C3-R12 182 Limited water depth due to Do Dredging required; 1 1 1 1 Gui shoal 1 groins to be constructed to 1 I 1 I 1 concentrate the flow in order to limit sedimentation in the future l-C3-R13 198 Limited water depth due to Mom Groins to be constructed to 1 1 1 1 Ro shoal ] concentrate the flow in order to limit sedimentation in the future Ninh C3-NCOI Area has to be dredged and Ro shoal groins to be constructed to concentrate the flow in order to limit sedimentation in the future; I, Outcrop cutting Corridor 3: Ha Noi - Day / Lach Giang Component Waterway 11/5/2007

9R6212.21/R007a/JHUNijm January 2008 River Code Chainage Description of Mitigating measure ConstraintlBottleneck envisaged C3-NC02 7-8 Limited water depth due to Truc Area has to be dredged and Phuong shoal groins to be constructed to 1 I 1. ) concentrate the flow in order to I limit sedimentation in the C3-NC03 10-1 1 Limited water depth due to Bui Area has to be dredged and Chu shoal groins to be constructed to I I I 1 concentrate the flow in order to 1 1 I 1 I limit sedimentation in the future. I Outcrop cutting C3-NC04 16 Limited water depth due to Lac Area has to be dredged and groins to be constructed to concentrate the flow in order to

Muoi shoal C3-NC06 58 Closed rivermouth Lach Giang River mouth improvements, estuary dredging required Day C3-DO1 40 Sunken vessel Vessel has to be removed and locally dredged 1 C3-DO2 52 Sunken vessel Vessel has to be removed and locally dredged C3-DO3 65 Closed rivermouth Day estuary River mouth improvements, I 1 I I 1 dredgina rewired 1

Day River The section from Ninh Binh Port to the mouth of the Day River can be schematized by the following river stretches:

0 - 21 km : Day River (Ninh Binh Bridge to Do Boc) 21 - 39 km : Day River (Do Boc to Do Muoi) 39 - 64 km : Day River (Do Muoi to Cua Day)

Note: Km 0 is considered to be Ninh Binh Bridge Km 64 is considered to be the River Management Station

The entire stretch of waterway from Ninh Binh Port to the mouth of the Day River appears to be stable and provides good navigational conditions for IWT convoys and coasters. The waterway is relatively deep (RRS - 4 to -6 m) and wide (250 - 400 m). (Note: RRS is the Red River System Datum).

This section of the Day River has never been dredged and periodic checks of the depth available along the talweg over the past 10 - 20 years show very small changes which already gives an indication of the stability of this section of the river.

Navigational constraints such as a few sharp bends on the upper reaches of the Day River between Ninh Binh Port and Do Boc (joining of the Day River with the Dao Nam Dinh River) and the removal of some wrecks from the lower reaches of the river will need to be addressed but otherwise the main waterway is suitable for waterway transportation of bulk goods via IWT convoys or Coasters depending on their size.

9R6212.21/R007a/JHUNijm January 2008 COO -0.0, G 0

Red River - Ninh Co River The entire length of waterway from Hanoi to the mouth of the Ninh Co River can be divided into the following river stretches:

0 - 72 km : Red River (Hanoi to Hung Yen) 72 - 100 km : Red River (Hung Yen to Hung Long) 100 - 124 km : River (Hung Long to Mom Ro) 124 - 160 km : Ninh Co River (Mom Ro to Do Muoi) 160 - 178 km : Ninh Co River (Do Muoi to Lach Giang)

Note: Km 0 is considered to be Hanoi Port Km 178 is considered to be the River Management Station

The waterway conditions in the Red River from Hanoi to Mom Ro are relatively good for waterway navigation despite the presence of a number of shoals at major river crossings and a number of sharp bends.

The waterway condition in the Ninh Co River from Mom Ro to Do Muoi presents a number of navigational restraints. Two sharp bends need to be improved; one at Vu Van (km 124) and another at Xuan Ngoc (km 133). Furthermore, there are a number of stretches which only have a least available depth of around 1 m and therefore dredging will be required at these locations to provide the required depth.

The entire stretch of the Ninh Co river from Do Muoi to Cua appears to be stable and provides good navigational conditions for IWT convoys and Coasters. The waterway is relatively deep (RRS - 4 to -6 m) and wide (250 - 400 m) and does not present any navigational restraints.

Cua Dav River The river mouth accessibility of the Day River forms the major bottleneck to shipping wanting to enter or leave the Red River Delta system.

The access channel to the river comprises an inner channel, which is protected, from wave action by the mudflats on both sides of the river and an outer navigation channel, which is exposed to wave action. The inner channel is relatively stable apart from the formation of some shoals while the outer channel is very unstable and its orientation is very much dependent on the seasonal climatological /wave climate.

The east bank of the mudflats has been poldered for some distance from the river mouth and is only under water during very high spring tides or storm surge events. The land within the polder is usually cultivated during the dry season, which is some 6 months of the year. The mudflats on the west bank are not poldered or cultivated to the extent observed on the east bank and are not visible during normal high tides.

Dredging work is often carried out in the outer navigation channel in order to increase the water depth and facilitate the entry of larger draught vessels, once dredged sedimentation occurs within 4 -6 months. Various survey campaigns of the inner and outer navigation channel have been carried out including a very detailed survey in 2001. The inner and outer sections of the navigation channel are relatively well marked by navigation aids. Aids to navigation comprise blind buoys and lights mounted on fixed concrete structures. A number of navigation aids (principally fixed structures) are currently located well outside the existing

9R6212.21/R007alJHUNijm January 2008 COO

\E / 2'50 POVAL HASKOYIIG navigation channel and typically show how unstable certain sections of the outer navigation channel are.

Local fishing activities were very noticeable in the inner navigation channel. Fishing nets often extend across most of the navigation channel and shrimp farming was evident along both banks of the river.

The outer reaches of the navigation channel are exposed to wave action and in particular beam waves which are very detrimental to ship stability as they cause vessels to roll. Waves can be seen breaking over large shoals to the east and west of the outer channel.

Lach Giana River mouth The Ninh Co River mouth is very exposed to wave action and the alignment of the outer navigation channel is very dependent on the existing monsoon season.

Sand particle collected from a pit appears to be very fine and closely graded (estimated to be some 100 - 150 microns). Just north of the sand pit formation is a small privately-owned operation of extracting titanium ore from the beach sand and exported to China.

This section of the coastline is very exposed to wave action with heights around 1 m and with wave periods of some 4 - 6 seconds. The breaker zone is relatively wide due to spilling breakers which are flat foreshores characteristics (1: 150) Even with low wave action and short wave periods, the breaker zone widens to some 100 - 200 m.

Although the sand pit is not visible during high tide, shoals that extend to 1 - 2 km south were still visible. Waves break over this area, reducing wave action in the navigation channel close to the coast.

Bank protection is observed along the entire west bank of the river, from the sand pit to the lighthouse 3 km further downstream. Immediately south of the lighthouse, bank protection works were under construction. In the past, constant erosion had occurred over the area due to wave and current attack.

Marking buoys are seen on the main channel, although some navigational signs have faded off and disoriented due to weather exposure making navigation difficult.

From April to October (the main rain season), windlwaves from the NE causes the main river discharge to flow south - southeast. During the dry season, November to May, windlwaves from south to south east, direct river discharge flow (which is low due to the dry season) through the shoals located just south of the sand pit. The exact changes in the channel orientation throughout the year are difficult to predict, thus, channel markings are sometimes not reliable.

Tides are of a mixed -diurnal type with neap tide ranges of I - 1.2 m and spring tide ranges of some 3 m. Storm surges during typhoons that generally occur from the east during wet season, can raise the normal water levels by up to 2 - 3 m.

Dredging work for a navigation channel in 1988 was put on hold due to the high siltation rate caused by the wave action A shipwreck was observed in the outer part of the access channel. According to reports, the ship had run aground on the sandbanks bordering the northern side of the access channel.

13-61 9R6212,21/R007a/JHUNijm January 2008 COD ran C 00 IOVAL HASKOIING

3.3 Project Need

The inland waterway system is the most important component of the region's freight transport network. Aside from being more extensive than roads and railways, it is an efficient mode of transport system for heavy bulk cargo, in an economic manner without adverse environmental impacts. Likewise, IWT's extensive system of rivers, tributaries and canals serve as economic linkages between growth centers and the surrounding rural areas, proving its value for economic development and poverty reduction.

Despite its huge potentials, the Red River IWT system at present is not operating at full capacity due to existing navigational constraints such as, narrow channels, shallow depths, bridges, and riverbank stability. One of the most significant constraints can be found at the mouths of Ninth Co River and Day River which are subjected to sedimentation, limiting the accessibility of higher capacity vessels. These seas-cum navigational routes are vital to major industries in the north and coastal shipping, thus, a priority for improvement.

Need for Dav-Ninh Co- River Mouth Improvement In the previous study of Royal Haskoning in 2003 of the Day - Ninh Co river mouth, several improvements have been analyzed. The following is a brief summary of the review made by the Consultant based on new developments.

Situation While coastal shipping is often used as a mode of transporting various commodities from the south to the north and vice versa, accessibility of coasters via river mouths connecting the sea to major river ports is very limited. Coasters have to split and off-load their cargoes onto IWT vessels. As a result, the capacity of the Red River route for inland waterway transport at present is not being optimized. Although coasters do pass the Day river mouth (Cua Day) going to Ninh Binh port and the Ninh Co river mouth (Lach Giang) going to Hanoi port, access is limited only to low capacity vessels (approximately 200 - 600 DWT) due to existing water depth or when the tide is favorable (see Figure 3-2).

Siltation is also a major problem throughout the Red River system and is the direct result of insufficient river training works and dredging. IWT fleet is not operating at its full capacity as navigation is slow and barges often have to wait for upcoming tides to pass shallow stretches of rivers. Bend radii in the waterways are often less than 500 m and barge convoys often have to be broken up in order to pass these parts of the river.

Due to shallow water limitations, particularly, at the mouth of the Day River (named Cua Day) and Ninh Co river (named Lach Giang), further development in the IWT system and connectivity to other river ports are hampered.

At present, the main inland waterway routes in the project area pass from the sea through the mouth of the Ninh Co River to Hanoi and the mouth of the Day River to Ninh Binh port. The possibility to sail into the river system depends on the weather conditions and the hydrological regime (spring tide). Roughly 1200 ships a year are sailing in the project area (JICA and MOT, 2003). Largest destinations of coal and construction materials in the Red River delta are ports and cement factories around Ninh Binh province.

9R6212.21/R007a/JHUNijm January 2008 Figure 3-2. Location of Nihn Co and Day rivers

Need for by-pass canal. aroines, and breakwaters Royal Haskoning has considered 3 different types of river mouth improvements. These are:

By-pass canal + coastal works + nav aids River stabilisation by groins +capitallmaintenance dredging + navaids Capital and maintenance dredging + nav aids

The sea channel leading to the coast will have to be dredged and then a bypass channel will need to be dredged through the sand-spittmudflats in order to connect the river with the sea channel. At Lach Giang, the proposed bypass is a channel that will cut through the sand-spit. While at Cua Day the proposed by-pass is a channel that will cut through the mudflats. The alternatives for river mouth improvement that were modelled are the following:

Alternative CD 1 with a bypass channel dredged through east Cua Day mudflats. that is protected by breakwaters at sea.

Alternative CD 2.2 with a dredged channel through the Day River mouth, bed level -4.5 m+CD.

Alternative LG 1 with a bypass channel dredged through Lach Giang spit that is protected by breakwaters at sea.

Alternative LG 3 with a dredged channel through the existing Lach Giang main channel, protected by a single breakwater.

9R6212.21/R007a/JHUNijm January 2008 The proposed general schemes are presented in Figure 3-3. CD-I is the proposed scheme for Day River wherein a channel is cut on the eastern bank of Day River with breakwaters in the surf zone. CD 2 on the other hand calls for the improvement of the mouth of Day River. For Lach Giang, option LG-1 will require the dredging of the an access channel across the sand spit at the eastern bank of Ninh Co River and the construction of parallel breakwaters in the surf zone. Option LG-2 on the other hand, involves the improvement of the mouth of Ninh Co and the replacement of break water at the eastern bank.

Figure 3-3. Alternative CD-1 (left) & CD-2 at Day River

Remarks A multi-criteria analysis was made including technical, social-environment and economic aspects. Following the multi-criteria analysis the following technical and economic remarks were made:

Technical remarks The improvement of the Ninh Co river mouth (LG-1) by means of a by-pass canal is the most technically attractive solution because it has the least effect on the future morphological development of the Ninh Co river mouth and maintenance costs are relatively low. The By- pass canal at Lach Giang needs to be:

At least 1,000 m in length if flow velocities in the canal are to be kept to acceptable limits for navigation i.e. less than 1.5 mls. Protected along its length by rock dikes to counter flooding during high spring and storm surge events. Protected by two breakwaters to counter sedimentation by approaching channel littoral drift.

[3-91 9R6212.21/R007a/JHUNijm January 2008 Both the DNC canal with and without the navigation lock are technically feasible however, the canal without lock needs to be at least 3,000 m long while the canal with navigation lock can be much shorter (depending on navigation requirements) i.e. 1,000 m.

A canal with a navigation lock is recommended if the two rivers are to be connected for sealriver transport because:

Construction of unprotected canal together with a navigation lock is less expensive than a protected canal without a navigation lock. Unprotected canal would be very long (3 km or more) in order to maintain flow velocities below 1.5 mls and would impact on the social (additional costs) issues such as land compensation and resettlement Effects of salinity (if any) will be reduced

The cost of all river mouth improvement schemes are highly dependent on the amount of dredging required. 'The most suitable equipment for carrying out the capital dredging works is a cutter suction dredger; unit rate depends on the size and number of the dredgers, which is directly related to the water depth.

The most suitable equipment for carrying out the maintenance dredging works is a trailing suction hopper dredger; unit rate depends on the size of the dredger, related to the water depth as well as the envisaged disposal area.

Further optimization in work method and cost price is possible when details such as soil condition, disposal areas, etc. become available.

Unit rates for capital and maintenance dredging go down significantly when the design vessel is 2,000 DWT or larger.

Need for corridor im~rovement Aside from the improvement of the river mouth accessibility, further improvement of the main inland waterways, all the way up to the port of Hanoi and the port of Ninh Binh is also necessary to create the required navigational conditions.

According to a feasibility analysis conducted by the Royal Haskoning in 2003, realistic alternatives to improve access to rivers involve a sea channel and a bypass channel to the north of either river mouths (Figures 3-4 to 3-7). These three alternatives which have been considered to improve the accessibility for sea - cum coastal shipping are presented on Table 3-3.

Table 3-3 Three alternatives to improve access to main waterways Alternative I Description IA 1 1 A2 / Cua Dav via Dav River & DNC lock B 1 ( Lach Giang via Ninh Co and DNC canal 62 I Lach Gianq- via Ninh Co & DNC lock C 1 Cua Dav + Lach Giana (without DNC canal/lock) 1

13-10] 9R6212.21/R007a/JHUNijm January 2008 COO ,K. , COO ROYAL HASKOMING

Figure 3-4. Alternative Al: Cua Day via Day River 81 DNC canal

Cua Day

Need for a canal with DNC lock and no lock The feasibility study showed two options for connecting Day River and Ninh Co River. One option is to have a protected canal without navigation lock and an unprotected canal with navigational lock. The general location of the canal is in Nghia Hung where the two rivers a closest. However, the final site will depend on the option that will be implemented. The dimensions of both options are as follows:

1) Protected canal without navigation lock length 3,000 m - bottom width 55 m canal side slopes 1 : 4; crest height of dikes CD+6 m; top width of dikes 5 m; - dike slopes (canal side 1 : 4 and land side 1 : 3); bottom protection (geotextile + 0.5 m rip-rap 10 - 60 kg); slope protection (geotextile + 0.5 m rip-rap 10 - 60 kg).

2) Unprotected canal with navigation lock length 1,250 m bottom width 55 m canal side slopes 1 : 4 crest height of dikes CD+6 m top width of dikes 5 m dike slopes (canal side 1 : 4 and land side 1 : 3) navigation lock

[3-111 9R6212.21/R007a/JHL/Nijm January 2008 c 2 0 ,C ,C 00 COO ROYAL HASKONING

Figure 3-5. Alternative B1: Lach Gian via Ninh Co & DNC canal

Cua Day

Figure 3-6. Alternative 82: Lach Giang via Ninh Co & DNC canal lock

Cua Day

January 2008 Figure 3-7. Alternative C: Cua Day + Lach Giang (wlo DNC canalllock)

Hana t?-#,

NAM DlNH

C/ Lach Gmng

3.4 Project Components

The project focuses on improving and facilitating access to the ports at Ninh Binh and Hanoi via the river mouths of the Day River and the Ninh Co River which is currently hampered by various navigational constraints i.e. water depth, width, bend radii etc. The waterway improvement activities planned consist of the following components: Dredging River groines Breakwaters By-pass canal DNC CanalJNavigation Lock DNC Bridge Aids to Navigation Dred~ing The dredging work will be a major component of the waterways improvement and will consists of a number of associated activities. It is usually done for deepening or widening of rivers and waterways to maintain water depth especially in canals where flow velocities are limited and also to create access of water vessels.. Prior to dredging operations, LAD (Least Available Depth) assessments, hydrographic data and weather conditions will be determined to assure the efficiency and accuracy of the operation. Location of dredging site will be earmarked for future improvements, depending on LAD requirements. When considering dredging, the deposition of the excavated material in contained disposal areas on land should be the preferred. Since large-scale dredging can lead to coastal erosion of the surrounding areas, measures to prevent erosion and other impacts are required.

9R6212.21/R007a/JHL/Nijm January 2008 Suitable dredging techniques and equipment to be used will depend on the project requirements [partial reclamation, maintenance, traffic, depths] and the boundary conditions [waves, currents, soil, etc.] existing in identified sites for improvement.

The Scope of Work considered for the deepening at river mouths and channel is comprised by the following parts, depending on the alternative:

Dredging of the Day River - Ninh Co River Canal [DNC]; Deepening of river; Dredging of by-pass channel through sand spit; Deepening of inner access channel; Deepening of outer access channel;

Depending on the design vessel, the dredging depths are as follows:

Table 3-4. Dredging Depths Based on Vessel Design Ship type DNC River By-pass Inner Outer access access

The dredging slopes are deemed stable at respectively:

Day - Ninh Co Canal 1: 4 River 1: 8 Inner access channel 1:lO Outer access channel 1:15

The by-pass channel has designed slopes of 1 :4, under the condition that they are protected by rock [required for avoiding erosion].

Dredging methods a. Equipment

There are various types of dredging equipment available for executing capital dredging works and they include the following:

Trailing suction hopper dredger (TSHD) Cutter suction dredger (CSD) Grablclamshell dredger Backhoe dredger Bucket dredger

Factors that have an impact on the suitability and performance at dredging locations of the different types of dredging equipment are:

January 2008 COO - can coo IOVAL WASKONING

maximum dredge depth; sensitivity to currents and waves; interference with other nautical traffic; general performance characteristics (production); soil characteristics; discharge location; environmental impacts.

Based on the evaluation of equipment suitability, the following equipment is proposed, for either Cua Day or Lach Giang alternative.

Table 3-5. Proposed Equipment Design Vessel

1,000 DWT 1,500 DWT 2,000 DWT 2,500 DWT 3,000 DWT - DNC M CSD M CSD MILCSD MILCSD MILCSD River M CSD M CSD MILCSD MILCSD MILCSD Alternative VS TSHD VS TSHD S TSHD S TSHD Inner Channel M CSD M CSD MILCSD MILCSD MILCSD Alternative VS TSHD VS TSHD S TSHD S TSHD By-pass M CSD M CSD MJLCSD MILCSD MILCSD Outer channel M CSD M CSD MJLCSD MILCSD MILCSD Alternative VS TSHD VS TSHD S TSHD S TSHD S TSHD Legend:: M CSD - Medium Cutter Suction Dredge. 500 - 1,000 kW on cutler L CSD - Large Cutter Suction Dredge, 1,000 - 1,500 kW on cutter VS TSHD - Very Small Hopper Dredger, < 1.000 rn3 hopper volume S TSHD - Small Hopper Dredger, 1.000 - 4,000 m3 hopper volume

b. Transport

Transport of dredged materials to a disposal area is commonly done by the following methods:

Pipeline The dredger at the borrow area is connected to a floating or submerged pipeline which connects the dredging area and the disposal or reclamation area. At the disposal site the pipeline is connected to a spreading pontoon or an onshore pipeline system.

The maximum length of the pipeline is a function of mixture concentration, particle size, installed pump power and pipeline diameter.

A floating pipeline is an obstruction to other traffic. Optionally a sunken pipeline can be used in order to avoid traffic interference. Floating pipelines are vulnerable to climatic conditions. Depending on local circumstances the economic maximum lengths of pipelines are some 5 km. Wear and tear has to be taken into account due to the abrasing effect of the soil-water mixture.

9R6212.21lR007alJHLlNijm January 2008 Emu, COO IOIAL HASKOIING

Barges The dredger at the borrow area disposes the soil into barges. The barges can be either self propelled hopper barges or towed hopper barges. During the hydraulic filling of the barges a percentage of losses, especially of the fine fraction of the dredged material can be expected.

Hopper dredger The dredger at the borrow area has his own hopper aboard and can transport the sand itself without double handling. Factors that have an impact on the suitability of the different types of equipment for the transport of sand are: available water depth sensitivity to currents and waves interference with nautical traffic distance between borrow area and disposal or reclamation site environmental impact

c. Unloading and placing The materials can be disposed by either one of the following methods:

Direct placing Direct placing is placing straight from the means of transport into a disposal or reclamation area. This could be carried out with a dredger with pumps onboard that have usually sufficient power to pump the soil water mixture over a distance ranging from 1 to 4 km.

Alternatively, a dredger can cast the material aside to areas next to the dredging area. In case of transport with barges the unloading of the vessels is carried out with a barge suction dredger. This equipment, stationary at the mooring place fluidizes the sand in the hopper by means of water-jetting. The barge then pumps the water-sand mixture into the designated place through a pipeline. Turbidity caused by return water and overflow losses are common for this option. Barges and hopper dredger can also dump the material at a suitable dump location.

Dredging Operation a. Dredging of Day - Ninh Co Canal, Inner Channel and By-Pass Channel

The cutter suction dredger will dredge the channel in pre-arranged box-cuts and will work its way forward by stepping on its spud-pole system. Upon dredging of a cut, the

[3-161 9R6212.21/R007a/JHL/Nijm January 2008 dredged profile will be cleaned up. Limiting factors are: i.e., dredge depth, the cut width and swing speed and pumping power.

Main Equipment : Medium CSD [if depth < 5 m] Large CSD [depth > 5 m] Auxiliary Equipment : Multicat, tugboat, survey equipment Disposal Method : Pumping ashore next to the channel in reclamation Anticipated output : 135,000 - 300,000 m3/wk b. Dredging of River Channel

The cutter suction dredger will dredge the channel in pre-arranged box-cuts and will work its way forward by stepping on its spud-pole system. Upon dredging of a cut, the dredged profile will be cleaned up.

In the event of shallow channel design depth, the surface production [stepping, swinging] will be limiting the overall production, as much time is lost with cleaning up only and no bulk production is achieved.

Main Equipment : Medium CSD [if depth c 5 m] Large CSD [depth > 5 m] Auxiliary Equipment : Multicat, tugboat, survey equipment Disposal Method : Pumping ashore next to the channel in reclamation or side casting outside the river navigation channel Anticipated output : 75,000 - 300,000 m3/wk c. Dredging of Outer Channel and sand trap

The cutter suction dredger will dredge the channel in pre-arranged box-cuts and will work will be cleaned up.

In the event of shallow channel design depth, the surface production [stepping, swinging] will be limiting the its way forward by stepping on its spud-pole system. Upon dredging of a cut, the dredged profile overall production, as much time is lost with cleaning up only and no bulk production is achieved.

The dredging process will be mostly limited by the weather [sea] conditions. In this respect a larger CSD will be preferred, as output is higher and vulnerability to sea- conditions is less. CSD's can work in waves up to l m.

Main Equipment : Preferably Large CSD Auxiliary Equipment : Multicat, tugboat Disposal Method : Pumping into nearby reclamation, side-casting Anticipated output : 1 10,000 - 250,000 m3/wk d. Maintenance Dredging

The equipment type and work method mainly depend on the channel design, anticipated annual sedimentation and required frequency of maintenance dredging.

For comparison purposes, it has been assumed that a method with a TSHD is preferred as it poses no obstruction to channel traffic once the channel is operational.

9R6212.21 /R007a/JHL/Nijm January 2008 ,COO, COO .OVAL HAIKONINC

Dredged material from the outer channel is to be dumped at approximately 10 nm offshore, i.e. beyond the 25 m depth contour. Material from the inner river channel is assumed to be side-casted [agitation dredging].

Main Equipment : Very Small TSHD, Small TSHD, Small CSD Auxiliary Equipment : depending on main equipment Disposal Method : side-casting [CSD] or dumping at dump max. 10 nm Anticipated output : 25,000- 100,000m3/wk

e. Recommendations

1. The most suitable equipment for carrying out the capital dredging works is a cutter suction dredger; unit rate depends on the size and number of the dredgers, which is directly related to the water depth.

2. The most suitable equipment for carrying out the maintenance dredging works is a trailing suction hopper dredger; unit rate depends on the size of the dredger, related to the water depth as well as the envisaged disposal area.

3. Unit rates for capital and maintenance dredging go down significantly when the design vessel is 2,000DWT or larger.

River Groins Groins are one of the most common and effective method of erosion control that are often constructed (nearly) perpendicular to the river banks, beginning at the riverbank with a root and ending at the regulation line with a head. Their main function is to create a navigation channel, while at the same time keeping the current from the river banks, thus preventing severe bank erosion. Likewise, they also help to increase/improve river width or depth for efficient navigation.

It is proposed to construct a field of groynes at Cua Day and Lach Giang as part of some of the alternative solutions. The objective of these groynes is to constrict the width of the river cross section, which generally leads to a lower bed level. The natural tendency of a river to be relatively shallow in the wide sections around the river mouth is thus countered.

It is important to realise, that the sediment supply by the river will continue. After the construction of a groyne, field sediment deposition in this part of the river will be strongly reduced. However, the sediment will eventually be deposited further downstream.

A number of design rules for groyne length, spacing and constriction of the river have been established based on laboratory testing and experience. Based on the rules, the following are general information has been stablished about groynes:

1. In general the distance between groynes is given in relation to the river width: a maximum distance of 1 - 2 times the natural river width and 0.5 - 1 times the constricted width. Furthermore, navigation requirements are important in this respect. 2. The crest level of the groynes should be such that a high percentage (80- 100°A)of the yearly sediment transport is contained by the groynes. In such a river mouth from a functional point of view this is determined by the common tidal water levels. On the

9R6212.21/R007a/JHL/Nijm January 2008 other hand, the occasional storm surges are of importance for the structural design of the groynes. 3. The toe level of the groynes should be such that the scour pit that will develop in front of the toe will not compromise the structural integrity. This should account for the required deepening of the river bed, river outer bend scour and local scour around the tip. As a preliminary design criterion a minimum bed level at -8m+CD is estimated for this situation. This estimate is based at 2 times the average water depth, considering an average bed level of -3 m+CD and the average water level 1.9 m+CD.

Design of groin field for Cua Day For the preliminary design of this groyne field the Day River in the first 5 kilometers upstream of the Cua Day is taken as a reference. In this stretch the river has a well defined cross section: width 475 - 525 m, average bed level -2.5 to -3.5 m+CD, bed level in deepest channel -4.0 to -4.5 m+CD.

Downstream the river width rapidly increases and the depth decreases. The main purpose of the groyne field is to continue this well defined and constricted river channel across the mudflats that have been deposited by the river. It is proposed to design this channel along the present main channel through the mudplains, that is constricted to a width of 500 m. With this constriction Bed levels in line with the upstream river are expected, which would result in a navigation channel with sufficient depth.

Only one of the river mouth improvement schemes at Cua Day involves the construction of river groynes and that is CD-2.1. The groyne field for CD-2.1 needs to extend from the mouth of the river (adjacent to the tree-line) a distance of some 5,000 m along both sides of the river.

Applying the relations presented in the previous section, results in the following preliminary dimensions of the groyne field:

Following the existing deepest channel across the mudplains; Constricted river width 500 m; Groine spacing L = 200 m (minimum result from C and D); Groine length W = 100 m on both sides of the river (based on €3); A design crest level 2.5 m+CD is proposed (based on E); Design toe level -8.0 m+CD (based on F).

Based on the model results under spring tide condition the peak flow velocities in the river mouth are fairly constant:1.4 m/s. At the exposed groyne heads the peak flow velocity will be somewhat higher, while turbulence may be an important factor on the downstream side of the tip of the groynes. To account for these effects a nominal design flow velocity of 2 m/s is proposed.

The river banks along the outer section of the river are located in relatively shallow water and are often under water. In order for the groynes to function properly they need to be attached to the river banks. If the river banks are low with respect to the water level it will be necessary to increase the height of the river banks locally in order to attach the groynes. This can be achieved by pumping sand dredged from the navigation channel along both banks of the river.

For the groynes on the east bank of the river it will be necessary to reclaim a larger area in order to provide protection to the rear side of the groynes from wave and current action from

January 2008 the east. This buffer of sand can be constructed as a dune system or can form the basis upon which sea dikes can be constructed and the area poldered.

Figure 3-8. Example of groin sections relative to water level (for non-tidal river)

SCALE

L -

m40 30 20 lo HORIZONTAL

- NORMAL HIGHWATER v

---_c--mTI&&D -L

CROSS sEcxwkB

Design of groin field for Lach Giang For the preliminary design of groyne fields in the Ninh Co River, the first 5 kilometers upstream of the River Management Sub-station is taken as a reference. In this stretch the river has a well defined cross section: width 300 - 400 m, average bed level -2.5 to -3.5 m+CD, bed level in deepest channel -4.0 to -4.5 m+CD.

Two of the improvement schemes at Lach Giang, namely LG-2 and LG-3.1 involve the construction of river groynes:

For LG-2 the groyne field needs to extend from the start of the sand-spit (adjacent to the tree-line) a distance of some 1,000 m. Groynes are only required on the banks of the sand-spit as groynes are already located on the other bank of the river. For LG-3.1 the groyne field need to extend from the start of the sand-spit (adjacent to the tree-line) a distance of some 3,000 m. As with LG-2, groynes are only required on the banks of the sand-spit.

9R6212.21/R007a/JHL/Nijm January 2008 COO - 0.U COO ROYAL RASKONING

Applying the relations presented in the previous section, results in the following preliminary dimensions of the groyne field:

Following the existing deepest channel across the mudplains; Constricted river width 300 m; Groyne spacing L = 200 m (minimum result from C and D); Groyne length W = 75 - 150 m on one side of the river (based on B); A design crest level 2.5 m+CD is proposed (based on E); Design toe level -6.0 m+CD (based on F).

The groyne fields on the east bank of the sand-spit will need to be protected from wave and current action approaching from the east. As with Cua Day, it is proposed to pump a quantity of sand onto the sand spit to provide an erosion buffer for the rear side of the groynes.

Breakwaters

A preliminary design was made for the breakwaters protecting the access channel of the Lach Giang and Cua Day by-pass alternatives. The main functions of these breakwaters are:

to block the longshore sediment transport in the breaker zone, preventing siltation of inner channel; to protect the vessels navigating through the access channel from wave action.

The main parameter in this functional design is the required length of these breakwaters. This length is determined primarily by the rate of accretion of sediment to the Northeast of this breakwater. The nett longshore sediment transport that is the cause of this accretion was estimated at approximately 600,000 m3 using the UNIBEST model as described in chapter 6 of this report.

As long as the groin length covers the breaker zone, this nett longshore transport is blocked and the coastline advances. Thus, the breaker zone will shift in seaward direction and if the breakwater is not extended, at some point in time sand will start passing around the end of the breakwater and it loses its function in this respect.

In order to avoid this, the breakwater is to be extended in the future.

Breakwater Length The length of the breakwater is estimated using the CRESS model that is based on the CERC formulation for longshore sediment transport and a Pelnard-Considere-type description of the coastline growth. The following parameters were used, based on the results of the UNIBEST modelling:

Nett annual sediment transport 600,000 m3. Average deep water wave angle 13 degs (relative to the coast normal direction). Mean slope of beach and underwater bed: 1 : 175. Water depth that is subject to the accretion 4 m, based on breaker depth and tidal range.

The results of this computation are presented in Figure 7.4 below. These results indicate the requ~red(minimum) length of the breakwater to prevent sediment from passing the head. This indicates that the growth rate of the breakwater length decrease in time.

[3-211 9R6212.21lR007aNHLINijm January 2008 An initial breakwater length is proposed so that sufficient water depth is ensured a the entrance of the access channel. At the same time, this length should be such that a sufficient life time is ensured before extension of the breakwater is necessary. Based on these 2 criteria an initial length of 900 m (Lach Giang) and 1400 m (Cua Day) is proposed, measuring from the shoreline at +2 m CD. Given the bathymetry of the coast the tip of the breakwater will be constructed at a bed level of -3.0 m CD (Lach Giang) and - 2.0 m CD (Cua Day).

Design wave Two wave model designs were studied to determine the effects of waves during typhoons on breakwaters. Based on these figures, a design wave height at the tip of the northern breakwater of 3.5 m is proposed. Furthermore, given the shallow foreshore the ratio of the highest waves to the significant wave height is can be somewhat reduced. A ratio H,, I H,, = 1.25 is proposed.

It is noted that if the crest level of the breakwaters is designed below the water level under these design conditions, the amount of wave energy that these structures have to absorb is reduced. This could result in a reduction of the required armor material.

Structural design Preliminary designs for the primary and secondary armor using the van der Meer formula were made to measure the strength of the armor rock against waves and the structural rock grading of the breakwaters. The following are the some of the results of the study:

The head of a groyne is always more exposed to wave attack than a straight section of groyne due to the sphericity of the head. This sphericity means armour rock interlocking is less than that achieved in a straight section and consequently heavier rock is required on the head of the groyne. It is proposed to increase the weight of the rock on the head of the groyne by 50% to 75% to account for this sphericity and therefore the computed rock weight for the head becomes 1.75 ' 1,100 = 1,925 kg A suitable rock grading for the head of the breakwater is 2 - 5 tonne. A suitable grading for the secondary armour will be 100 - 500 kg. Based on filter criteria the core of the breakwater should comprise 1 - 300 kg. A similar computation has been made for the northern breakwater at Cua Day and the reduction in armour weight (due to the fact that the head is located in shallower water) compared to that computed for Lach Giang is minimal and therefore the same rock weights will be adopted for Cua Day.

Typical cross-sections of the breakwater and the rock grading for the various structural elements of the north breakwater at Cua Day and Lach Giang is given below.

Table 3-6. Rock grading for North Breakwater (Lach Giang)

9R6212.211R007aIJHLlNijrn January 2008 . C.0 _- C 0 ROYAL HAS*O*IWC

Table 3-7. Rock grading for North Breakwater (Cua Day)

Similar breakwaters will also be required on the southern side of the access channel for the by-pass alternatives at both Cua Day and Lach Giang. These breakwaters do not need to extend as far as the northern breakwaters. At Lach Giang the southern breakwater can be extended from +2 m to -2 m CD and at Cua Day from +2 m to -1 m CD).

The effect of these breakwaters on the coastal dynamics is such that accretion will occur on the updrlft side (northern side) and erosion will occur on the downdrift side (southern side). In order to mitigate the erosion on the downdrift side of these breakwaters at both Lach Giang and Cua Day, a few small groynes extending from + 1 to -1 m CD need to be constructed.

By- ass Canal A by-pass canal has been proposed at both Cua Day (CD-1) and Lach Giang (LG-1) with a view to avoiding the need to construct training works within the mouths of the rivers. The advantage of such a solution is that when designed/planned properly the natural morphologic development of the river mouth will not be affected.

When designing such solutions it is vitally important to look at the hydraulic gradient between the river and the sea should such a canal be constructed. A by-pass canal very often shortens the distance the river needs to cover to discharge into the sea and the resulting hydrauilic gradient (head difference between the river and the sea) can induce very strong discharge currents in the by-pass canal. If these currents become too high it will seriously affect the navigational conditions and can even cause erosion of the canal (bed and slopes) if unprotected.

For navigat~onalpurposes it is desirable to limit the maximum flow velocity in the by-pass canal to about 1.5 m/s and in order to achieve this requirement (based on a bottom canal width of 55 m, side slopes of 1 : 4 and a water depth of approximately 5 m) the length of the by-pass canal should be approximately 1,000 m. If the canal is shorter than 1,000 m the flow velocities become unacceptable high and if the canal is longer than 1,000 m the construction costs will become higher than necessary.

The situation at Lach Giang is such that a suitable location can be chosen for the by-pass canal (LG-I) which corresponds with approximately 1,000 m. The orientation of this canal should be such that its longitidinal axis is approximately normal to the depth contours at sea.

The situation at Cua Day is such that the canal needs to be longer than the minimum 1,000 m because it needs to cross the poldered area east of the river. This canal will be approximately 3,000 m long and therefore flow velocities will be well below the 1.5 m/s.

The by-pass canal will need bottom and slope protection to counter erosion from current and wave action. The most appropriate form of slope protection in this case will be rip-rap (rock)

9R6212.21 /R007a/JHUNijm January 2008 founded on a geotextile. For the purposes of this study the canal bottom and slope protection comprises a woven geotextile + 0.5 m thick rip-rap (10 - 60 kg).

The height of the land along the trace of the by-pass canal varies between CD+ 2 and CD + 4 m at Lach Giang) and between CD+1 and CD+3 m at Cua Day. The design water levels (particularly storm surge) at the coast give values between CD+ 5 and CD+ 6 m which means that the by-pass canal will be flooded during these periods. In order to mitigate this situation it will be necessary to construct dikes along the length of the by-pass canal to a height of approximately CD+6 m. These dykes can be constructed from sand and protected with a geotextile and appropriate armour rock.

Based on the envisaged current and wave loading, the dikes should be protected with a geotextile upon which a 0.35 m layer thickness of 10 - 60 kg can be placed followed by a 0.70 m layer of 100 - 300 kg rock protection.

There is an existing canal linking the Day and Ninh Co rivers called the Quan Lieu canal which is some 6.5 km north of Do Muoi. This canal was constructed in the early 1970's by the Vietnamese Government and had a length of some 1,000 m. There have been problems with this canal ever since its construction and this can be attributed to the high current flows through the canal which are causing severe erosion, not only to the canal banks, but also the canal bottom.

The canal is still used by small vessels however, the eastern end of the canal is spanned by a bridge to facilitate pedestrian and road traffic. The vertical air clearance and the horizontal clearance of this bridge is very small which is a major limiting factor in the use of this canal. Rehabilitation of this canal is a problem since as many people are residing along the canal banks and any attempt to widen or rehabilitate this canal would incur very high resettlement costs.

DNC CanalINaviqation Lock The Red River waterway runs from Hanoi in the North and follows the Red river southwest to its bifurcation with the Ninh Co river where it continues south along the Ninh Co river to the village of Do Muoi which is about 15 km from the mouth of the Ninh Co river mouth (often called Lach Giang). At this point a canal connecting both the Day and the Ninh Co River has been proposed.

The proposed Day - Ninh Co canal (hereafter referred to as the "DNC canal") will enable IWT traffic to enter the Ninh Co river via Lach Giang and to pass either northwards along the Ninh Co river and to join up with the Red River and proceed north-west towards Hanoi, or to pass through the DNC canal and ply north-west along the Day river up to the port of Ninh Binh. On the otherhand, IWT traffic can also enter the Day river mouth (Cua Day) and still ply both of the latter described routes to Hanoi or to the port of Ninh Binh.

New canal There is an existing canal linking the Day and Ninh Co rivers called the Quan Lieu canal which is some 6.5 km north of Do Muoi. This canal was constructed in the early 1970's by the Vietnamese Government and had a length of some 1,000 m. There have been problems with this canal ever since its construction and this can be attributed to the high current flows through the canal which are causing severe erosion, not only to the canal banks, but also the canal bottom.

[3-241 9R6212.21/R007a/JHL/Nijrn January 2008 The canal is still used by small vessels however, the eastern end of the canal is spanned by a bridge to facilitate pedestrian and road traffic. The vertical air clearance and the horizontal clearance of this bridge is very small which is a major limiting factor in the use of this canal. Rehabilitation of this canal is a problem since as many people are residing along the canal banks and any attempt to widen or rehabilitate this canal would incur very high resettlement costs.

The rehabilitation of the existing Quan Lieu canal is not considered possible and therefore a new location needs to be identified for the new DNC canalllock. As discussed earlier, there are two possibilities for connecting the Day and the Ninh Co rivers and these are:

A protected canal without navigation lock; An unprotected canal with navigation lock.

In earlier studies Do Muoi was identified as being a suitable location. This fact has a number of disadvantages but also a number of important advantages.

The advantages of the location at Do Muoi can be summarised as follows:

a minimum amount of dredging work will have to be carried out because the two rivers are very close to each other; the route of the canal will take it through an uninhabited area and thereby avoid resettlement costs; the entrance to the canal from the Day river is very smooth as the river Day starts to bend at this location;

The main disadvantage of the location at Do Muoi is the resulting length of the canal will be relatively short and therefore high flow velocities can be expected in the canal during low water which coincides with maximum water level differences between the Day and Ninh Co rivers.

If the canal is to be 3,000 m in length it cannot be located at Do Muoi as there is not sufficient land to faciliate a suitable connection. However, to the south of Do Muoi both rivers diverge from each other and this area would facilitate such a canal. On the other hand a canal with a Navigation Lock could be kept as short as possible provided the navigational requirements are met. In this case the location at Do Muoi would be ideal.

For the purposes of pricing both options the following basic designs have been considered:

Protected canal without navigation lock

length 3,000 m; bottom width 55 m; canal side slopes 1 : 4; crest height of dikes CD+6 m; top width of dikes 5 m; dike slopes (canal side 1 : 4 and land side 1 : 3); bottom protection (geotextile + 0.5 m rip-rap 10 - 60 kg); slope protection (geotextile + 0.5 m rip-rap 10 - 60 kg).

Unprotected canal with navigation lock

length 1,250 m;

9R6212.21/R007a/JHLINijrn January 2008 COO

000 ROVAL HASKONING

bottom width 55 m; canal side slopes 1 : 4; crest height of dikes CD+6 m; top width of dikes 5 m; dike slopes (canal side 1 : 4 and land side 1 : 3); navigation lock.

The length and fluvial conditions of both rivers are quite different and as a result the salinity of the water in both rivers at the location where they are to be connected is also likely to be different. The shorter length of the Ninh Co river (river connection to sea) in combination with its lower discharge when compared to the Day river, is likely to result in the Ninh Co rlver having a somewhat higher salinity than the Day river at the location where the rivers will be connected.

Based on the above premise any connection between the rivers could result in salinization of the Day river. However, water level records show that water levels in the Day river are predominanly higher those of the Ninh Co river and therefore water will flow from the Day to the Ninh Co river for most of the time and hence mitigate the effects of salinization. The construction of a navigation lock in the canal would minimise these effects even further. The Consultants believe that salinization (if any) will be kept to a minimum and do not envisage any major problems.

The Consultants propose that a canal with a navigation lock is required if the two rivers are to be connected for sea-river transport because:

The construction of an unprotected canal together with a navigation lock is less expensive than a protected canal without a navigation lock. An unprotected canal would be very long (3 km or more) in order to maintain flow velocities below 1.5 mls and would impact on the social (additional costs for land compensation and resettlement); the effects of salinization (if any) will be reduced.

The level of the land through which the canal passes is approximately CD+1 m which is lower than the crest of the levees along the banks of both rivers. In order to mitigate possible flooding of the adjacent land, dikes or levees will have to be constructed along both banks of the canal. The required height of these dikes is CD+6 m which is considered to be very conservative. In the next stage of this project the design of these dikes needs to be looked at very carefully with a view to optimizing the same.

DNC Bridae 'There is a need to construct a new bridge to cross the new canal in order to maintain existing transport links. A conceptual design of a draw-bridge type of bridge for this location was designed in 1997 for the ADB funded River River IWT Study and for the purposes of this study the Consultants have considered the same design and updated the costs. The design of this bridge is presented in Appendix 5 at the end of this report.

As coasters will be passing through this canal on a regular basis it is important to have a bridge that facilitates vessels with high superstructures to pass under the bridge. The frequency of coasters passing this canal is not expected to be very high in the next ten (< 5 per day) and this

[3-261 9R6212.21/R007a/JHL/Nijm January 2008 can, COO IOVAL HASYOWING combined with the fact that the road traffic intensity at this point is very low indicates that a bridge with a permanent high air clearance would be very expensive and unnecessary. The Consultants have therefore proposed the use of a drawbridge type of bridge which can be raised at set times or on a need to pass basis.

Aids to Naviaation Navigation is strongly effected by the river water levels. In the dry season the channels become not only shallow, but also narrow. An accurate and detailed system of channel marking is of vital importance to provide safe navigation conditions and to prevent a river from becoming blocked by a grounded ship or pushtow.

In the flood season the conditions are very different. Many of the river banks are inundated and as a result navigators have much less visual guidance from the river banks making marking even more important. However, in this condition there is usually sufficient depth and width. In extreme flood conditions navigation is stopped because some bridges are too low and flow conditions are considered dangerous both for the ships and for the embankments of the rivers.

The visibility in North Viet Nam can be poor due to rain or fog, and accounts for 30 - 60 days per year respectively. Visibility is an important factor affecting the required distance between subsequent channel markers.

The channel marking along the Day river (between Ninh Binh Port and the sea) is relatively good and traffic usually plys along this waterway some 16 hours per day. The channel marking along the Ninh Co river (Do Muoi to sea) is similar although this waterway is not used very much. However, if traffic is to ply these waterways 24 hours per day the channel marking will have to be upgraded.

Channel marking is present at both river mouths however the stability of these markers is not always too good. A case in point is the recent grounding of a vessel on the sand banks approaching Lach Giang due to poor channel marking.

Once river mouth improvements are effected in either of the river mouths, water-borne traffic can be expected to increase and use will be made of the same day and night. Considering the condition of the present navigation aids and the fact that alternative entries into the river are being considered, the Consultants are of the opinion that the existing aids to navigation will have to be replaced.

3.5 Cost Estimates

--Corridor Improvement Costs The estimated construction costs associated with the corridor improvement schemes are presented below:

9R6212.21 /R007a/JHL/Nijm January 2008 300 ROYAL HASKONING

Table 3-8 Construction costs (corridor improvements) Design Ship [DWT] 1000 1500 1 2000 1 2500 1 3000 COSTS [mil Euro] [mil Euro] [mil Euro] [mil Euro] [mil Euro] DNC-canal 12.375 12.950 13.213 13.982 14.804 DNC-lock 10.291 10.449 10.450 10.705 10.986

The above costs for the DNC-canal (without lock) include the following:

Dredging of the DNC canal; Construction of a roadlpassenger bridge over the DNC canal; Construction of earth-fill perimeter dikes; Rock protection for bottom and side slopes of the DNC canal and perimeter dikes; Purchase and implementation of navigation aids.

The above costs for the DNC-lock (canal + lock) include the following:

Dredging of the DNC canal; Construction of the DNC Navigation Lock (incl. guiding structures); Construction of a roadtpassenger bridge over the DNC canal; Purchase and implementation of navigation aids.

The estimated yearly maintenance costs associated with the corridor improvement schemes are presented below:

Table 3-9. Yearly Maintenance Costs (corridor improvements) Design Ship [DWT] 1000 1 1500 1 2000 1 2500 3000 COSTS [mil Euro] [mil Euro] [mil Euro] [mil Euro] [mil Euro] DNC-canal 0.160 0.1 67 0.1 69 0.179 0.191 DNC-lock 0.208 0.21 1 0.21 1 0.21 6 0.221

River Mouth Improvement Costs

The estimated construction costs associated with the river mouth improvement schemes are presented below:

Table 3-10. Construction costs (river mouth improvements) Design Ship [DWT] 1000 1500 1 2000 1 2500 1 3000 COSTS [mil Euro] [mil Euro] [mil Euro] [mil Euro] [mil Euro] LG-1 17.35 18.67 18.90 20.1 6 22.18 LG-2 18.60 20.1 7 18.62 19.70 21.64 LG-3.1 8.83 10.76 10.56 14.01 14.95 LG-3.2 6.19 8.21 7.69 1 1.23 12.47

CD-I 34.30 35.99 35.88 37.79 40.66 CD-2.1 18.75 21.83 20.17 22.47 26.14 CD-2.2 11.23 14.78 12.75 15.17 19.94 CD-3 40.03 44.63 38.92 41.66 45.55

13-28] SR6212.21/RO07a/JHL/Nijrn January 2008 The above costs for river mouth improvements include (dependent on the alternative) the following:

dredging (river, by-pass canal, inner channel and outer channel); breakwaters; coastal groynes; river groynes; bypass canal (perimeter dikes and rock protection for canalldikes - bottom and side slopes); navigation aids.

The estimated maintenance costs (yearly and periodic) associated with the river mouth improvement schemes are presented below:

Table 3-1 1. Yearly Maintenance Costs (river mouth improvements) Design Ship [DWT] 1000 1500 ( 2000 ( 2500 1 3000 COSTS [mil Euro] [mil Euro] [mll Euro] [mil Euro] [mil Euro] LG-1 0.36 0.42 0.45 0.51 0.63 LG-2 2.54 2.90 3.06 3.73 4.89 LG-3.1 2.26 2.53 2.62 4.1 1 4.1 1 LG-3.2 3.66 4.34 4.63 7.20 7.59

CD-1 1.67 1.97 2.27 2.81 3.75 CD-2.1 4.28 4.70 4.82 5.72 7.23 CD-2.2 6.90 7.84 8.25 10.1 1 12.80 CD-3 1.98 2.49 1.61 2.23 2.81

Table 3-12. Periodic Maintenance Costs (river mouth improvements) Design Ship [DWT] 1000 1500 1 2000 1 2500 ( 3000 COSTS [mil Euro] [mil Euro] [mil Euro] [mil Euro] [mil Euro] LG-1 1 :5yr 2.14 2.14 2.1 4 2.14 2.1 4 LG-2 1 :5yr 2.1 4 2.14 2.14 2.14 2.14 LG-3.1 LG-3.2

CD-1 1 :5yr 2.1 4 2.14 2.14 2.14 2.1 4 CD-2.1 1:5yr 3.72 3.80 3.88 3.96 4.04 CD-2.2 CD-3

EnvironmentalISocial Costs The estimated costs associated with the environmental/social improvements are presented below:

9R6212.21lR007alJHUNijm January 2008 a COO ROYAL HAIKONING

Table 3-13. Construction costs (environmentallsocial issues) Design Ship [Dm] 1000 1 1500 1 2000 1 2500 ] 3000 COSTS [mil Euro] [mil Euro] [mil Euro] [mil Euro] [mil Euro] Environmental Monitoring 0.250 0.250 0.250 0.250 0.250 Resettlement 1.OOO 1.000 1.OOO 1,000 1 .OOO Land compensation 0.500 0.500 0.500 0.500 0.500

Detailed Proiect Cost Estimates The various project elements and associated construction costs related to the implementation of LG-1 amount to some 38.6 million Euro (based on a 2000 DWT Coaster and Pushtow with 4 x 200 DWT). A breakdown of this cost is presented below:

Project Elements Project Package

[million Euro]

1. Corridor improvements - Dredging DNC canal - DNC Lock structure - DNC Bridge - Navigation aids

2. River mouth improvements - Dredging - Breakwaters - Coastal groynes - River groynes - By-pass canal - Navigation Aids

3. Environmentallsocial

- Environmental monitoring programme - Resettlement - Land compensation

Sub-total 31.1 06

Detailed design & Supervision (8%) 2.500

Sub-total 33.606

Contingencies (15%)

TOTAL 38.606

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4 EXISTING ENVIRONMENTAL CONDITION 4.1 Location

The project region of the Northern Delta Transport Development Project (NDTDP) covers 13 provinces and cities, namely: Phutho, Vinhphuc, Ha Tay, Ha Noi, Bac Ninh, Ha Nam, Ninh Binh, Nam Dinh, Hung Yen, Hai Duong, Thai Binh, Hai Phong and Quang Ninh, of which 11 provinces are located in the Red River Delta. The Day-Ninh Co component is located in the provinces of Nam Dinh and Ninh Binh. Figure 4-1 shows the location of the project site with respect to the entre Red River Delta.

Figure 4-1. Location of the Day-Ninh Co River Improvement Component

Day-Ninh Co River Waterway Improvement Component will be located in the provinces of Ninh Binh and Nam Dinh. Although the project components will be located in Nam Dinh, Ninh Binh which shares a common boundary (marked by Day River) with Narn Dinh will be within the primary impact area of the project.

4.2 The Physical Environment

4.2.1 General climate

The climate of the Red River delta region is tropical with a pronounced maritime influence. The average annual rainfall is 1.600-1.800 mm, 85% of which occurs during the rainy season

14-11 9R6212.21lR007alJHUNijm January 2008 cuu .C. 0, COO OOVAL HASKONING

(April to October). The heaviest rainfall occurs in August and September, causing extensive flooding in the delta due to the overflow of riverbanks.

In th period from June to the end of September, the coast of the Red River delta is regularly affected by typhoons, which give rise to strong winds, heavy rainfall and storm surges. accompanied by high waves.

4.2.2 Wind

The wind climate in the project area was analyzed based on data from the rocky island Each Long Vy, situated offshore in the middle of the Gulf of Tonkin. 20 Years of data (1976- 1995) were analyzed, classifying in wind speed and direction classes. Two main wind climates can be discerned: summer monsoon and winter monsoon, as is clearly seen in the wind roses in Figure 4-2. The prevailing wind direction during the winter monsoon is from Northeast to East. In contrast, during the summer monsoon dominating wind direction is from the South.

Peak wind velocities in the area are a result of typhoons that occur between June and October. These are described in the following sections.

Figure 4-2. Offshore wind climate in 2 main seasons (hydrometeorological service of Vietnam).

, ;.,# A'.',' ; ,k

\e. ' . -1 ....- ~ ...-~~.. ~ .".,.. 8,. .., . ..,... - 'j ..I. i,..I. , , . .* . .., ,- >*.,-. ., ->.. a. -.,, , ,, .,,.. ~.,, ',' a: .-.t. x, ~.I .".S,, , .*ZL . 2.. . - . .J

Winter monsoon: October - April Summer monsoon: May - September

9R6212.21!R007a/JHUNilm January 2008 COO ,C.O, COO ROYAL WASKONING

4.2.3 Typhoons

Typhoons or tropical storms are known to occur between June and October and there are indications that the frequency of occurrence of typhoons appears to be relatively high in recent decades, compared to the first half of the 2oth century. Typhoon usually approaches from the western side of the Pacific, passing over the Philippines or the Eastern Sea and subsequently, heads to the coastal areas of southern China and Vietnam.

Typhoons carries with it heavy rainfall, (100 up to 400 mmlday) causing severe flooding in the Delta. When such a storm reaches the mainland, a huge amount of water is released, damaging dikes and flooding the coastal areas.

Based on an analysis of tropical storms for a site at Nghi Son [WNI, 19961 the following overview with extreme wind conditions was prepared. Given the proximity of the present project site and the comparably exposed situation on the coast, the results of this analysis are considered valid for the present project.

Table 4-1. Extreme wind conditions generated a result of typhoons (after WNI, 1996) Return Period (years) Wind 1 2 10 25 50 100 3 sec gust 33.9 42.5 48.0 54.7 59.3 63.7 1 min mean 27.4 34.8 39.6 45.3 49.3 53.1 1 10 min mean 22.4 28.8 33.0 38.1 41.6 44.9 ( 60 min mean 18.9 24.6 28.4 32.9 36.0 39.0 1

4.2.4 Air Quality

There are reports that ambient air quality in deteriorating in the country partly due to the use of dirty fuel and the increasing number of motorized vehicles. Stationary sources of air pollution are are reported to be contributing to air quality degradation. For Instance in Hai Phong, it is said that the operations of the cement plant has caused the deterioration of air quality. A demonstration on air quality monitoring conducted by DOSTE Haiphong City and VCPE in 1998 showed exceedances of the TCVN and WHO standards for TSP and PM10 respectively.

Similar situation seems to prevail in Ninh Binh as indicated by the air quality data obtained for Nlnh Binh and Tam Diep (SMEC NIP Feasibility Report). The table below indicates the exceedance of the TCVN standards for total suspended particulate matter and NO,. Like Hai Phong, Ninh Binh hosts a power plant and a cement plant.

Widespread construction is another cause of the elevated concentrations of TSP in the atmosphere. Large construction works are simultaneously being undertaken in and around Hanoi and other major cities of the Red River Delta.

The present air quality measurement in Nam Dinh, Ninh Phuc Port and Nghia Hung (Table 4- 2) indicates that the ambient air quality generally complies with the one hour standards of TCVN5937-2005. This is presumed to be the typical ambient condition in rural parts of the Northern Delta. But it should be noted that TSP and SO,, although within standards, are relatively elevated.

[4-31 9R6212.21/R007a/JHUNijrn January 2008 Table 4-2. Air Quality Measurement Narn Dinh and Ninh Binh

Site Location PC R. Humidity Wind TSP PMlO . SO2 NO2 CO Noise ' Vibration dBA (%I speed Mg/m3 mg/m3 mg/m3 mg/m3 mg/m3 dBA Lx Lv L~ (m/sI Namdinh Port - 20.0 85 1.8 0.09 0.03 0.193 0.022 0.50 58 8 21 2 22 1 30.9 Nam Dinh province - Dong An - Nghia Lac - Nghia Hung - 20.5 80 1.5 0.27 0.11 0.286 0.092 0.76 65.6 391 43.5 44.4 Nam Dinh Province I Ninh Phuc Port - 21.2 78 2.1 0.13 0.05 0.202 0.026 0.26 60.3 21.6 22.4 21.7 Ninh Binh Province - 60 TCVN 5937 : 2005 0.3 - 0.35 0.20 30 Note: Sampllng duration: 60 minutes The Vietnamese Standard (TCVN 5937 - 2005) for PM10 (24h average) is 0.15 mglm3 The Vietnamese Slandard for Noise at residential, administrative area = 6OdBA ~nday time (6 am - 6 pm) at mixed residential and commercial area = 75 d8A in day time.

4.2.5 Topography and Geology

Nam Dinh and Ninh Binh are located in the southwestern region of the Red River Delta. The topography in this region is predominantly plain with low elevations. The topographic map of the region is shown in Figure 4-3.

Figure 4-3. Topographic Map of the Study Region

The geologic map of the Red River Delta is shown in Figure 4-4. The descriptions of the rocks (adopted from the Geology and Mineral Resources Map of Vietnam, Dept of Geology and Minerals of Vietnam, 2001) exposed in the Red River Delta are described as follows:

9R6212.21/R007a/JHUNijm January 2008 Figure 4-4. Geologic Map of the NDTDP Study Region

QUANG NIN

Undlffrentlntrd Th-I blnh Fovtn*lian Ha#H~llrg Fotmstion Vl,lh Phtc loln,at,on Hanoi Follnsnan

Nnll*.rRh"rllnn :>,ages

CB~

Pl~teluzolcO

OTHER SYMBOLS

Supposed de-p=.at-d fsrllt

Proterozoic Goup -This group consists of very old (2,600 to 570 million years before preset) crystalline and metamorphic rocks. This could be considered as the basement of the Red River Delta. Lower Devonian - This formation consists mainly of white-gray, brown gray sandstone, siltstone, clay shale and grit stone with local interbeds of limestone and sericite schist. This formation is about 400 million years old before present Carnian Stage (Upper Triassic) -This is characterized by fine grained red continental sediments grading upward to medium and coarsed grained sediments, then more or less carbonate sediment. This formation is about 220 million years old before present. Norian-Rhaetian Stage - Van Lang Formation, this consists of quart conglomerate and gritstone, medium-grained, medium to thick bedded sandstone, violetish-gray clay shale with some interbeds of gritstone, bearing plant remains. Upper part is composed of dark gray siltstone, gray sandstone interbedded with black-gray coaly shale. Hanoi Formation - This formation is less than 2 million years old before present. This consists of two origin types, the fluvial sediments and the fluvi-proluvial sediments. The former consists of coarse grained beds: pebble, grit intercalated with some sand and silt with thickness varying from 2 m. The latter is made up of quartz pebble, granule, sand mixed with some silt.

January 2008 Vinh Phuc Formation - Upper Pleistocene, this formation is less than a million years old. This formation is composed of two origin types, the fluvio marine sediments and the marine sediments. Hai Hung Formation - Lower-Middle Holocene, this is very young formation in the geological sense. This is about 11,000 calendar years old. It is made up of four origin types, the fluvio-marine sediments, marine marshy sediments, marine sediments and the Lacustrine-marshy sediments. Thai Binh Formation - Upper Holocene, this formation is younger still, less than 10,000 years old. It is composed of 6 origin types, the fluvio-marine. marshy marine, fluvial sediments, fluvio-marshy sediments, marine sediments and marine eolian sediments. This reflects the oscillation of sea level during this geologic time. Undifferentiated Quaternary -this is the youngest formation composed of unconsolidated sediments occurring in rivers.

4.2.6 Soils of the Red River Delta

The distribution of the different soil types in the Red River Delta is shown in Figure 4-5. It can be gathered from the map that the soil type in the project site is saline soil. It was observed during the site inspection that saline water is allowed to enter the harvested rice paddies (Photo 4-1). The presence of barnacles in the sluice gate along the paddy dike indicates that brackish water is constantly present in this area (Photo 4-2).

Photo 4-1. Harvested rice paddies with saline water

9R6212.ZllROO7a/JHUNijrn January 2008 COO ,c*o - 000 ROVAL I4ASKOYIYC

Photo 4-2. Barnacles on the sluice gate near the rice paddy indicates constant presence of saline water

Figure 4-5. Soil Map of the NDTDP Study Region

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Soil Quality The results of the soil analysis are shown in Table 4-3 shows that the soil quality in the area of Ninh Binh and Nam Dinh. As shown by the result, the concentrations of heavy metals (As. Pb. Cr) are will within the reference value of the Dutch Standard. Oil has been determined to be present in VT25 and VT28, Nam Dinh Port and Ninh Phuc Port, respectively. The oil is attributed to discharge of oily pollutants possibly by boats and barges.

The pH values of soil samples collected from all sites (pH values of 6.78 - 7.18) are neutral. It indicates that acid sulphate soils may not be a concern in the project area.

Table 4-3. Soil Quality, NDTDP Study Region 1 Sampling 1 pH I Al 1 Fe (%) )( As 1 Pb I Cd 1 Cr I Hg 1 oil 1 - sites (~~0)(%) (mglkg) (mglkg) (mglkg) ( (mglkg) (mglkg) (mglkg) , VT28 6.98 8.10 2.9025 11.18 36.25 0.32 45.26 0.1 5 12.0 VT25 7.02 8.02 4.2580 15.21 71.24 0.34 1 65.20 0.1 4 6.0 Dutch Reference Value 29 85 0.80 1 100 0.3

4.2.7 Mineral Resources

Major mines are located in the study region including the biggest coal mines in Vietnam. The mineral resources of the region include the following.

Coal in Quangninh with 29 giant basins with reserves of 3.5 billion ton. The annual production is placed at 15-20 million ton. Damdun coal mine (Nhoquan) has a reserve of 10,865 million ton. Brown coal associated with Neogene sediments occur in Khoaichau (Hungyen) to Tienhai (Thaibinh) with resources estimated at a billion ton.

Non-metallic minerals and industrial stones occur widely in the region. A billion tons of limestone has been delineated in Ninh Binh.

Various metal deposits are occurs in the region such as bauxite, mercury, antimony and titanium. Reserves however are small. Alluvial mineral deposits of precious metals such as ilmenite and zirconium are also present in the region.

Of particular interest to the NDTDP are the clay deposits within the region. Clay is a vital material for the management of contaminated sediments that might be encountered during the improvement of Corridor 1. Clay is a cheap alternative to geotextile which is needed as lining for confinement of tainted sediments. Figure 4-6 shows the location of clay quarries in the region. In Nim Binh, a clay deposit is being quarried by a clay factory in the vicinity of Nghia Hung, near the bank of Ninh Co River.

Photo 4-3 shows a farmer extracting clay from a rice field in the vicinity of Nghia Hung. A modest sized brick factory is operating in this area near the bank of Ninh Co River

9R6212.21RROO7aJJHUNijrn January 2008 C 0 0 _C.O, COO .OVAL HASKONING

Figure 4-6. Mineral Deposits of the Northern Delta

Legend - Flu~fiterare earth C Bssy:e ' 4s!lestos X Pyrite A .4~?trte -.;\ head - Zlnc E h~niestone + Clay for Cenlent Mol ybdenut-i d N~ckel- Capper c; Kaolrn E potter$ and Flre Clay 2' Aln;n!urn Cixper Ti:anrimrn I Iron Cml A 011- gas

Photo 4-3. Farmer excavating clay blocks from rice paddy in Nghia Hung

4.2.8 The Red River System

4.2.8.1 Geographic Setting

One of the more comprehensive references on the geography and The Red River has a total basin area of 143,700 km2, including that of the Da River. More than 50% of the catchment area is within the territory of China and Laos. The main drainage channel of the Red River extends for about 1,130 kilometers flowing southwards to the Gulf of Tonkin. Among its headwater tributaries are the Lo River, which originates from China's Yunnan Province and the Da River. The Da River is located in Northwest Vietnam and it forms the border between the Lai

[4-91 9R6212.21lR007aIJHUNijrn January 2008 ,C ,C COO ROYAL HAIKOWIMG

-Chau and Oien Bikn Provinces. The Da joins the Red River in Phu Tho Province. The laterite soils abundance in its mountainous upper reaches in Yunnan, China, give the river its characteristic red color (van Maren 2004). The middle reaches of the Red River flows along a straight southeasterly valley that is controlled by a major geologic structure, the Red River Fault. The 255 km long lower reach of the Red River comprises the triangular Red River Delta plain, bounded by limestone cliffs to the North and South. The gradient of the Red River decreases to 5.9~10.~(GOU~OU, 1936) downstream of the delta apex at Son Tay (Fig. 2.1), after which the river branches into a number of distributaries and discharges into the Gulf of Tonkin. The channel pattern of the Red River Delta can be classified as 'single' (cf. Coleman & Wright (1975)), with relatively few channels originating from a common point at the head of the delta (Son Tay). This type of channel pattern, normally associated with a high tidal range or high wave energy, is commonly characterized by bell-shaped river mouths with either lunate bars (high wave energy) or tidal ridges (high tidal range).

The length of Red River from this point to the Balat Estuary in Nam Dinh is about 238 km. Downstream of the Da-Red River confluence are two major distributary rivers consisting of the Duong R and the Luoc R. The Duong River branches out from Red River in the general area of Hanoi. Its drainage channel meanders towards the westerly direction for 64 kilometers and then joins up with Thai Binh River. Thai Binh is the major river system draining the hilly southern region of Bac Giang. From this point, Duong R bifurcates into Thai Binh and Kinh Thay R. Further downstream Kinh Thay branches out into two tidal rivers, the Da Bach-Bac Giang. Thai Binh R on the other hand flows further southwards branching out into several tidal inlets including the Van Uc River and ultimately draining into the Cat Hai Estuary.

Louc River, the other distributary of the Red River has a channel length of 72 km. It branches out in the general area of Hung Yen and its channel meanders in the west-northwest direction. It joins with tidal rivers of Van Uc and Lach Tray.

Downstream of the Luoc confluence, the Dano-Nam Dinh River distributary branches out flowing in the southerly direction. It joins Day River at about 25 kms from the coastline. Day River empties into the Nghia Hung Estuary. Further downstream of the Dao-Red River confluence, the ultimate distributary branches out. This is the Ninh Co River which flows southwards and ultimately drains into the Nghia Hung Estuary. Its mouth is separated from the Day River by a distance of about 10 km.

The Nhue - Day River system

The basin of the Nhue - Day River system is located in the southwest of the Northern Delta. Its tributries include Tich, Thanhha, Hoanglong and Vac to the east. The western tributaries are the Nhue, Chau, Sat, Dao Namdinh and Ninhco river via Quanlieu canal. The basin covers almost all provinces of Hatay, Hanam, Ninhbinh, and a part of Hanoi and Hoabinh.

The Day River is 237km long, crossing through Hatay, Hanam, Namdinh, Ninhbinh and emptying into the sea via Day estuary. The Nhue River is 74km long with a basin of 1,070 km2. It is connected with the Red River via Lienmac drainage way. The Nhue River also traverses Hanoi and Hadong city and discharges to the Day river at the town of Phuly.

The Red River supplies approximately 85-90% of water of the basins of the Nhue and Day Rivers. In the dry season, from November to May, water of the two distributaries is mostly supplied by the Red River.

9R6212.21 /R007a/JHL/Nijm January 2008 --- -0 mu, COO ROVAL HAIKONING

The flow regime of the Day River depends on climatic factors, the water regime of the Red river and the tidal regime of the Bay of North Vietnam. The flow of the Nhue River is dependent mostly on the conditions of drainages such as Lienmac and Thanhliet. Quan Lieu canal There is an existing canal linking the Day and Ninh Co rivers called the Quan Lieu canal which is some 6.5 km north of Do Muoi. This canal was constructed in the early 1970's by the Vietnamese Government and had an origina length of some 1,000 m. This extended to about 1,250 m with addition of a bend to mitigate the erosion problem that plagued the canal since its construction.

4.2.8.2 Hydrology and Sedimentation

River Discharqe The Red River delta is located in the northern part of Vietnam in the lower plain of the Red River catchments. The Red River is the second largest river of Vietnam, after the Mekong. Named Thao River, it descends from Yunnan, a mountainous region in the south of China. It is known as the "six-head river" that enters Vietnam at Lao Cai, in the northwest of Vietnam. At Viet-Tri (north-western part of the Red River delta), the Thao River forms the Red River, together with the Lo River and the Da River. The total catchment of the Red River covers 169,000 km2, of which 87,000 km2 including the delta are in Vietnamese territory.

The discharge of Red River fluctuates widely, with a distinct flood and dry season.

Little data is available on the discharge distribution of the Red River at Hanoi over the branches of the river in the Delta. From the Hanoi - Lach Giang IWT route study the following distribution of flood discharges has been derived:

Table 4-4. Discharge Distribution Among Red River Tributaries and Distributaries Red River at Hanoi 100% Song Luoc 25% Song Tra Ly , son^- Dao 1 5% Cua Day (estimate) 30% (incl. Day River) Ninh Co 1 0% Red River mouth at Ba Lat

Flow velocities along the Red river vary on average between 0.2 - 0.6 m/s during the dry season and between 0.7 - 1.2 m/s at the high point of the wet season. Along the Ninh Co river water velocities are of the order of 0.3 m/s during the dry season, while during the flood season velocities are in the range of 0.2 - 0.6 mls.

Vu Trung Than et al. (undated) reported that the Red River drainage system is the largest in North Vietnam. Its mean discharge as measured in Son Tay is 3,640 m3/sec, equivalent to a mean annual discharge of 11 4 km3. It is estimated that about 74% of this gross discharge flows during the rainy season from June to October. Peak discharge during rainy season is placed at 30,000m3/sec. As a consequence, salinity of the estuary is substantially reduced and when such condition prevails, a tongue of fresh water may extend as far as 30 kms into the Gulf of Tonkin.

9R6212.21 /R007a/JHL/Nijrn January 2008 C :I 0 _ roc C 3 0 ROYAL WASKONIWC

Table 4-7. Water Quality of the river in the Northern Delta Nov and Dec 2007 Sampling Sampling River Temp. pH TDS Turbidity SS DO BODS NH4+ Total N Nor Total P Total oil 7Gz5zKT sites (mglL) (NTU) (mglL) (mglL) (mglL) (mglL) (OC) (mglL) (mglL) (mglL) (mglL) (~~1~1(mpN,,aOm~) VT28 Day R 2 1 7 6 264 42 56 4 4 9 0 672 1 692 1 322 0 456 0 68 ND 5200

VT25 RedlDay 22 7 2 230 38 52 3 8 18 0 688 2541 1917 0 087 ND N D 2700

VT34 L G~ang 7 8 18,500 19 25 6 2 10 0 352 7 357 3 968 0 328 ND ND 900 Estuary - TCVN 5942 B 5.59 80 22 <25 1 15 0 3 20 10 000 - 1995 'A 6 - 8,5 20 2 6 < 4 0,05 10 0 1 5.000

Table 4-8. Concentration of heavy metals in river water of the Northern Delta, Nov and Dec 2007 sampling

9R6212.21/R007aiJHUNijrn January 2008 Some studies have indicated that concentrations of total N r 0.5 mg/L, total P 2 0.1 mg/L can lead to eutrophication in stagnant waters.

Phenol & heavy metals: Phenol is not detected in water samples from Ninh Phuc Port, Nam Dinh Port and Lac Giang. Iron, arsenic and cadmium concentrations exceed the standard for class A water source but are well within the class B water source.

Oil contamination: Oil contamination is detected only in Ninh Phuc Port (VT28) with a concentration .68 mg/l. This is higher than the limit for class B water source.

Bacteriological contamination: Contents of total coliform in water samples from Nam Dinh and Ninh Phuc Port is 2,700 - 5,200 MPNI100 ml. The 5,200 MPN/L exceeds the standard for class A water supply which is 5,000 MPNIL. The coliform content of the sample from Lac Giang is lower at 900 MPNIL.

4.2.8.4 Quality of the Stream Sediment of Day and Ninh Co Rivers

The sediment quality data of Day and Nlnh Co Rivers, both from secondary sources and primary data are presented in Table 4-9. 'The results of the chemical analysis show that the sediments of Day and Ninh Co Rivers generally comply with the Vietnamese standard (TSVN- 7209-2002) and are lower than the Dutch Reference Values.

Table 4-9. Stream sediment quality data, 1998 and 2007 sampling.

[4-151 9R6212.21/R007a/JHUNijm January 2008 000 ROYAL HASKONING

But during the dry months from November to May, the river flow declines to 430 m3/sec. During this season, brackish water (salinity of 10 PSU) penetrates the various tributaries up to about 22 km inland. The more saline water (30 to 31 PSU) approaches the coastline with 1.5 to 2.5 PSU/km gradients. Salinity differences between surface water and the bottom are marked. The mixing of fresh and marine waters is hastened by tidal action.

The average annual flow distribution in the Red River system is presented in Table 4-5.

Table 4-5. Discharge at Selected Stations Unit Red River Red River Duong R at Luoc Traly Dao River Ninh Co at Son at Hanoi Thuong Cat River River (estimate) River TaY (estimate) (estimate) (estimate) m3/s 3,560 2,710 880 350 350 650 200

O/o 100 75 25 10 10 1 18 6

Sedimentation There are a number of estimates of the modern day sedimentation rate of the Red River. It is estimated that the annual discharge of the Red River is about 125 million ton sediments and 70 million ton dissolved matters into coastal zone (Pho, 1984cited inThanh et al., undated).

The total suspended sediment load transported by the Red River is close to 100 million tons per year; with this amount the Red River ranks among the 15 largest sediment discharges in the world (Milliman & Syvitski, 1992 in van Maren 2004). Bulk of the sediment is carried off during river discharges between 7000 to 8000 m3/sec (11% of 100 million ton). This situation according to van Maren (2004) occurs 15 to 16 days per year.Large floods transport large quantities of sediment, but occur only once every few years, and therefore their contribution to the mean annual sediment transport is low. Less than 4% of the total sediment load is transported during the dry season (discharges below 2000 m3/sec). However, present-day sediment loads are affected by the Hoa Binh dam constructed between 1979 and 1994. The construction of the Hoa Binh dam has caused sediment starvation having interrupted sediment delivery the downstream. The dam construction has nearly halved the sediment concentration in the Red River near its apex.

The estimate of sediment delivery made by Haskoning is presented in Table 4-6 below. The sediment output of tributaries Ninh Co River and Day River have also been estimated.

Table 4-6. Estimated sediment discharge at the river mouths River Estimated sediment output (million tonslyear) Red R~ver Ninh Co River -- - --. -- - Day River Source Haskon~ng2003

New land is continuously being created at a rate of about 100 meter a year through the deposition of sediments supplied by the rivers (Haskoning 2003). The information on sedimentation rate and longshore sediment transport are key inputs in the technical feasibility analysis of the river mouth improvement options for Ninh Co River and Day River.

[4-121 9R6212.21/R007a/JHL/Nijrn January 2008 coo c.o, c.o, C 0 0 EOIAL HASKOWING

4.2.8.3 Water Quality

Secondary data on surface water quality is available for certain sections of the Red River and its tributaries. It is reported that the water temperature of the Red River varies from 27- 30deg. C in Summer to 24-26deg. C in Winter. The difference between water temperature between the surface and bottom is about 1' C. The pH values of estuarine water reach 8.0- 8.5 with pH varying between surface and bottom which can be slightly more basic. The suspended sediment of the Red River and its tributaries is reported to be high with concentrations reaching more than 2,000 mgll.

For the purpose of this EIA, the NDTDP conducted water sampling and analysis of various rivers of the Red River Delta that are within the project region. The results of the analysis of water samples from Day R, Ninh Co R and the Lac Giang are enumerated in Table 4-7.

Briefly, the results of this 2007 analysis can be described as follows:

pH value: pH values obtained from Nam Dinh Port and Ninh Phuc Port are neutral to slightly basic (ph values 7.2 to 7.6). This meets the Vietnamese Standard for Water Source A of Surface water (TCVN 5942 - 1995) The pH value of water sample from Lac Giang is higher, more basic than the river water with a pH value of 7.8. This result conforms with the general observation that pH of estuary is generally higher (more basic).

Salinity (TDS-total dissolved solids): The TDS values are relatively higher, indicating the influence of sea water in the lower sections of Day and Ninh Co River. The TDS of Lac Giang (18,500 mgll) indicates the influence of the freshwater outflow in the salinity of coastal water. TDS of typical seawater is 35,000 mgll.

The Ninh Co River has a higher salinity concentration than the Day River. Salinity intrusion in the Ninh Co River reaches up to Nghia Son (south of Quang Lieu and north of Do Muoi) during the wet season and reaches up to the canal Quang Lieu during the dry season and sometimes even for Lac Quan (close to the Red River). The highest salinity intrusion occurs during the dry season at high tide.

Organic pollution: Organic pollution of river water is indicated by the concentration of dissolved oxygen (DO) and biochemical oxygen demand BOD^^'). The high BOD concentrations and the relatively low dissolved oxygen concentration in the river waters indicate organic loading of the rivers. However, it is inferred that a significant proportion of the organic loading is from natural sources, since sampling was done at the end of the wet season. The BOD concentration exceeds the Vietnamese Standard (TCVN 5942:1995) for the A water source (water for domestic use, BOD standard of 5 4 mgIL). However, water quality meets the TCVN 5942:1995 standard for the B water source (not for domestic use, BOD limit of 125 mgIL).

The organic pollution loading is highest (DO in lowest, BOD is highest) in VT 25, Nam Dinh Port.

Nutrient pollution: Concentrations of NHI', NO3-and total N are high although still lower than the maximum permissible limit of the Vietnamese Standard for Surface Water (TCVN 5942:1995, Source A). But the concentration of nutrients is high enough to cause eutrophication in stagnant water. Concentration of total phosphorus (P) is also high (.087 to .45 mgll) and concentration of total N is 1.6 to 2.5 mgll and much higher in the coastal water at 7.357 mgll.

9R6212.211R007a/JHL/Nijm January 2008 Given the relatively unpolluted nature of the marine and river sediments of Day - Ninh Co and Lach Giang, the spoils will have a wide variety of beneficial use.

4.2.9 Oceanographic Characteristics

4.2.9.1 Tides

Reference level In the present project all levels are referenced to Chart Datum (CD), which matches the lowest low water level. Mean sea level is approximately 1.9 m+CD.

4.2.9.2 Tidal components

Tides along the shoreline of the Red River delta are diurnal with a neap tide - spring tide cycle of 14 days. The observed maximum ebb-tidal current is 60 cmls and the maximum flood- tidal current is 50 cmls (Thanh et al, 1997). According to the Department of Agriculture and Rural Development (DARD) in Nam Dinh, the maximum tidal amplitude is approximately 2.7 m at spring tide.

4.2.9.3 Storm Surges

An effective fetch was assumed with a total length 185 km with a water depth varying from 50 m offshore, to 10 m closer to the coastline. The resulting rise in water level at the coast is indicated in Table 4-11,related to a return period.

Table 4-10.Extreme wind conditions generated by typhoons per direction, WNI [I9961 Return Period (yrs) Direction 2 5 10 25 50 100 Windspeed (rnls) N 8.62 13.89 17.19 21.32 24.36 27.38 NNE 13.32 19.60 24.06 29.73 33.91 38.02 N E 18.58 24.63 28.77 33.89 37.58 41.1 4 ENE 16.88 22.28 26.78 33.1 1 38.1 1 43.28 E 16.24 35.36 39.82 44.12 ESE 13.95 34.88 40.13 45.28 SE - NW Insufficient data for statistical analysis NNW 2.87 1 8.96 1 14.82 1 23.69 1 31.07 1 38.96

Table 4-11.Estimated storm surge (Cua Day) typhoon + SE wind conditions, WNI [I9961 ------Return Period (yrs) 2 5 10 25 50 100 Assumed SE 13.32 19.60 24.06 29.73 33.91 38.02 wind (mls) Rise in water 0.4 1.O 1.5 2.4 3.2 4.1 level at the coast (m)

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4.2.9.4 Waves

Offshore Wave Conditions

Common offshore wave conditions have been analysed using global wave model data from NOAA over the years 1997 - 2002 for an offshore point at 20" North, 106"East.

Offshore waves under extreme typhoon conditions were computed in the WNI [I9961 study, using a JONSWAP wave growth model and typhoon wind speeds. Given the wind directions indicated for typhoon wind, a conservative assumption is made that these waves approah from the SE. The analysis produced nearshore wave heights under these extreme conditions at a certain water depth.

The results of that analysis are summarized in the following table.

Table 4-12. Estimated waves generated by extreme typhoon wind conditions at bed level -6m+CD Return period (years) 1 2 10 25 50 100 Wave height H, (m) 1.7 2.5 3.1 3.8 4.3 4.8 wave period T, (s) 5.1 6.0 6.6 7.2 7.6 8.1

Near shore Wave Conditions

Near shore wave conditions were analysed using the Mike21 Near shore Spectral Wave model that was prepared for the present study. Modelling results show that the high water levels result in significantly higher waves close to the shore at Lach Giang. Nonetheless, wave heights appear to be depth limited as a result of the very gently sloping foreshore.

4.2.1 0 Coastal Geomorphology

Coastal Morpholoay

The coastal zone of Thai Bin- Narn Dinh-Ninh Bin includes 4 large estuaries: the Ba Lat (Red river), Ha Lan (So river), Ninh Co (Ninh Co river), and Day (Day river) estuaries. The Nam Dinh coastline has a tortuous shape, which alters very often due to erosion and accretion processes. For the two alluvial grounds in the Giao Thuy and Nghia Hung districts, every year the rivers provide large volumes of deposited silt, which accretes and enlarges the grounds by hundreds of meters. However, the shoreline south of this is highly prone to erosion.

Coastal sediments

Sediments in the project area originate from a number of different sources:

Beach to the east of Lach Giang, where sediment is supplied by the net longshore sediment transport that is directed to the South-West: estimated at 0.6 million m3 yearly. In part this sediment originates from the Ba Lat river mouth and for the rest it originates from beach erosion of the area between Ba Lat and Lach Giang river mouths. Sediment supplied by Ninh Co river, estimated at 3 to 5.5 million m3annually. Sediment supplied by Day River, estimated at 13 to 30 million m3 annually.

9R6212.21IR007alJHUNijm January 2008 Sediments found on the beach to the East of Lach Giang tend to be fine, with dS0values varying between 80 and 140 pm.

Bed samples from the Ninh Co river mouth (Lach Giang) are characterised as fine grey-brown sand with the following grain size distribution:

> 0.25 mm 0.25-0.1 0.1 -0.05 mm 0.05- c0.01mm Medium mm Very fine 0.01 mm Sand Fine sand sand silt Grain size 1% 40% 59% 0% 0% 1 distribution 1

Similar information for Cua ~a~~ indicates that the bed materlal is silty:

> 0.25 mm 0.25-0.1 0.1-0.05 0.05- ~0.01mm mm mm 0.01 mm Grain size 3% 7% 10% 55% 25% distribution

Dominant mor~holoaicalDrocesses The development of the Cua Day and Lach Giang are dominated by the quantity of sediment supplied by the rivers and the transporting action of the ocean by currents and waves. As the river water flows into the ocean, the current velocities are reduced which results in the deposition of sediment in the tidal flats that extending a number of kilometers offshore. This is a very common phenomenon seen in many river mouths. The river maintains something of a channel through these flats, probably as a result of tidal action. The tidal flats function as a very wide zone for wave energy dissipation due to depth limited wave conditions.

Along the coast tidal currents and - to a greater extent - currents in the breaker zone result in a long shore sediment transport. The layout and development of Lach Giang essentially is a spit formation process that indicates a net sediment transport in South-Easterly direction. on the West side of Lach Giang, the same transport processes forward the sediment that is supplied by the Ninh Co river onto the tidal flats surrounding Cua Day.

Based on historical maps it has been estimated that as a result the Cua Day river mouth and the tidal flats are growing by approximately 200 m annually. It is noted that the construction of a dam for Hoa Binh hydro-power plant could have an impact in this process.

Waves breaking over the tidal flats are expected to be an important factor in the distribution of the sediment that accumulates here. In combination with the tidal currents in this region this may play an important role in the re-siltation of any dredged channels through these tidal flats. Furthermore, currents surrounding these tidal flats may result in a further transportation of the sediments to the Southeast.

Erosion and Lonq shore sediment transwort Based on historical maps a net yearly loss out of the coastal cell due to coastline changes averaged over the period 1912 to 1995, were estimated at about 500,000 rn3 of sediment each year.

Measurement in 2002 Flood Season at Cua Day, Tedi Wecco

[4-181 9R6212.21/R007a/JHL/Nijm January 2008 C q ,C.O COO .OVAL MASKOWING

Comparing the 42 degrees (to north) orientation of the Nam Dinh beaches with the dominant wind directions (N, NE, S), it is clear that wave climate is an important parameter for this coastline. It influences coastal changes. The dominant direction of the wave climate generally determines the longshore sediment supply and the coastline angle.

The prevailing waves generated by summer and winter monsoon in combination with the Nam Dinh coastline topography produce longshore sediment transport gradients along the coastline. Near river mouths, where the annual supply of sediments massively exceeds the transport capacity generated by longshore currents, accumulation occurs whereas severe coastal erosion is reported in between river mouths, for example in the Hai Hau district, north of the Ninh Co River banks.

This section from Hai Ly commune to Hai Trieu commune is at present subject to the most drastic erosion. At that section, the eroding speed is 10- 20m per year. The coastline erosion results in serious economic consequences such as: loss of cultivated and residential land, adverse impacts on the production establishments, damages and threats to the coastal dykes and embankments and other social consequences to coastal communities, especially the communities of the Hai Hau district, as a result of retreat and resettlement (http://www.nea.gov.vnlprojects/Halan/English/VNICZM~lssue~NamDinh.html#l )

The above processes have lead to a very gently sloping foreshore, which results in a wide area where waves are breaking and the wave energy is dissipated. The average beach slope in Hai Hau district, related to the depth at an offshore distance of 17 km is about 0.0015. Offshore the Day River and Ninh Co River, the slope is 0.0009.

Sediment Plume Dispersion Pattern The plume dispersion pattern observed in the following LandSat imageries reflects the seasonal variation in littoral drift. During the monsoon season dispersion is northwards and during the dry season a southerly dispersion is noted (Figure 4-7).

4.2.1 1 Susceptibility to Natural Hazards

Storms and tropical low pressures Being located in the coastal zone, parts of Nam Dinh and Nnh Bin are highly susceptible to storms and typhoons. According to statistic data from 1980 to 1997, 26 storms landed provinces in the Northern Delta, the highest wind speed was more than 50m/s (Wendy, 9 September 1968). In 2007 3 storms hit the coastal provinces of Ninh Binh and Nam Dinh affecting a lot of people and the local economy..

Flood and water-loqginq Nam Dinh is prone to flood and water-logging. Statistics shows that in the second half of the last century, floods of the Red River were larger in scale and recurring more frequently.

Flooding occur in most parts of the Northern Delta because height of dikes are lower than maximum elevation of water level in rivers during flood stage. Flooding is even worse when storm coincides with high tide, resulting to much higher storm surge.

The regions of Nhovien and Nhoquan in the province of Ninhbinh experiences flash floods due to overbanking of the Hoanglong River. The flood of early October 2007 caused water logging in over thousands of hectare in the districts of Nhoquan and Giavien in NinhBinh province. It inflicted serious damage to the economy and environment of the two districts.

9R6212.21lR007aNHLINijm January 2008 COO ,c ,c COO ROYAL HASKONING

Figure 4-7. Plume dispersion pattern in Lac Giang during different seasons Landsat lmagery of the Day-Ninh Co R Estuary 2003 rainy season imagery of the Day-Ninh Co showing sediment plume 's northeasterly Estuary showing the same northeasterly sediment dispersion during the rainy season. lmagery date dispersion pattern. lmagery acquired 2003 July 15. is 2002 Jul 12.

End of dry season imagery of the Day-Ninh Co Imagery of the Day-Ninh Co River mouth, of unknown River mouth showing the slow I low dispersion of date, showing a southerly pattern of sediment plume sediment plume. dispersion, presumably due to a dominantly south flowing littoral drift, driven by a northerly wind

Namdinh, is situated in a topographically low region of the Northern Delta and is therefore prone to inundation. At present, the dike system and the operation of the Hoabinh hydroelectric dam have partly alleviated the flooding problem.

Sedimentation, Erosion and Land Slide The coastline of Thai Binh, Nam Dinh and Ninh Bin is susceptible to both sedimentation and erosion. Part of the coastline is severely eroded while certain parts are receiving copious sediments delivered by the various river systems. The coastal erosion problem of Nam Dinh has been discussed in the earlier section on Coastal Geomorphology.

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4.3 Biological Environment

4.3.1 Terrestrial Ecosystems

4.3.1.1 Ecologically Important Terrestrial Ecosystems

Natural forests within the project region and peripheral areas are distributed in mountains and hills in the provinces of Phu Tho, Vinh Phuc, Ha Tay, Ninh Binh, Quang Ninh, and Hai Duong. From the altitude of 700m upwards the prevailing forest types are: tropical wet evergreen forest; semi-deciduous forest with dry and rainy seasons; and forest on limestone mountains. In the regions with elevation lower than 700m, forest types may include low mountain subtropical wet evergreen forest, coniferous - broad-leaved forest, forest on limestone mountains and on granite mountains.

Forests in the basin of the Da River (Hatay, Phutho) have the species composition typical for the Northwest of Vietnam, being rich and abundant with valuable wood (Pentace tonkinensis, Chukrasia tabularis, Garninia fragraeoides, etc) and medicinal plants (Bulbous aralia, Polygonurn multiflorum, etc.). Quangninh province currently has 150,000 ha of forest with the dominance of semi-deciduous and deciduous forests and with precious wood such as Garnicia fragraeoides, Pachudia cochinchinensis, Pinus merkusiana and some subtropical species such as Castanea vulgaris and Castania, etc.

The groups of high values include anise, cinnamon in Quangninh, elemi and pine in Hoabinh; The oil containing group including Vernicia montana is found in Nammau, Binhlieu, Tienyen and Mongcai (Quangninh); many precious woods are gathered in Halung forest (Hoanhbo); The fast growing species includes Castania, canariurn, Liquidambar, etc. in Chilinh (Haiduong); the group of medicinal and edible trees is also diverse.

One important terrestrial ecosystems present in the Red River Delta region is the lowland rain forest. WWF (wl) delineated the extent of this ecosystem from the freshwater swamp forests of the Red River Valley south along the north-central coast of Vietnam to the region south of Tam Ky. This ecosystem is reported to be seriously degraded with less than 10 percent of the native vegetation remains. The among the remaining patches of this ecosystem is best preserved in the Cuc Phuong and Pu Mat National Parks. At Cuc Phuong, 1,800 vascular plant species have been described for a small area with limited topographic diversity

The climatic condition that prevails in this ecosystem characterized by high rainfall and short dry season produced conditions that once supported diverse wet evergreen forests. Primary wet evergreen forest consists of a dense, three-tiered canopy reaching 25-35 m and occasionally 45 m height in undisturbed sites. The upper canopy is dominated by a species of Hopea, Castanopsis hystrix, and Madhuca pasquieri. The fan palm Livistona saribus is a common subcanopy species in small gaps.

Although much of the ecosystem's biodiversity has been lost, it still harbors several mammals and blrds of conservation significance, including the Owston's banded civet (Hemigalus ow st on^), white-cheeked gibbon (Hylobates leucogenys), red-shanked douc langur (Pygathrix nemaeus), and Francois's leaf monkey (Semnopithecus francois~).One endemic bat species is found here (Paracoelops megalotisl). There are more than 300 bird species in this ecoregion, including three near-endemic and one endemic species (Table 4-13).

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Table 4-13. Endemic and Near-Endemic Bird Species

- Family Common Name Species Phasianidae Annam partridge' Arborophila merlinr Phasianidae Edwards's pheasant Lophura edwardsi Timaliidae Short-tailed scimitar-babbler Jabouilleia danjoui Timaliidae Grey-faced tit-babbler Macronous kelleyi

4.3.1.2 Dominant Ecosystem in the Red River Delta

The predominant terrestrial ecosystem in the Red River Delta is the agro-ecosystem with much of the land area converted to agricultural use. Paddy rice cultivation is the most dominant agricultural feature in the low lying areas of the delta.

The floodplains and river banks bordering the waterway are dominantly agricultural in use. Aside from rice, among the crops identified in various parts of Corridor 1 include corn (Zea mays) cassava ((Manihot esculanta crantz), sweet potato (Ipomoea batatas), banana (Musa paradisiacau and sugar crane (Saccharum officinarum) etc.

4.3.2 Ecologically Significant Wetland Ecosystems

There are 4 significant wetland ecosystems along the coastline of Thai Binh-Nam Dinh-Ninh Binh. These wetland ecosystems harbour highly diverse species of flora and fauna and have been determined to be globally important in terms of biodiversity conservation. As such these have been either declared or are proposed as nature reserves. These are discussed in detail in the section on biodiversity conservation, Section 4.4.

4.3.3 Vegetation of Day- Ninh Co Project Site

Listing of the vegetations present in the project sites has been done. The list is presented in Table 4-14. The dominant floral species found in the sites are mostly the edible and ornamental with some reforestations species (eucalyptus trees) and ruderal weeds and grasses with no economic value and low ecological significance.

The proposed location of the canal in Nghia Hung is predominantly cultivated for paddy rice. Photo 4-6 below shows the existing condition of the site during the site inspection on 06 Dec 2007. The rice crop has just been harvested.

At the proposed by-pass across the sand spit, the dominant vegetation is reforested Casuarina. Casuarina is a common reforestation species that is widely distributed. Photo 4-4 shows the approximate site of the proposed by-pass.

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Table 4-1 4. List of plant species present in the project site and surroundincl areas.

Coordinate: 20°'1 7'55,4" 106~25'51,5"

...... Coordinate: 20°'1 5'03,3" 106~00'06,l"

Location 29: Day river at Qui$~n Lieu small village - Nghia Hung - Nam D/nh Province (VT 29) Coordinate: 20°'1 1'27,3" 106~11 '47,3"

Photo 4-4. Sand spit in Lac Giang where the Photo 4-5. Typical countryside landscape where proposed bypass will be located. It is planted to settlements are located amids farmlands. Houses Casuarina are surrounded by fruit bearing trees.

[4-231 9R6212.21 /R007a/JHLINijm January 2008 Photo 4-6. Newly harvested rice paddies. This is Photo 4-7. Approximate location of the proposed the approximate location of the proposed canal. Day-Ninh Co Canal.

4.3.4 Aquatic Flora & Fauna of the Red River Delta

The main source of secondary information on the aquatic flora and fauna of the Red River Delta is the study by Vung Trung Than et al. (1987).

Phytoplankton Phytoplankton is the most important primary producer. The foundation of the food web, they transform light and nutrients into energy for herbivores such as zooplankton which, in turn, support higher trophic levels. Phytoplankton grows best in low velocity waters with warm temperatures and high nutrient availability, particularly phosphorus. Phytoplankton growth is generally limited in stream or riverine systems, which have much greater flow velocities. A relative increase in species diversity or richness under unchanged conditions is taken as an indicator of of improving water quality condition. Conversely, the preponderance of a certain species like the blue green algae is an indicator of poor water quality. To evaluate the importance of phytoplankton as a food source, the volume or quantity of algae available for consumption is often the most critical parameter to be considered.

For this reason, phytoplankton data is typically expressed in terms of chlorophyll a concentration (mg/L) overall bio-volume (i.e., ums/mL), or population densities (i.e., cells/mL) as well as species composition (USACE 2002)

The phytoplankton community of the Red River Delta has a diverse species composition including 183 species (Appendix 3) dominated by Diatomae, which make up 86.1°/~ of total species. Some genera with numerous species are Chaetoceros (28 species), Coscinodiscus (18), Rhizosolenia (14), Ceratium (9), Navicula (8), and Melosira (G).Skeletonema costatum and some representatives of Pennateae are often abundant in the upper regions of the estuary where salinity is below 15 0/00.

According to Vu Trung Tang, in terms of the annual cycle, phytoplankton development changes between two seasons: declining rapidly during flood peak months (July - August) and increasing in the dry season. In July-August, the phytoplankton density ranges from 800 to 362,000 cells/m3 and the mean biomass is 130 g/m3. Later (October - November) phytoplankton explodes in number, reaching a mean density of 973,000 cells/m3 and a mean biomass of 470 g/m3.At the end of the dry season, the phytoplankton development decreases

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slightly, as a function of a decline in nutrients in the estuary, to a mean density of 368,000 cells/m3 and biomass of 309 g/m3. Frequently, phytoplankton develops intensively near the Red River mouth in waters shallower than 20 m where it is controlled by tidal action. Phytoplankton density and biomass increase when the tide is high and decrease when the tide falls, reaching extremes at the times of highest and lowest tides (Appendix 3).

Zooplankton community The Bac Bo estuarine area supports a rich and diverse zooplankton. A total of 185 species have been recorded, including Copepoda (107 species), Cladeocera (14), Siphonophora (8),Chaetognatha (a), Amphipoda (6), Tunicata (6), Protozoa (5), Ostracoda (4), Pteropoda - Heteropoda (3), Rotatoria (2), Cumacea (2), Sergestinae (I), Euphausidae (1) and Nauplius (18). Like the phytoplankton, the zooplankton is divided into three ecological groups, (a) freshwater, (b) estuarine, (c) euryhaline-marine. Fresh water fauna often appears in the upper parts of the estuary and is abundant in number, especially the wet season and at times of neap tide. Contrastingly, euryhaline-marine fauna occurs near the end of the estuary, is richest near Spring tide and in the dry season.

Zooplankton density and biomass vary between 6,130 - 15,500 individuals/m3and 240 - 370 g/m3 respectively. Lowest values are in flood months, but high values are in the dry season (Khuc Ngoc Cam, 1975; Nguyen Van Khoi etal, 1980), especially at times of highest tide and during the period from midnight to 5-6:00 am.

Zoo-benthos community The biomass of zoobenthic animals used as food by other species varies over a wide range from 4 - 96 g/m3 in the dry season and 5.9 - 11.5 g/m3 in the wet season (Dang Ngoc Thanh etal.. 1991).

Zoobenthic community in the tidal mud flats includes 130 species, representing some principal groups such as Polychaeta (34 species), Gastropoda (16), Bivalvia (23), Macrura (17) Brachyura (38). Many of these species are economically important, for example Ostrea, Meretrix, Aloides, Macta, Netica, Sanguillaria, Penaeus, Metapenaeus, Palaemon, Scylla, fortunus, etc

-Fish According to Vung Trung Tang (1987), a total of 233 fish species have been identified in the estuary of the Red River Delta belonging to 71 families and 18 fish orders. The families with numerous species are Carangidae (11 species), Cynoglossidae (14), Gobiidae (13),

Leiognathidae (11 )! Sciaenidae (11 ), Teterodontidae (11 ), Clupeidae (9), Engraulidae (9) and Mugilidae (6). Some fresh water fish of the families Cyprinidae and Bagridae often occur in water with a salinity below 10-12 PSU in the upper regions of the estuary. The representatives of some Priacanthidae, Pomacentridae, Chaetodontidae are frequently found near coral reefs and some offshore juvenile fish also penetrate estuaries for feeding such as Elasmobranchia, Exocoetus, Sphyraena, Formio, Stromatoidae, Scombridae.

Despite the mixed origin, estuarine fish fauna of the Bac Bo Delta are related to the Tonkin Gulf fish fauna. Most representatives originated from tropical seas and have adapted to high salinity fluctuations occurring in the estuary (Vu Trung Tang etal., 1987). The fish fauna of this area may be divided into four ecological groups (a) freshwater, (b) euryhaline-marine (c) true estuarine and (d) regularly anadromous migrants such as Clupando theissa and Hilsa reveesii.

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About 53 fish species were identified at the Day and Nhue basin. Most of them belong to Carp spp. The species having high economic value are: Cyprivius carpio, Carasius auratus, Pinibartus caldwelli, Anthorhodeus dayeus, A. Tonkinensis. One fish species in this river basin is listed in the in the Vietnam Red Book (2000) as threatened. This is Squaliobartus Curiculus (T - level) (C, chpy in Vietnamese).

4.3.5 Seasonality of Some Biologic Processes in the Red River Delta

The spawning season in the Red River Delta is not totally known. However, for some of the important species such as the Squaliobarbus curriculus the reproductive season starts from late April to early August, with the best season from May to July (Long Huang Gua, 2004) Other fauna such as freshwater crabs and shrimps coincide with the monsoon season. This is presumed to be due to the availability of increased of habitat (e.g inundated floodplain) for hatchlings in large rivers swollen by monsoonal rains (Dudgeon, 2000). The following matrix summarizes the known seasonal processes of some aquatic life of the Red River Delta.

Table 4-15. Matrix of season and documented seasonality of biological processes of some freshwater aquatic life of Red River

4.3.6 Mangrove Ecosystems of the Red River Delta

Dykes have been constructed along most part of the river system and coastline of the Northern Delta for protection agains flooding. Only a narrow strip of inter-tidal sand or mud flat beyond the dykes, except near river mouths where deposition is very active and mud flats and sandy islands are expanding due to influx of sediment. Several sandy islands evolved due to accretion including the islands that now make up the Xuan Thuy Nature Reserve. Coastal vegetations, i.e. mangrove are represented by small shrub like trees, apparently an adaptation to the prevailing harsh environment, e.g. climatic conditions. Mangrove replanting along the coast of the Red River delta covers about 7,400 hectares of plantations of Kandelia candel. While exotic species Casuarina equiserifolia is planted on sandy beaches and dunes. In places where conditions are favorable for mangrove development, i.e. sheltered, presence of large portion of freshwater and sediments the mangrove stands flourish. This is true for the stretch of the coastline from Do Son Cape to the northern bank of Van Uc River where mangrove communities consist of Sonneratia caseolaris and associated mangrove species Aegiceras corniculatum and Acanthus ilicifolius. In some areas Cyperus malaccenis replaces

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the Acanthus ilicifolius or grows in mixed stands. Prevalent shrimp pond construction has severely reduced the area covered by Sonneratia.

The coastline from Van Uc estuary to Lach Troung is an accreting area, the area is open, flat with large swamps and rich in alluvium. However, the area is exposed to storms and hence not suitable to mangrove growth except in the estuaries of Ninh Co and Tra Ly rivers. Mangrove and mangrove associated species in this area include Aegiceras corniculatum, Acanthus ilicifolius, Kandelia candel Sonneratia caseolaris.

In swamps where low salinities prevail the following plant species are present: Cyperus stolononiferus; C. malaccencis, C. tegitiformis, Scirpus aff. Runcoides; Phragmites karka; Myriphyllum spicatum ;Najas kingii; N. indica; Paspalum vaginatum.

The mud crab, Scylla serrata, is the most common crab species in the mangrove swamps and on the tidal mudflats of the Project Area. Other crabs, characteristic of these coastal habitats, are Uca and Portunus species, Ocypoda ceratophthalma, Sesarma plicata and S. bidens.

No coral reefs are present along the coast of the Red River Delta. This is presumed to be due to unfavorable condition such as low salinity and high sediment input among others. Seagrass, however are reportedly present in the shallow waters along the coast. are Ruppia maritima and Halophila ovalis. Seaweeds, recorded from the coastal waters are, amongst others, the Chlorophyta Chaetomorpha linum and C. capillarris and various Enteromorpha species, and the Rhodophyta Gracilaria asiatica and G. tenuistipitata, and Gigartina intermedia and Ceramium tenuissimum.

4.4 Protected Areas - Biodiversity Protection and Conservation

The Vietnamese Government has put in place biodiversity conservation program. As part of this program it has declared protected areas. A number of the protected areas are located along the coastal zone of the Red River Delta. The locations of these protected areas are shown in Figure 4-8. A brief discussions of some of the more prominent protected areas in the study region are presented in the following sections.

4.4.1 Cucphuong National Park

This protected area straddles 3 provinces, namely Ninh Binh, Hoa Binh and Thanh Hoa, has typical features of wet tropical forests. It is influenced by monsoon with 3 wood layers , 1 shrub layer and 1 forest floor. The 35-40m high wood layer includes Parashorea, Ficus retusa, Dracontomelum duperreamurn, Sapindus oocarpus, Amoora gitantea, etc. The 30 m high wood layer includes Castanopsis, etc. In thin broad-leaved forests in limestone mountains of Tamdiep, Hoalu and Giavien, etc. there are wood species such as Pentace tonkinensis, Chukrasta tabularis, Garninia fragraeoides, etc. and species of Orchidaceae, Dioscoreaceae, Nephrolepsidaceae, etc. The species composition is very diverse. In primeval forests more than 2,000 species of 221 families, 987 branches are observed. Forests on limestone mountains have 1,937 species, 229 families of 4 orders.

9R6212.211R007alJHUNijm January 2008 COO ,c.o, ,c.o, 0 0 ROYAL WASYOWING

Figure 4-8. Protected Areas in the Red River Delta

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4.4.2 Catba National Park

The Catba Biosphere Reserve includes 13,200 ha of forests (accounting for 60°' of the surface area of the island). That is tropical evergreen rain forest. Forests on limestone mountain sides have wood trees such as Allospondias lakonensis, Proteas. Particularly, in the pure forest at Trungtrang the precious and rare Nageia fleury is found. The total number of vegetation species observed in Catba is 839, belonging to 498 branches, 169 families (Tran Ngoc Ninh, 1997).

This protected area has have 38 mammal species of 9 phyla, 17 families with rare and specious ones such as Trachypithecus francoisi poliocephalus, Macaca artoides, Macaca mulata, Felis bengalensis, and Panthera pardus, etc.

Presently forests are shrinking in acreage, wood reserve and biodiversity as a result of overexploitation, not to say annual fire as well as shifting and wandering custom of some ethnic minorities.

[4-281 9R6212.21/R007a/JHL/Nijm January 2008 4.4.3 Cucphuong National Park,

This park has a very rich species composition with many rare and endemic ones. There are 60 species of w~ldanimals, 4 entomophagous species, 18 dermoptera species, 1 manis species, 3 primate species, 15 rodent species, 15 carnivorous species, 4 artiodactyl species with rare and precious species such as Pyganthris nemareus L., Panthera pardus, Selenarctos thibetanus, Antelope, deer, Capreolus capreolus, Herpestes, Mustella. One hundred forty (140) bird species are known to inhabit the park, including the noteworthy species such as Pavo muticus imperator, Lophura diardi, nightingale, Motacilla flava flava. Thirty-six (36) reptile species including Gecko gecko L., Varanus nebulotus, Morelia, Bungarus, Ancistrodon conotortrix, Tropidomotus natrix and 20 amphibian species, mostly toad and frog have also been identified.

The protected areas that are of concern to the NDTDP are the wetland protected areas found along the coastal zone of the Red River Delta. These protected areas are presented in the following sections. The source of information is the Sourcebook of Existing Protected Areas in Vietnam, 2" edition.

4.4.4 Nghia Hung Proposed Nature Reserve

The site covers 12 km of coastline, bordered by Day River to the west and by Ninh Co River to the east. Landforms include sandy beaches, dunes and salt marsh. Aquaculture ponds are found to the west. Outside the main dyke, there is an intertidal area of about 3,400 hectares. Offshore, about 5 kms away are two small sandy islands covering 25 ha. One island support dunes while the other supports a salt marsh. Nghia Hung supports 13 different habitats and is one of the most diverse areas in the coastal zone of the Red River Delta

It supports a number of globally threatened or near-threatened waterbird species such as the Spotted Greenshank, Asian Dowitcher, Spoonbilled Sandpiper, Chinese Egret and Black faced Spoonbill among others. It qualifies as an Important Bird Area.

Figure 4-9. The imagery gives a bird's eye-view of the Ngiah Hung Proposed Nature Reserve in the Estuarine of the Day and Ninh Co Rivers.

9R6212.21/R007a/JHL/Nijm January 2008 4ao C 0 SMEC ROYAL HASKOYIYG

4.4.5 Xuan Thuy National Park

This protected area is located in the province of Nam Dinh . It has a total area of about 7,100 hectares. It was decreed by Government as a protected area on 05 Sept 1994.

Xuan Thuy National Park is located in the coastal zone of the Red River Delta, at the mouth of the main channel of the Red River, known as Ba Lat River. Site consists of 3 islands. The largest is occupied by aquacultural ponds, the second contains mangrove and well as coastal marshes and a small aquaculture pond. The 3rdisland is still accreting because of active deposition. Maximum elevation of the protected area is 3 m asl. It Supports 14 habitat types, both natural and man-made ones. Habitat types with highest biodiversity values are the undisturbed mudflats and natural mangroves, dominated by Kandelia candel.

This is an important winter staging area for migratory water birds. Eight species of globally threatened and near threatened birds regularly occur in the protected area. Xuan Thuy supports the largest wintering population of Black-faced Spoonbill in Vietnam. Xuan thuy qualifies as an Important Bird Area.

Figure 4-10. Overview of the Xuan Thuy National Park and the Tien Hai Nature Reserve

4.4.6 Hai Nature Reserve

This protected area is located in the province of Thai Binh. The protected area occupies an area of about 12,500 hectares. It was decreed as a protected area on 05 September 1994. the nature reserve is located at the mouth of the Red River, immediately north of Xuan Thuy. It consists of 2 sandy islands, Vanh Island with an area of 2,000 ha and Thuy which has an area of 50 ha. Vanh lsland is separated from mainland by a deep channel. The banks of Vanh are covered by mangrove, most of which is enclosed by ponds. It supports 12 habitat types, most important are sand dunes, reedbed and mangrove. Intertidal mudflats are important habitat for feeding shorebirds. This reserve forms the nNorthern extension of Xuan 'Thuy. Nature Reserve.

St3621 2.21/R007a/JHL/N1jm January 2008 4.4.7 Thai Thuy Proposed Nature Reserve

This proposed nature reserve is located in the province of Thai Binh and occupies an area of 13,696hectares. It is bordered by Tra Ly River to the south and by the Thai Binh River to the north. The proposed reserve is bisected by the Diem Ho River. To the south of Thai Binh River mouth are extensive areas of mudflats. To the west are salt pans and adjacent to Tra Ly is a region of aquaculture ponds. It contains the largest remaining tract of old-growth mangrove forest in the Red River Delta. About 400 hectares of natural mangrove forest dominated by Sonneratia caseolaris remains at Thai Thuy. Most of the mangrove forest consists of plantation of Kandelia candel. The mangrove plantation is about 2,888ha.

The proposed reserve supports 4 main habitat types and it supports several globally threatened and near threatened waterbird species over winter and on passage.

4.5 Socio-Economic Conditions

4.5.1 Socio-Cultural Profile

Narn Dinh

For 2002,the population in the province of Narn Dinh is estimated at 1.92 million (in an area of 1637 km2) accounting for 2.3% of the total population of Viet Narn which is 81 million. The population in the district of Nghia Hung is about 199,711 people. The population density in Nghia Hung is 797 inhabitants per km2. The annual growth rate of the population is 1.43% (Narn Dinh statistical office, 2002).The population is predominantly (over 80%) ethnic Kinh or Viet, while approx. 450h are catholic.

The Province of Narn Dinh is divided in 201 communes. In the Nghia Hung district in between the Ninh Co river and the Day river there are 23 communes and small villages, such as Narn Dien, Nghia Phuc, Rang Dong, Nghia Lam, Nghia Hung, Nghia Hoa, Nghia Binh, Nghia Phong and Nghia Son. The village of Nam Dien is situated at the Day River mouth, while the village of Nghia Phuc is situated at the Ninh Co River mouth.

In the province of Narn Dinh all households are provided with electricity. The supply of fresh and clean drinking water is still insufficient in the rural areas. In the area 80,000 wells have been drilled by UNICEF, providing 48% of the households with fresh drinking water. The remainder still uses water from ponds, lakes and the rivers (information from DOSTE Narn Dinh). In Nghia Hung 25 primary and middle schools are available. The number of graduates have been increasing significantly over the last years.

Ninh Binh Ninh Binh has a natural area of 1.400 sq km and a population 920.000.About 81.18% of the population are ethnic Kinh or Viet people and about 16,5% of the population are Catholics. Approximately 1.7% of the population are ethnic minorities. Ninh Binh has one City, one town and six districts. The province is located on the National Road No1 and the North-South Railway. It has forests in the mountainous areas, a fertile plain area and a long coastline

4.5.2 Agriculture and Fishery

Narn Dinh province covers 163789,7ha (Nam Dinh Statistical office, 2002). In the agricultural Nghia Hung district (250km2) mainly rice is grown. However, in recent time prices on the rice-

9R6212.21/R007a/JHL/Nijm January 2008 market have been low. According to district officials the present market price of rice is approximately equal to the costs for growing the rice. As a result the living standard of the district has been decreasing.

The paddy growing area in Nghia Hung is 21,409 ha. The total yearly rice yield in 2001 was 128.343 tons (mostly 2, sometimes 3 crops) and contributes for 54% of the district GDP. 28% of the districts GDP is coming from (small scale) industrial activities and approximately 18% comes from aqua culture which is concentrated on the tidal plains (Nam Dinh Statistical off~ce, 2002).

Narn Dinh is believed to have potentials in aquaculture and fishing. In salty water area, fish reserve is estimated at 157,000 tons or 20% to that of Northern Region. Under this assumption the fishing volume could reach 70,000 tons. There area also 8,500 ha of semi- salty water area that can generate 6,100 tons per year of aqua products, and 13,500 hectares of fresh water where 6,400 tonsiyear of fish is grown. Food processing industry, accordingly, is provided with development possibility, using local resources (ALMEC Corp 2006).

In 2000 the yield of seafood in Nghia Hung was 4579 tons consisting of 188 tons of sea crabs, 526 tons of shrimps, 850 tons of sea fishes and 2850 tons of oysters (VNICZM, 2003). The income generated by fishery was 431289 millions VND in 2001. The gross output of aquatic products was 15563 tons (Nam Dinh Statistical office, 2002).

4.5.3 lndustrial Development

In the period of 2001 - 2006, the industrial growth of provinces in the project region was 15 - 30%, which is higher than the country average. lndustrial growth is more robust in Hanoi and provinces such as Quangninh, Haiphong, Hungyen, Haiduong, Vinhphuc. The industrial GDP in this provinces accounted for over 40%. The provinces of Thaibinh, Ninhbinh, Hatay Namdinh, Phutho, Hanam on the other hand are still basically agricultural with industrial GDP contribution of <30% of the province's GDP.

But in the recent years, industrial development in Nam Dinh has flourised. lndustrial zones that have been developed or are in the planning process include the following:

Hoa Xa lndustrial Park located in the West of Nam Dinh City: 326 hectares with 70% of land already occupied My Trung lndustrial Park in My Loc district: 150 hectares with detailed planning; looking for infrastructure developers and calling for investment projects Vu Ban lndustrial Park in Vu Ban district: 200 hectares Y Yen 1 and Y Yen 2 lndustrial Parks; total area: about 300 hectares, in the planning stage Song Ninh lndustrial Park in Xuan Truong district: 190 hectares, specialising in ship building and aqua product processing. Thinh Long lndustrial Park in Hai Hau district: 70 hectares, focusing on services and processing industry. Ninh Binh's major industry is limestone quarying and cement manufacturing. 'The limestone mine is 12,000 hectares with reserve of few tens of billion cubic meters. In addition, there are also dolomite ore, clay and peat. Ninh Binh is ideal for development of construction material production utilizing local materials, especially in production of cement, stone and bricks.

[4-321 9R6212.21lR007alJHLINijrn January 2008 can, C ROYAL HASKONING

Ninh Binh is intent of riding on the industrial band wagon and it now hosts one industrial park, the Tam DiepTam Diep Industrial Park. It has an area of 70 hectares and is targeting industries such as agro-forestry product, food and foodstuff processing, beverages; garment, leather and shoes; mechanical and electronic assembly; animal feed production; fertilizer production using clean technology; agricultural machinery; new materials and packaging.

4.5.4 Activities in the Project Site

It was observed during the 06 December 2007 field survey that major changes are taking place in Nghia Hung. The shrimp ponds (shown in the Google Earth imagery, (Figure 4-11) in the mouth of Ninh Co River have now all been reclaimed.

Figure 4-1 1. Imagery of Lach Giang showing the shrimp ponds that have been reclaimed for industrial development

Pile driving and filling up were on-going during the visit (Photo 4-8). Reclamation of the other ponds are still on-going. The frontage of the new shipyard built on the reclaimed shrimp ponds is shown in Photo 4-9.Active dredging is on-going in the mouth of Ninh Co River.

Photo 4-8.Pile driving in the reclaimed shrimp ponds Photo 4-9.The Frontage of Hoang Anh Shipyard, of Lach G~ang

January 2008 A small scale titanium concentrating plant is operating near the tip of the sand spit. Beach sand is concentrated using a spiral concentrator. Photo 4-10 shows the contraption. Finally, the tip of the Lach Giang sand spit is being used as a garbage dump (Photo 4-11).

Photo 4-10. Titanium Photo 4-11. Garbage dump in Lach Giang Sand Spit concentrating plant in Lach Giang

4.5.5 Major Economic Uses of Day - Ninh Co Rver

Day River is the source of irrigation water for the rice paddies of Ninh Binh. There are 3 irrigation pumping stations in the lower segment of Day River. These are the Lieu Tuong, Chat Than and Cuy Hau.

Transport

Presently, the main inland waterway routes in the Project Area pass from the sea through the mouth of the Ninh Co River to Hanoi and the mouth of the Day river to Ninh Binh port. The access to the river system from the sea depends on the prevailing weather conditions and the tide. The Day River mouth is navigable only during spring tide. Roughly 1200 ships a year are sailing in the project area (JICA and MOT, 2003).

One of the largest destinations of coal and construction materials in the Red River delta are the port and the cement factories in the surroundings of Ninh Binh.

The river fleet mainly consists of steel barges, towlpush boats and self-propelled barges. The condition of the fleet is poor due to poor maintenance. A typical barge convoy consists of four barges of 200 t and a pusher tug of 135 HP.

Table 4-16 summarises the existing IWT traffic for a specific stretches in the Ninh Co river and the Day river. Clearly the greatest amount of traffic sails through the Day River in the present situation.

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Table 4-16. Existing IWT Traffic in Specific Stretches of Ninh Co and Day Rivers stretch River Cargo ' Dally vessel traffic (vessels a day in DWT) WT < 50 1 51-100 1100-300 1 > 300 ( total

--- -- 31 1 37 1 321 71L 107 '%er Mouth '~a; 10.6- 1 7 8 7 2 25 -- -- River Mouth Ninh Co 0.1 1 0 4 -pppp--0.277 Upstream Ninh Co 0.1 0.2 1 1 1 0 4 Source. OCDl and JPC, 2003

4.5.6 Historical and Natural and Cultural Resources

4.5.6.1 Nam Dinh

Co Le Paaoda Located in Co Le town, Truc Ninh district, Co Le Pagoda is said to have been built by Buddhist Monk Nguyen Minh Khong during the Ly dynasty. Buddhist Monk Pham Quang Tuyen rebuilt the existing Co Le Pagoda in November 1920. Several rare relics, such as a great red bell and bronze drums dating from the Ly dynasty, are kept in this pagoda.

9R6212.21/R007a/JHL/Nijrn January 2008 C.0, COO ROYAL HASnOYIWC

Pho Minh Paaoda Built in Tuc Mac village, Loc Vuong commune on the outskirts of Nam Dinh, the pagoda was originally built in the Ly dynasty, but was expanded during the Tran Dynasty in 1262. This is a very large pagoda, which includes a lotus-flower lake, a floating house and luxuriant old trees. In front of the pagoda is a copper crow weighing 7 tonnes. There is a tower built in 1305, which looks like a 13-level lotus flower 21 meters high.

Phu Giay Relic Site The relic site is in Kim Thai commune, Vu Bang district, and is dedicated to Goddess Lieu Hanh, one of four immortal Gods of Vietnam. Phu Giay is highly valued for its architecture dating from the late 19th century and the 20th century.

Giao Thuy Natural Preservation Zone This area is located between Lu and Ngan Islets at the mouth of the Red River. Vietnam has chosen Con Lu-Con Nga to be recorded in the list of ecological zones to be protected and preserved. It has an area of 7,200 hectares and 10,000 hectares of buffer zone.

From November to April every year, this zone is the wintering area of tens of thousand of birds coming from the North.

Thinh Lona Beach Situated in Hai Thinh town, Hai Hau district, Thinh Long has only been developed as a swimming beach in recent years. This is a smooth sandy beach with gently sloping sea bed.

4.5.6.2 Ninh Binh

Hoa Lu Ancient Royal capital The ancient capital for 41 years (968-1009). Twelve years were spent under the Dinh Dynasty beginning with King Le Dai Hanh.

Is a grotto located in the Ngu Hanh Son mountain range, in Dam hamlet, Minh Hai commune, Hoa Lu district. It is known as the "the Second Most Beautiful Grotto in Vietnam".

Tam Coc Three grottoes adorned with beautiful stalactites and stalagmites in different shapes and colours.

The Cuc Phuonu National Park National Park lies between the provinces Ninh Binh, Hoa Binh and Thanh Hoa. It covers an of 25,000 ha, three-quarters of which is limestone mountains with a height ranging from 300m to 600m above sea level. This primeval tropical forest was discovered in 1960, and it was turned into a national park two years later. Cuc Phuong is famous for dozens of picturesque caves. The most interesting of them is Dong Nguoi xua (Ancient Man Cave) where stone tools of pre-historic humans were found. The National Park is home to some 2,000 species of flora. Some rare wood trees of the Parashorea and Dracontomelum families are about 1,000 years old and from 50m to 70m high. In particular Cuc Phuong boasts at least 50 varieties of

[4-361 9R6212.21/R007a/JHL/Nijrn January 2008 orchid. Many of them fragrant all the year round. The National Park is also home to 262 species of animals, birds and reptiles, including elephants, tigers, deer, flying squirrels, flying lizards, and boas.

The Phat Diem Cathedral The cathedral was build in 1875-1898 in Luu Phuong cimmune, Kim Son district, 120km from Hanoi. The cathedral covering an area of 8ha consists of various structures. The largest structures is the cathedral proper which was built in 1891. Phat Diem Cathedral is an architectural complex that combines the traditional pagoda architecture of Vietnam and the Gothic style of Christian architecture.

The location of these historic, natural and cultural heritage resources are shown in the following map.

Figure 4-13. Tourism Sites, historical natural and cultural heritage resources

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5 ENVIRONMENTAL IMPACTS PREDICTION AND ASSESSMENT

5.1 Environmental lmpact Assessment Method

The proposed structure for defining the magnitude and significance of the impacts are as follows:

No Impact An impact is assessed as "no impact" if it is physically removed in space or time from the environmental component or if the impact is so small as to be un-measurable (i.e. negligible).

Major lmpact An impact is assessed as "major" if it has the potential to significantly affect an environmental component. A major impact can be positive or negative. The following criteria will be used to determine whether a given impact is "major": spatial scale of the impact (site, local, regional, or national/international); . time horizon of the impact (short term (0-12 months), medium (12-36 months), or long term (>3years)); magnitude of the change in the environmental component brought about by the activities (small, moderate, large); importance to local human populations; compliance with international, national, provincial, or district environmental protection laws, standards, and regulations; and . compliance with WB guidelines, policies, and regulations.

Minor Impact. An impact is assessed as "minor" if it occurs but does not meet the criteria for a major impact as described above. A minor impact Cah be positive or negative.

Unknown Impact. An impact is assessed as "unknown" if the significance of the effect can not be predicted for any of the following reasons: the nature and location of the activity is uncertain; the occurrence of the environmental component within the impact area is uncertain; the time scale of the effect is unknown; or the spatial scale over which the effect may occur is unknown. Finally, impacts are assessed based on the basic assumption that no intervention shall be implemented.

5.2 Summary of Improvement Works

The improvement work in the Day-Ninh Co River will include the following components:

Dredging River groins

9R6212.211R007aIJHUNijrn January 2008 CEO 0 COO ROYAL HASKOIIWG

Breakwater By-pass canal DNC CanalINavigation Lock DNC Bridge Aids to Navigation

The estimated volume of sediments to be dredged from the river channel of Ninh Co River is listed in the following table:

Table 5-1. Estimated Volume of Spoils to be Dredged in the Red I Ninh CoIDay River

5.3 lmpacts Screening Checklist

As an aid to impact prediction, a screening matrix was set up. The matrix lists the proposed activities and the various environmental components that will likely be affected. The matrix indicates the environmental componentls that will be affected by each of the proposed project activity.

Table 5-2 Impacts Screening Matrix Environmental Components I Dredglng 1 Disposal 1 River Groins I Breakwater I By-pass I DN Canal Climate & Air Quality I 1 Air Qual~ty Geology & Topography Topography 1 morphology , - So~lsand Soils Qualitv Eros~on& Deposlt~on Sediment Transport -- Stream Sed~mentQuality

Groundwater Groundwater Qual~tv - Ecology & Biological Resources -- Terrestrial Ecosystems 7 Protected Terrestrial Plants and Animals I

Aquatlc Ecosystems I I I, ,, Protected AquaticNJetlands

1Ecosystems X

January 2008 COO ,C ,C .q 000 IOVAL HAIKONING

Occupational Health & Safety Public Health & Safety

5.4 lmpacts of Dredging

Of these proposed improvement works for Day-Ninh Co, it is predicted that dredging and disposal of dredged materials will have the most significant impacts. These activities can have major impacts on the physical environment, biologic environment and socio-economics. Some of the general impacts of dredging are listed in the following table:

Table 5-3. Typical lmpacts of Dredging Physico-Chemical Description of the lmpacts lmpacts River channel Deepening of the channel, removal of shoals and in some sections, characteristics widening of the river channels. Dredging will improve bankfull capacity of the waterways Geologic processes It may hasten bank erosion and deposition; Increased efficiency of sediment transport due to flow improvement. Water Quality - The most imminent impact on water quality is turbidity which will affect not turbidity due to only the aesthetic quality but other parameters as well. resuspension of The degree of resuspension of sediments and turbidity from maintenance dredging and disposal depends on four main variables (Pennekamp & sediments Quaak 1990): the sediments being dredged (size, density and quality of the material), method of dredging (and disposal), hydrodynamic regime in the dredging area, i.e.current direction and speed, and the existing water quality and characteristics (background suspended sediment and turbidity levels). On the other hand, dredging can also result to improvement of water quality in some parts of the river due to restoration of water depth and flow. Near estuaries, dredging can cause migration of salt wedge farther inland.

Disturbance of the stream sediments can result to the possible resuspension of heavy metals and other persistent pollutants which will make it available to aquatic organisms. Biological Aspects Dredging will remove a layer of the substrate material including the benthic organisms inhabiting the substrate. This will affect non-motile organisms since those that are capable of moving will move away from the disturbance. This impact is reversible since once the substrate has stabilized, benthic organisms will again colonize the dredged area.

January 2008 r a 0, COO .OVAL HASKONING

Physico-Chemical Description of the Impacts Impacts The resuspension of sediments during dredging and disposal may also result in an increase in the levels of organic matter and nutrients available to marine organisms. Settlement of these suspended sediments can result in the smothering or blanketing of bottom communities. But because part of the suspended sediments will be carried by the current, settlement will be spread over a wider area. High concentration of suspended sediment can threaten juvenile fishes. Suffocation can result with accumulation of silt on gills. Low visibility brought about by high concentration of suspended sediment can also affect feeding of aquatic organisms that depends on sight for feeding. A

Some of these impacts are explained in more detail in the following sections:

5.4.1 Impacts on Aquatic Life

Dredging can affect aquatic life in a number of ways. The most direct impact is the removal of substrate including the benthic organisms and the smothering of sessile bottom dwelling organisms by dredged materials. The other source of impacts associated with dredging is the impact of suspended sediments on aquatic life. Numerous researches and experiments have been done in the past on the impacts of suspended sediments. DOER (2000) reviewed these studies and relates the findings to sediment suspension associated with dredging.

It is recognized that estuarine and coastal waters experiences conditions of high turbidity due to sediment resuspension caused by storms, tides and currents. It is expected therefore that organisms have behavioral and physiological mechanisms for dealing with this feature of their habitat. But because dredging-related suspended-sediment plumes may differ in scope, timing, duration, and intensity from natural conditions, dredging may create conditions not typically experienced by resident or transient species (DOER, 2000).

Studies show that the eggs and larvae of estuarine and coastal fish are some of the most sensitive to suspended-sediment exposures. Low suspended sediment concentrations sustained for several days could be fatal for the larvae of anadromous fish that occur in freshwater and brackish habitats at this life history stage

Generally, free swimming aquatic fauna like fishes are able to swim away from highly turbid waters. But for those that follow or linger in turbid water, feeding rates of certain species are reduced at a high turbidity level (120 NTU). This is presumably due to a decrease in the reactive distance of the fish to their planktonic prey (Hecht and van der Lingen 1992 in DOER 2000). Clogging of gills is also known to affect fish in waters with high concentration of suspended sediments.

As for crustacean species, laboratory studies showed that crustaceans are not affected by suspended sediments conditions normally associated with dredging. All mortalities observed in laboratory studies are associated with suspended sediment concentrations of over 10,000 mg/l (DOER 2000), conditions not normally caused by dredging.

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5.4.2 Recovery of dredged areas

There are relatively few references on recovery of dredged areas in freshwater. But there is a wealth of information on studies on recovery Irecolonization of dredged areas in estuaries. For the purposes of this study, experiences in the estuaries are used as references to appreciate the recovery period of dredged areas.

Among the information available on recovery of riverine benthic communities after dredging are the reports by the USACE and USEPA. According to the USACE, if the substratum is stable with moderate to low velocities, the area could colonize in less than 5 years. US EPA's monitoring of recovery of dredging in a river in Alaska showed that substantial recovery of the diversity of macro-invertebrate occurred after one year (A. M. Prussian et al. 1999).

A review of dredging works in coastal areas world-wide showed that the rates of recovery of benthic communities following dredging in various habitats varied greatly (Nedwell & Elliot 1998; Newell, Seiderer & Hitchcock 1998 in htt~://www.ukmarinesac.or~.uWactivities/ portsIph5 2 2.htm#al). The recovery time and habitat types are listed as follows:

Table 5-4. Recovery Period Observed in Various Dredging Areas

The general observation is that recovery rates were most rapid in highly disturbed finer sediments in estuaries that are dominated by opportunistic species. In general, recovery times increase in stable gravel and sand habitats dominated by long-lived components with complex biological interactions controlling community structure.

Experiences in other areas generally agree with the above observation. For instance, the study in polluted estuary in northeastern England showed that recovery of benthic communities will require more than 6 months. (M.P Quigley and J.A. Hall, 1999). A study of a small dredging area (2625 m2)in a similar environment in the harbour of Ceuta in North Africa showed that about 6 months are required for the disturbed area to re-establish a sediment structure and a macrobenthic community similar to the undisturbed area (Jose M Guera- Garcia et a1.2003).

5.4.3 Impact on Water Quality

Turbidity due to sediment resuspension is the primary impact of dredging on water quality. Increased turbidity and total filterable solids (TFS) can occur below the dredge. The turbidity is highest immediately downstream of the dredge but declines rapidly downstream of the dredge (USACE 1997).

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The level of turbidity generated by dredging is partly dependent on the type of dredge used. Experience with hydraulic cutterhead shows that maximum concentrations generally remain less than 500 mg1L and bottom suspended-sediment plumes are limited to within 500 m of the dredge (Havis 1988; LaSalle 1990) (DOER 2000). Mechanical dredging on the other hand can cause much more severe condition.

5.5 Impacts of Dredging

Dredging work will entail the dredging of the river channel, Lac Giang By-pass and the channel. The proposed dredging equipment is a Cutter Suction Dredge, the capacity of which will depend on the prevailing condition in the work area. Tentative dredging period is December to September, dredging period of 6.9 months.

Impacts on Air Quality lmpacts of the dredging on air quality will emanate from the operations of diesel fuelled engines. The project will have to comply with TCVN 5939-1995 for emissions of dredging equipment. This impact is rated negative, minor and of short term duration

Impacts on Morpholoay River channel dredging will change the longitudinal profile of the river section. This is a positive impact since this is the desired outcome.

The construction of the Lach Giang by-pass will create a new channel Iwaterway which can be construed as a positive impact, since it is the desired result. Further, it will have a positive impact since the morphology of the mouth of Nlnh Co River will not need to be altered to improve navigability. Using the river mouth as access will entail the construction of training works in the river mouth. The advantage of the by-pass is that when designedlplanned properly the natural morphologic development of the river mouth will not be affected.

The construction of the Lach Giang breakwater may have a very significant impact on coastal morphology. Deposition is predicted on the updrift side and erosion in the downdrift side. This shift in coastal process can cause a corresponding shift in the position of the coastline. lm~actson Water Quality The potential impacts on water quality of dredging in the lower reaches of Ninh Co River and in the coastal area are increased turbidity and possible resuspension of heavy metals in water column. But unlike in the upper reaches where flow is constant and continuous, the lower reaches of Ninh Co River are within the range of tidal influence. As such turbid condition can linger during slack tide condition and during the flood tide when sea water moves into the estuary and upstream. The magnitude of this impact will partly depend on the tide cycle and the season. During the dry season the background turbidity is relatively low, the impact will be more pronounced. But during the wet season when the background turbidity is high, the change in turbidity will not be significant. The other possible source of water contamination is waste water discharge from the dredge and support vessel.

15-61 9R6212.211R007alJHUNijm January 2008 ,COO, COO .OVAL HASKONING

This impact will prevail during the construction stage as well as during the maintenance dredging that will be carried out during the operational stage of the improved waterway. This impact can be a major negative impact but of short duration.

The other potential impact of dredging of the Lac Giang by-pass and Ninh Co River channel is the possibility of salt water intrusion farther upstream of Ninh Co River. Possibility of salinization of Day River due to the DNC canal is another concern. Ninh Co is more saline than Day River at the point of connection and this can cause increased salinity of Day River. But preliminary elevation data indicates that Day River;s water level is higher than Ninh Co and it is predicted that the less saline Day River will flow into the Ninh Co River. Further, the installation of the canal lock is expected to further mitigate this impact.

Impacts on Hvdroloqic Reqime The change in the longitudinal profile by dredging may affect the hydrodynamics. deepening can induce higher flow velocity and intrusion of saline water farther upstream. At this point, it is difficult to predict the magnitude of this impact. Predictive modelling will have to be done to analyze this impact.

Impact on Erosion and Sedimentation The dredging activity will have the potential to affect the natural sedimentation proves occurring in Ninh Co River. Based on Haskoning's preliminary assessment, it is believed that most sediment transport occurs during flood season where the rivers discharges and current velocities are greatest. Furthermore, given the finely graded sediment (fall velocity of the order of 2 mmls) and the significant flow velocities (shear stress velocity order of 80 mmls) it is believed that suspended sediment transport is dominant. Given this sediment's characteristics, it is predicted that the dredging will resuspend fine sediments and thus increase suspended sediment transport for the duration of the dredging period.

Impact on Aquatic Life Smothering and direct loss of benthic organisms are expected to occur in the dredging areas. This impact could be minor considering the known rates of recovery of fine grained Imuddy benthic habitats.

Further, the proposed dredging period will overlap with the season of some of the biological processes in the Red River Delta as indicated in the following chart.

Table 5-5. Biologic Processes in the Red River Delta

15-71 9R6212.21/R007a/JHUNijm January 2008 c 0 C 0 ROYAL HASKOYIYC

This impact is predicted to be short term, 6-9 months duration during construction and could be shorter during maintenance dredging. But considering the timing, the potential impact on aquatic life by the dredging on other aquatic species can be significant.

The introduction of artificial stable substrate in sandy habitats is known to enhance marine life. Such can be expected with the construction of the breakwater and groins in the estuary of Ninh Co. The breakwater and groins will be new habitats in a predominantly sandy habitat.

lmlsact on protected Aquatic / Wetland Habitats The dredging will not directly affect the Nghia Hung Proposed Nature Reserve. The only obvious possible impact of the dredging on the the proposed reserve is sedimentation. But this impact is likely very minor considering the sediment transport pattern derived by the preliminary modeling done. That pattern is supported by the plume dispersion pattern noted in the multi-temporal satellite imageries presented in Chapter 4.

The sedimentation pattern derived by the modeling shows that dispersion of sediment transported by Ninh Co is confined to the offshore area near the river's mouth. The result of the modeling is shown in the following figure.

Figure 5-1. Existing Condtion of Sediment Transport

The following satellite imagery shows the plume dispersion patterns in the mouth of Ninh Co River which approximates the result of the modelling as shown in Figure 5-1.

9R6212.21lR007alJHUNijm January 2008 COO C.0, C 0 0 ROYAL HAIKOWIWG

Figure 5-2. End of dry season imagery of the Day-Ninh Co River mouth showing the slow 1 low dispersion of sediment plume.

Figure 5-3.lmagery of the Day-Ninh Co River mouth (unknown date) showing a southerly pattern of sediment plume dispersion, presumably due to a dominantly south flowing littoral drift, driven by a northerly wind

lm~actson Aariculture, Fisherv and Livelihood The dredging of the river channel and the Lac Giang by-pass will not have any direct impact on agriculture since the proposed alignment of the Lac Giang is not cultivated. The sand spit is covered by planted Casuarina trees.

However, dredging the Lac Giang By-pass and the outer channel and sand trap may affect shrimp fishing along the coastline of Than Anh in Thin Long. Although the rich shrimp ground

[5-91 9R6212.21/R007a/JHUNijrn January 2008 -0.0, 000 )OVAL HASKOWIWC

is in Ba Lat, it is inferred that shrimps are present as well in the estuary of Ninh Co and Day River. In addition, some sustenance fishing in Lac Giang maybe affected. Since the dredging will be confined along a specific alignment perpendicular to the shore, the impact is rated minor, negative and short term.

lmaacts on Land Resource and Use The dredging of the Lac Giang by-pass will result to a permanent loss of about of 2 hectares (tentative estimate) of marginal land. Thus, this impact is rated negative, minor, long term.

Being a transport project, this project will have impacts on barriers and corridors. The dredging of the Lac Giang by-pass will have both a positive and a negative impact. It will create a new access corridor and at the same time it will be a barrier to movement along the long coastline of Thin Long. But considering that the end of the Lac Giang by-pass is almost at the end of the sand spit and that there is very minimal economic activity in this part of the sand spit, this impact is rated, minor, negative, but long term.

This barrier will affect the access to the small scale alluvial mining activity at the end of the spit and the use of the area as a garbage dump. The latter is a beneficial impact since it will curtail a use that is not compatible with the location.

Impacts on Occu~ationaland Public Health and Safety During dredging operations the workers will be exposed to hazards of operating heavy equipment, noise, heat, ergonomic stress. They will also be exposed to water hazards, such as drowning.

Overall, one of the objectives of the NDTDP is to enhance public safety in water travel. But during the construction stage, dredging can pose hazards to river navigation. It will be an obstruction in the river way. This concern may not significant since relatively few vessels take this route due to draft limitation at the river's mouth. This impact is rated minor, negative, short term duration.

Impacts of Natural. Cultural and Historical Resources The dredging will not have direct impact on Cultural and historical resources. However, the dredging of the Lac Giang by-pass may affect the aesthetic quality of the Thin Long beach. Turbidity may impair the aesthetic quality of the coastal water, but given the high background value of suspended sediment in the coastal water, this impact is minor, short term negative impact. The other impact of the by-pass on the tourist resource is that the by-pass and its structure will be a visual obstruction on the beach and it will segment the sandy beach.

5.6 Impacts of the Day-Ninh Co Canal (DNC)

Prediction and assessment of impacts will be based on the choice of an Unprotected canal with navigation lock with the following specifications

length 1,250 m; bottom width 55 m; canal side slopes 1 : 4; crest height of dikes CD+6 m;

[S-lo] 9R6212.21 /R007a/JHL/Nijm January 2008 top width of dikes 5 m; dike slopes (canal side 1 : 4 and land side 1 : 3); navigation lock

The proposed dredging equipment for this a Medium CSD [if depth < 5 m] Large CSD [depth > 5 m].

Impacts of Mor~holoay The excavation of the DNC will create a new waterbody. Considering the total area of fresh water bodies and mileage of waterways in Vietnam, the 1,000 meter new waterway is very minimal. This impact is positive, minor and long term.

Water Quality Increased turbidity and suspended sediments may occur during the excavation of the DNC. Clay horizons are expected to be encountered during the excavation. The presence of clay in the soil layers was noted in an excavation in one of the paddy fields of Nghia Lac during the field survey. The clay can be dissolved by water and carried in suspension.

Limited field sampling has not detected any acid sulfate soil, but in case acid sulfate soil is encountered, it will affect salinity of the surface water.

The other potential impact of the Day-Ninh Canal is the change in salinity of the rivers..'rhe length and fluvial conditions of both rivers are quite different and as a result the salinity of the water in both rivers at the location where they are to be connected is also likely to be different. In view of the shorter length of the Ninh Co river (distance from propose canal to the sea) in combination with its lower discharge compared to the Day river, suggests that Ninh Co river has a relatively higher salinity than the Day river at the location where the rivers will be connected.

Based on the above premise any connection between the rivers could result in salinization of the Day river. However, water level records show that water levels in the Day river are predominanly higher those of the Ninh Co river and therefore water will flow from the Day to the Ninh Co river for most of the time and hence mitigate the effects of salinization. 'The construction of a navigation lock in the canal would minimise these effects even further.

Impacts on Hydroloaic Reaime As mentioned in the previous section, due to the higher elevation of Day River than Ninh Co River at the point where both rivers will be connected, it is expected that Day River will flow into Ninh Co River. But with the presence of the lock, this impact will be mitigated. Thus, this impact is rated minor, but of long term duration.

Impact on Erosion and Sedimentation During excavation, since the canal will be excavated from the water, the bare banks will be exposed to scouring and erosion. This will hasten erosion and sedimentation. This impact is minor, negative and short term duration.

January 2008 a COO ROYAL HASKONING

Impact on Aquatic Life Smothering of benthic organisms in areas close to the work site may occur. This will be confined to a limited distance downstream of the work site. Hence, this impact is minor, negative, short term.

Once completed, the bottom of the canal will be a new habitat that will be colonized benthic organisms. In this aspect of increasing available habitat, this impact is positive, minor and long term duration.

The proposed dredging period of December to September will overlap with the season of some of the biological processes in the river systems of the Red River Delta.

Impact on protected Aquatic i Wetland Habitats The excavation of the NDC will not directly affect the Nghia Hung Proposed Nature Reserve.

Impacts on Aariculture. Fishery and Livelihood

The proposed Do Muoi - the canal connecting the Day and Ninh Co rivers -would cut through high quality rice fields. According to the Red River waterway project Viet Nam (1997), this land provides the livelihood of about 8 - 9 households. These people belong to Nghia Lac Commune (Nghia Hung District, Nam Dinh province). The area is used mainly for rice production (two crops a year), and is categorised as first and second quality. All lands inside the dike is distributed to farmers for long-term use until the year 2013 with land certificates.

Impacts on Land Resource and Use The construction of the DNC will result to a permanent loss of about of 20 hectares (tentative estimate) of highly productive agricultural land. Thus, this impact is rated negative, major, long term.

Impacts on Barriers and Corridors The construction and operations of the NDC will be barrier to movement of people and goods. The proposed bridge will mitigate this impact.

ly During dredging operations the workers will be exposed to hazards of operating heavy equipment, noise, heat, ergonomic stress. They will also be exposed to water hazards, such as drowning.

Overall, one of the objectives of the NDTDP is to enhance public safety in water travel. But during the construction stage, river works can pose hazards to river navigation. It will be an obstruction in the river way. This concern may not significant since relatively few vessels take this route due to draft limitation at the river's mouth. This impact is rated minor, negative, short term duration.

The proposed location of the DNC canal is fringed by populated areas. It can be expected that the local population will visit the site to view the project. In this situation, the construction activities can pose threat to public safety.

[S-121 9R6212.21iR007aiJHLiNijm January 2008 lm~actsof Natural. Cultural and Historical Resources The construction of the DNC will not have any impact on Cultural and historical resources. However, it might affect a number tombs and graveyards.

5.7 lmpacts of the Disposal of Dredged Sediments

Final disposal locations are yet to be identified following more detailed studies, soil investigations and design improvements. For the purpose of this study, the following disposal sites are anticipated:

Day - Ninh Co Canal on land River cast aside well outside the navigation channel Inner channel cast aside or sea-side reclamation By-pass channel cast aside or sea-side reclamation Outer channel cast aside or sea-side reclamation

This condition shall be used as one of the basis for predicting and assessing the impact of disposal of dredged materials.

lmwact on air quality The lmpacts of the transport and disposal of dredged material on air quality will emanate from the operations of diesel fuelled engines. The project will have to comply with TCVN 5939- 1995 for emissions of dredging equipment. This impact is rated minor, negative and of short duration.

Impact on mor~holoay On land disposal of the excavated materials can have positive or beneficial impacts. Since the excavation for the DNC is in a good agricultural area, the soil can be used to elevate low lying farm lands to minimize susceptibility to flooding.

However, if acid sulfate soil is encountered, containment of the excavated material will have to be done. The containment will result to a mound in a generally flat terrain. This impact is negative, minor and long term duration.

Use of dredged materials from the by-pass, river channel and the inner and outer channels for sea-side reclamation is a positive impact in a coastline where erosion is the dominant coastal process.

Casting aside the spoils in the river will alter river cross section.

lm~acton Soils The disposal of contaminated soils can contaminate the soils in the disposal site. But considering that the soil is uncontaminated, this impact is considered minor, negative of long term duration.

The other disposal methods will not have impact on soil.

- ~~~ ~~ 9R6212.21/R007a/JHL/Nijm January 2008 ,I30 - C ROYAL HASROWING

Impact on Erosion & Sedimentation Casting aside of spoils in the river will allow the fine fraction of sediments to be transported downstream, in effect redistributing the sediments in other segments of the river where it is favorable for deposition. This is a minor negative and short duration impact.

Impact on Stream Sediment Quality In water disposal of the spoils dredged from river may result to contamination of stream sediments in the disposal site. Considering the uncontaminated characteristic of the stream sediment, this impact is considered minor, negative of short term duration impact.

1-v 1-v In water disposal of spoils will cause increased turbidity, increased concentration of suspended sediment and possibly re-suspension of pollutants in the water column. Considering the uncontaminated nature of the sediment and the relatively high back ground concentration of suspended sediment in rivers of the Red River Delta, this impact is assessed to be minor, negative and short term duration.

lmaact on Groundwater Quality The possibility of contaminating the groundwater may occur in the case of disposing contaminated sediments. Leachate from the spoils can percolate into the shallow groundwater. Considering that the sediment is uncontaminated this impact is minor, negative and long term.

Impacts on Aquatic Fauna The in water disposal of spoils will have the same impact as dredging: smothering of sessile bottom organisms and increased turbidity will reduce photosynthetic process. This impact is rated minor negative, short term duration.

lm~actson Protected Aauatic 1 Wetland Habitats No direct impact on protected areas.

Impact on Land Use The on land disposal of dredged materials will have long term and short term impacts on land use. Containment of contaminated sediments will long term impact on land use. The land occupied by a containment facility will have limited use for protection of public health. The magnitude of this impact will depend on the volume of the polluted spoils. This is a negative impact of long term duration.

The temporary stockpiling of the clean spoils will have short term impact on land use.

Impact on Aaricultural Productivitv and livelihood The temporary use of agricultural land as holding area for dredge material will preclude the cultivation of the land for as long as the area is utilized as a spoils holding area. This will result to loss of income for land rights holder. The magnitude of this impact depends on the land area that will be affected. This is a negative, short to long term duration. met on Historic and Cultural Resources The disposal of the dredged material will not have impacts on the historical and cultural resources.

9R6212.21/R007a/JHL/Nijm January 2008 C JO ,r.0, COO lOYAL HASKONINC

5.8 lmpacts of the Breakwater

The proposed breakwater for the approach to the Lach Giang is 900 m.

Impacts on Air Quality Impacts of the dredging on air quality will emanate from the operations of diesel fuelled engines. The project will have to comply with TCVN 5939-1995 for emissions of dredg~ng equipment. This impact is rated negative, minor and of short term duration

Im~acton Morpholoay The breakwater will alter the morphology of the coastline of Thin Long. It is anticipated that with time that shoreline will prograde due to accumulated sediments. This is considered a minor, negative impact. This may take some time to occur.

lm~acton soils and Soil Quality No impact on Soils and Soil Quality

Impacts of Erosion and Sedimentation It is predicted that the breakwater will interrupt the littoral drift resulting to accumulation of sed~mentat the north side of the breakwater as indicated in the sketch below. This may take some time considering that the coastline of Hai Hau is almost devoid of sand because of shore erosion. Further erosion is prevented by the sea dikes. This impact is rated negative, minor and long term in duration.

Longshore distance (km) 10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 16 18 20 -0 5 -- I_-L pi 2- -1-

I Poss~bleregression 0 E Accretion -.a. - - 2 - . - -'- _*-- .' -/--- - i *-- e--- E E - - - 0.5 Nett Sedlrnenl Transpon E ,. /-.----- s .//'r - : .-I- rC 1 Sed~mentpassingbreakwater --.. -n .- --/ a i I I

Deposition is the dominant process up drift of the breakwater while erosion will be the prevalent process down drift of the breakwater. Groins will be constructed to mitigate this impact.

The seaward end of the breakwater will be susceptible to wave attack. As such scouring will take place at the toe of the breakwater.

9R6212.21/R007a/JHL/Nijrn January 2008 ShI EC ROYAL HAIKONING

lmpacts on Stream Sediment Quality No direct impact on stream sediment quality.

Impact on Surface Water Quality Construction of the .can cause limited turbid water. But this is considered as a minor negative and shrot term impact.

Impacts on Groundwater Quality No impact predicted.

Impacts on Important Terrestrial Habitats No impact predicted.

Impacts on Aquatic Life The construction of the breakwater will smother benthic organisms. In the long term, the breakwater will introduce a stable subsrate habitat that can be colonized by gastropods, encrusting algae, limpet, chiton, etc. In a predominantly sandy area this can be a positive impact. A study done in Australia showed that assemblage of marine organisms in artificial substrate generally differs from natural rocky substrate (Bulleri, 2003). Experiences in other locales where artificial substrates such as breakwater are prevalent, observed assemblage of marine organisms in an artificial substrate indicate that artificial structures may not be contributing to species diversity, but rather it is changing the patterns of distribution of locally abundant species (0.The reason behind the observed difference is not yet totally understood.

lmpacts on Fisherv, Aaricultural Productivitv and livelihood. The breakwater will have minor negative impact on sustenance fishing. A small portion of the shallow coastal fishing area that will be occupied by-pass and breakwater will no longer be accessible to the local fishermen. The breakwater can cause loss of income to some members of the local community.

lmpacts on Historic and Cultural Resources As far as can be determined, there are no historic and cultural resources in these sites.

lmpacts on Occupational and Public Health and Safety The excavation will utilize land based heavy equipment. The workers will be exposed to work related hazards posed by operating heavy equipment, exposed to possibly prolonged elevated noise levels and dusty condition. In addition, they will be working around water, hence they will also be exposed to water hazards such as drowning.

The excavation activity can pose hazard to the boats when they land on the banks where work is being done. This impact is rated negative, minor, short term duration.

5.9 lmpacts of Groins

Groins are structures that are constructed along the channel bank to locally change river conditions, thereby creating flow acceleration and promoting scouring (H. Zhang, H. Nakagawa, Y. Muto & Y. Baba 2005). Groins are an ideal means of obtaining navigable depths of water and given directions of flow with as few detrimental environmental impacts as

9R6212.21/R007a/JHUNijm January 2008 COO - COO, 3 ROVAL HASKOYIY G

possible. The construction of transverse dykes and training structures often has the effect of making other river engineering operations, e.g. dredging, unnecessary.

Impacts on Air Quality The impact of groins construction on ambient air quality will emanate from the operations of diesel fuelled heavy equipment, like excavators. Heavy equipment and motor vehicles have to comply with TCVN 6438-2001. This impact is minor, negative and of short term duration.

lmpacts on togo~ra~hy/mor~holoay Groins affect the river morphology in two ways. Firstly, groins function as local obstructions. The direct result is local scour holes at the toes of all the groins. Secondly, a group of groins lead to the narrowing of the channel width. Due to this kind of narrowing, the longitudinal velocity in the main channel is intensified. As a result, significant degradation of the main channel takes place. In contrast to the erosion, deposition area is concentrated along the bank in the groin fields and the downstream area (H. Zhang et al 2005). The impact is rated positive since it is the desired effect, minor and long term duration.

lm~actson soils No impact on soils and soil quality is predicted.

lmpacts on Erosion & Deposition The construction of groins will alter the erosion and deposition in the specific segments of the rivers. A laboratory experiment showed that scouring occurs at the toes of groins with sediments being deposited in the groin field. This effect will occur only in the area of the groin field. This impact is rated positive since this is the desired effect to minimize maintenance dredging, minor and of long term duration.

Impacts on Sediment TEInsDort The groin prevents deposition by concentrating flow and increasing streamflow velocity, hence sediments will be transported farther downstream and will deposit when condition is favorable for deposition. This impact will prevail only in a relatively short section of Corridor 1. This impact is positive, minor, long term duration.

lmpacts on Stream Sediment Quality No direct impact predicted.

Impacts on Hvdroloay The main purpose of groins is to modify flow characteristics in specific parts of the river. It concentrates the flow to increase streamflow velocity to induce scouring. The change in flow dynamics will depend on the design, orientation and type of groins that will be constructed. Impact is rated positive, minor, long term duration.

Impacts on Surface Water Quality During construction, installation of the groins will have minor negative and short term impact on water quality. Pollution of surface water quality can come from discharge of waste water from construction, disturbance of river bed during construction which can re-suspend fine sediments. This is however confined to a relatively small area due to river flow and dilution.

9R6212.21!R007a!JHL!Nijrn January 2008 Impacts on Groundwater No direct impact on groundwater is predicted.

Impacts on Groundwater Quality No direct impacts predicted

Impacts on Important Terrestrial habitats No direct impacts predicted

Impacts on Protected terrestrial plants and animals No direct impacts predicted

Impacts on Protected Wetlands No direct impacts predicted lmaacts on Aauatic Plants & Animals The construction of the groins will eliminate benthic communities in specific sites. But in the long term it is known to have beneficial impacts on aquatic life. There are studies indicating that stone groins provide a more favorable habitat for river micro-organisms and fish than does blanket revetment (McCollum R.A. et al. 1987).

Scientific design of groins may greatly improve the aquatic habitats through the effective control of the hydraulic parameters and sediment transport processes. For instance, Shields el al. (1995 in H. Zhang el al. 2005) documented significant increases in fish numbers, sizes, species and the area of aquatic habitats around groins after adding some complements to an existing experiment project. In the Yodo River basin, historically built groins are found to have formed satisfactory environments for the flora and fauna in the river system (H. Zhang, H. Nakagawa, Y. Muto & Y. Baba 2005)

Scouring that occurs at the toes of groins is believed to have beneficial effects on aquatic organisms. Live-bed scour condition does not occur as frequently as clear-water scour condition in most alluvial rivers, but it has obvious and long-lasting impact on the channel characteristics and riverine ecosystem. This is due to the facts that under live-bed scour condition (i) flowing water transports large amounts of nutrients on which the aquatic inhabitants feed; (ii) there is a great change of the water depth, velocity and shear stress distribution which has a potential effect on the habitat suitability and (iii) there is a significant change of bed forms, substrate and space availability which influences the benthic invertebrates, fish and macrophytes.

In the estuary and coastal water, where substrate is predominantly sand, the introduction of a stable substrate which can be colonized by encrusting organisms.

For a highly disturbed river section, the overall impact of groins is major, positive and long term. lmpacts on Aqricultural Productivity & Livelihood No direct impact predicted lmoacts on Land Use No direct impact

[S-181 9R6212.21/R007a/JHL/Nijrn January 2008 con ,0.0, con POVAL HASKONING lmpacts on Historical and Cultural Resources No Direct impact lmpacts on Occu~ationalHealth Physical hazards involved during the operation phase include noise, temperature, vibration, ergonomic stress and occupational accident and injuries. Noise is generated from the machines of the plant facilities and motor vehicles. Workers will be exposed to the heat of running equipment, machines and vehicles. Moving machine and vehicles expose workers to vibration. lmpacts on Public Health and Safety lmpacts on public health and safety are considered minor, negative and short term duration. Public maybe exposed to certain health and safety hazards during construction. Workers may carry and transmit certain diseases to the local people. Also, non-workers may wander into the construction site and maybe exposed to hazards of operating heavy equipment, noise and vibration.

The presence of the work vessel for the duration of the activity will constitute a navigational obstruction. This impact is low magnitude due to the short duration of the impact and that the river channel is wide with width reaching about 1 km and river traffic in this section of Corridor 1 is relatively light as compared to the downstream sections.

5.10 lmpacts of the Operations Stage

The use of the Corridor 1 for navigation will have impacts on the following environmental components:

Impacts on Air Quality Vessels are diesel fuelled and generates emissions consisting of TSP, CO, N02, C02, hydrocarbons. This is a minor negative impact. lmpacts on Erosion and Deposition The barges and other vessels will generate wakes. The wakes and waves generated by moving water vessels have the ability to erode river banks. The result of a study done on wave heights caused by moving water vessels is shown in Table 5-6. The following table was taken from the Coastal Engineering Manual and gives an indication of the influence of vessel characteristics and speed of travel on the maximum wake height (Hm). Two values of wave height are provided, the first measured 30m from the vessel and the second 150m away.

9R6212.21iR007alJHLINijrn January 2008 LUU G.0 C 0 0 ROIAL HASKONING

Table 5-6. Influence of vessel characteristics and travel speed on wake height. I Vessel mls 1 30m 1 150 1 1 Cabin Cruiser I I I

Coast Guard Cutter

1 Tub Boat 1 1 I 1

Draft-1.8d above data are from tests 1 de~thsranaina - - from 1 1.9 to 12.8m. 1 Source: J. Murphy, G. Morgan and 0. Power 2006

Impacts on Water Quality Discharge of oily bilge water and wash water from the vessels can cause water quality degradation. The presence of oil in ports of Corridor 1 indicates the possible contribution of vessels in oil pollution of the waterway. This impact ranges from minor to moderate and could be of long term duration. In addition disposal of cargo residue can also cause localized degradation of water quality. Disposal of solid waste in the river will also contribute to degradation of water quality and impairment of the aesthetic quality of the river.

Propeller wash, specifically in shallow river ways, can cause re-suspension of sediments in the water column.

5.1 1 Summary of lmpacts

Environmental Description of lmpacts Polarity Magnltude Duratlon Components Sources of impacts are emissions of construction equipment; Negative Minor ST Dusts from the spoils disposal Air Qualitv sites Geology & ~opograp- 1 Positive Minor 1 LT 1 DNC will create a new waterbodv

Negative Minor change in landscape - mound in I LT a flat are The Lach Giang By-pass will L= Positive Minor Negative Minor Topography / morphology

Positive Mnor I depositional pattern, will induce ( Erosion & Deposition I erosion in the channel Negative Maior 1 LT

[S-201 9R6212.211R007aIJHLlNijm January 2008 COO - C 0 0 ROYAL HASKONING

Environmental Description of Impacts Polarity Magnitude Duration Components sediment transport may cause I deposition in its updrift side and erosion in the downdrift side. This may accelerate erosion of beach south of the proposed breakwater (outside the dike) River dredging will change longitudinal profile which can Positive Minor I LT induce higher flow rate and higher 1 sedimenttransport capacity 1 Sediment Transport Positive 1 Minor I LT I Groins will have same impact; Breakwater will interrupt littoral Negative Mnor LT drift and interrupt sediment I i transDort In water disposal of spoils can spread pollutants to sediments in disposal site Stream Sediment Quality Dredging will have the same potential impact Excavation of DNC may also 1 I 1 I I have the same impact 1 I Water Resources I I I I 1 I Deepening of river channel by dredging will have localized effect on stream flow velocity Groin will alter flow pattern In the groin field, affecting sediment Hydrology i movement and deposition Hydrodynamics Breakwater will interruptA littoraldrift ---- , Bypass may affect discharge rate I of Nlnh Co at its mouth ) The DNC will allow Day River to 1 1 1 1 flow into the Ninh Co River 1 DNC may cause salinization of Negative Unknown LT Day River Dredging will affect turbidity, Negative Minor ST suspended sediments; may

Surface Water Quality ; I In water disposal of spoils will 1 Negative 1 Minor I ST I have the same impact as I dredging ST - Maintenance dredging will have 1 Negative Minor cummulative

affect elevation of watertable of 1Groundwater Positive I l shallow groundwater in the quality, if DNC will have higher salinity, adjoining shallow groundwater will likely be affected (increased salinity) since part of its recharge will come from the surface water body.

9R6212.21 IR007a/JHL!Nijm January 2008 Environmental Description of impacts Polarity Magnitude Duration Components Containment of contaminated sediments may contaminate Negative Minor LT shallow groundwater if leachate is allowed to percolate into the shallow groundwater Ecology & Biological Resources Protected Terrestrial Habitat Protected Terrestrial I No direct impact Plants and Animals

dredging will cause direct loss of Negative Minor I benthic organisms by smothering 1 1 1 I and removal I Conversely, groins and breakwater will introduce a stable substrate in a predominantly sandy habitat. These can be Positive Minor LT Aquatic Flora & Fauna colonized by encrusting algae, gastropods, limpets, chitron,etc. May increase diversity or alter local abundance of aquatic life. The By-pass and the DNC will be Positive Minor LT a new aquatic habitats Timing of dredging may coincide Negative Minor ST and affect seasonal biological orocesses Important No direct impact AquaticiWetlands Habitats Socio-Cultural DNC canal and disposal of spoils may have significant impact on agricultural productivity. Canal alone will permanently affect about 20 hectares of good agric~lturalland;. - - - - Disposal of the spoils will have potential to affect a bigger land area > 100 hectares ; Based on earlier study, 8 or 9 households will be affected by the land recovery for the DNC Dredging of Lach Giang by-pass may affect shrimp fishing in Lach Negative Minor Giang if dredging will coincide with shrimp season -rTl-- DNC, will permanently affect Negative Minor LT Land Use agricultural land -- Containment of spoils will have Negative Minor LT same impact No impact on historical and Historic and Natural & cultural resources ppp~ Cultural Resources Dredging and construction of Negative Minor LT breakwater will have impact on

9R6212.21IR007alJHUNijm January 2008 COO ,c ,c , 000

Environmental Description of impacts Polarity Magnitude Duration Components I I ( aesthetics of a portion of the beach of Thin Long; turbidity will affect aesthetic quality of coastal water; breakwater structure will interrupt the long stretch of 1 beach. Workers will be exposed to Negative Minor ST Safetv occupational hazards; Nuisance noise ; fugitive dust may affect surrounding Negative Minor 1 communities; construction site Public Health & Safety may pose threat to publ~csafety; L The improvement of Day-Ninh Co Positive will enhance safety of water I I travel in Corridor 3

9R6212.21lR007aIJHLiNijm January 2008 & ski I;<: ROYAL HASKONING

6 ANALYSIS OF ALTERNATIVES

6.1 Alternative No.1 -"No New Action"

"No new action" is always an alternative and often it compares favorably in a purely economic analysis. However, there can also be significant non-economic impacts from such an approach which makes a straightforward evaluation more difficult. The "No New Action" alternative will mainly involve continuing the current activities.

The present practices can be continued without any new action. The "no new action" alternative means that barges with > periodic excavation of the river channel needs to be carried out for safe navigation. However, the concern is how well the present practice can enhance safety of the river navigation, mitigate environmental impacts and enhance river transport in support of the economic development of the Northern Delta.

Environmental Im~acts:"No new action" preserves the existing status quo of environmental impact versus benefit, whatever that balance might be. "No new action" will mean that coastal shipping will still be unable to pass the river mouths of major rivers connecting the sea to the Port of Ninh Binh and the Port of Hanoi and their hinterlands. The Coasters will still have to call in on Haiphong and off-load the cargo onto IWT vessels. The existing draught limitation will still only allow 200 - 600 DWT coasters to use Lach Giang and only when using the tide.

The "No New Action" will mean foregoing the economic and environmental benefits that are expected to be derived from improving the Day-Ninh Co River.

6.2 Alternatives for the Day - Ninh Co

Haskoning has conducted in 2003 a pre-feasibility study for this component of the NDTDP and their findings are contained in a report entitled Day River-Ninh Co River Mouth lmprovement Project. This feasibility study analyzed the technical, economic and environmental aspects of the proposed improvements. Computer modeling was used in the analysis of hydrologic conditions, sedimentation and possible project scenarios.

The river mouths of Day and Ninh Co Rivers have been identified as one of the hindrances to the optimum use of the IWT for access to the Ninh Binh, Hanoi and other inland river ports. The improvement of the two river mouths as well as improvement of the Day River and Ninh Co River channels must be done to improve the accessibility to large coasters.

The strategy formulated for improvement of the Day and Ninh Co rivers which form part of the southern corridor, comprises of two parts:

Corridor improvements; River mouth improvements.

6.2.1 The River lmprovement

The Haskoning's analysis showed that the realistic options for creating access to the river require a sea channel together with a bypass channel to the north of either river mouth channels. Three alternatives are considered fo improving the accessibility for sea - cum coastal shipping and these are:

[6-11 9R6212.21/R007a/JHUNijm January 2008 A. Cua Day --> Day River --> DayINinh Co canal B. Lach Giang --> Ninh Co River --> DayINinh Co canal C. Cua Day --> Day River + Lach Giang --> Ninh Co River (no DayINinh Co canal)

These options are illustrated in the following sketches (Figures 6.1 to 6.5)

Figure 6-1. Improvement of Day Figure 6-2. Improvement of Day River with Canal and with a lock River with Canal

Figure 6-3.lmprovement of Ninh Co Figure 6-4.lmprovement of Ninh River with Canal Co River with Lock

Figure 6-5. Proposed Alternatives for the Improvements of Day and Ninh Co Rivers

January 2008 COO ,C ,C . C 0 0

The feasibility looked into two options for connecting Day River and Ninh Co River. One option is to have a protected canal without navigation lock and the other option is an unprotected canal with navigational lock. The proposed location of the canal is in Nghia Hung where the two rivers are closest.

The protected canal without navigation lock will have the following technical details" length 3.000 m; bottom width 55 m; canal side slopes 1 : 4; crest height of dikes CD+6 m; top width of dikes 5 m; dike slopes (canal side 1 : 4 and land side 1 : 3); bottom protection (geotextile + 0.5 m rip-rap 10 - 60 kg); slope protection (geotextile + 0.5 m rip-rap 10 - 60 kg).

The unprotected canal with navigation lock on the other hand will have the following technical details. length 1,250 m; bottom width 55 m; canal side slopes 1 : 4; crest height of dikes CD+6 m; top width of dikes 5 m; dike slopes (canal side 1 : 4 and land side 1 : 3); navigation lock.

6.2.2 The River Mouths Improvement

The Consultants are of the opinion that there are three basic scenarios which should be considered for the two river mouths: Bypass channel through spit + coastal protection works + nav aids River groynes + maintenance dredging + nav aids Capital dredging + maintenance dredging + nav aids

In the table below the capital and maintenance costs associated with the capital works and ensuing maintenance works are given in relation to the costs of other scenarios.

Table 6-1. Cost Associated with Capital works and other scenarios.

- Scenario 1 2 3 By-pass Groynes + dredging Dredging Capital cost High Moderate Low Maintenance cost Low Moderate High -

Dredging plays an important role in all three types of scenarios and therefore the accurate determination of both capital and maintenance dredging costs will be instrumental in establishing the most economically feasible scenario. Fluctuations in the dredging price can easily affect the choice of scenario and therefore it will be important to study the sensitivity of this price on the choice of alternative.

[6-3] 9R6212.21/R007a/JHUNijm January 2008 000

COD a SMEC POVAL HASYOWING

The alternatives for river mouth improvement that were modeled are the following: Alternative CD 1 with a bypass channel dredged through east Cua Day mudflats, that is protected by breakwaters at sea. Alternative CD 2.2 with a dredged channel through the Day River mouth, bed level - 4.5 m+CD. Alternative LG 1 with a bypass channel dredged through Lach Giang spit, that is protected by breakwaters at sea. Alternative LG 3 with a dredged channel through the existing Lach Giang main channel, protected by a single breakwater.

The proposed general schemes at presented in the sketches below. CD-1 is the proposed scheme for Day River wherein a channel is cut on the eastern bank of Day River with breakwaters in the surf zone. CD 2 on the other hand calls for the improvement of the mouth of Day River. For Lach Giang, option LG-1 will require the dredging of the an access channel across the sand spit at the eastern bank of Ninh Co River and the construction of parallel breakwaters in the surf zone. Option LG-2 on the other hand, involves the improvement of the mouth of Ninh Co and the emplacement of a single breakwater at the eastern bank.

Figure 6-6. Alternative CD-1 Day River Figure 6-7 Alternative CD-2 Day River

Figure 6-8 . Alternative LG-1, Lach Giang R Figure 6-9. Alternative LG-3 Lach Giang R

Of these schemes, LG-1 is considered to be the most advantageous in terms of technical, economics and social and environmental aspects. The proposed improvement schemes for

9R6212.21/R007a/JHL/Nijrn January 2008 - c 0, G IOVAL WAIKONING

the mouth of Day River will have adverse environmental impacts on the Nhgia Hung Proposed Reserve.

6.2.3 Suitable Dredging Methods

The following types of dredging equipment are commonly used for reclamation, capital and/or maintenance dredging

Trailina Suction Hopper Dredaer (TSHDZ The TSHD is a self-propelled vessel that is equipped with one or more suction pipes, designed to trail over the sides of the vessel. The suction pipe terminates at the lower end in drag head, which is designed to draw in the maximum amount of seabed material. Suction is provided by one or more centrifugal pumps in the hull of the vessel, which discharges into the hold (hopper) of the vessel.

Cutter Suction Dredaer (CSD1 A CSD is a stationary dredger equipped with a rotating cutter head and centrifugal pumps. The cutter head, which is situated on a depth adjustable ladder at the entrance of a suction pipe, is used to agitate soft materials or to cut harder materials in order to bring them in a suitable state for hydraulic transport.

Bucket Wheel Dred~er This type is almost equivalent to the cutter suction dredger; however, instead of a cutter head a bucket wheel is fixed on the end of the ladder. This type is not often used.

Bucket Dredaer The bucket dredger has a main component called the bucket chain. This chain consists of a large number of buckets linked together in an endless chain, which is carried by a rigid movable support called a ladder. The bucket chain is driven by a tumbler at the top of the ladder. The lower part of the ladder may be raised or lowered by means of hoisting wires. The excavated soil is dumped from the buckets into the means of transport through a chute.

Dipper I Backhoe Dredaer This dredger type is basically an excavating machine mounted on a pontoon. The backhoe digging bucket is hydraulically operated in such a way that the digging action is performed toward the machine (backhoe) or away from the machine (dipper). The bucket is designed to cut itself into the soil.

[6-5] 9R6212.21IR007alJHUNijm January 2008 Grab or Clamshell Dredaer This dredger type has a cable hoisted grabbing system that is characterized by a slewing crane, which lowers and hoists the grab into and out of the water. Wires from the crane can open and closes the grab mnmechanism. The weight of the grab bucket enables penetration into the soil. There are various types of grab buckets for different kind of soils. The clamshell is commonly used for sand.

/Deed Suction Dredaer This type of dredger is similar to a cutter suction dredger. However, instead of a cutting device this dredger can only loosen the soil by water jetting (fluidization of the top layer). By using underwater pumps and an extension of the suction pipe, this dredger is able to remove soil from much deeper bed levels.

Factors that have an impact on the suitability and performance at dredging locations of the different types of dredging equipment are:

6.2.4 Transport

Transport of dredged materials to a disposal area is commonly done by the following methods:

Pipeline

The dredger at the borrow area is connected to a floating or submerged pipeline which connects the dredging area and the disposal or reclamation area. At the disposal site the pipeline is connected to a spreading pontoon or an onshore pipeline system.

The maximum length of the pipeline is a function of mixture concentration, particle size, installed pump power and pipeline diameter.

9R6212.21 IR007alJHLINijm January 2008 coo 0.0 - COO IOIAL HAIKONING

Barqes The dredger at the borrow area disposes the soil into barges. The barges can be either self propelled hopper barges or towed hopper barges. During the hydraulic filling of the barges a percentage of losses, especially of the fine fraction of the dredged material can be expected.

HOp~erdred~er The dredger at the borrow area has his own hopper aboard and can transport the sand itself without double handling. Factors that have an impact on the suitability of the different types of equipment for the transport of sand are:

ava~lablewater depth sensitivity to currents and waves interference with nautical traffic distance between borrow area and disposal or reclamation site = environmental impact

6.2.5 Unloading and placing

The materials can be disposed by either one of the following methods:

Indirect placing This is the placing from the means of transport into the works by double handling and used in case of a reclamation. The sand is temporarily stored in an underwater stockpile area close to the reclamation area. The barges or trailing hopper suction dredgers dump the sand into the stockpile with sufficient depth. A (cutter) suction dredger will then remove the sand from the stockpile and will pump it ashore. The dumping of the sand in the underwater stockpile causes turbidity and losses of especially the fine fraction of the sand can be expected. Factors that have an effect on the suitability of the different types of equipment for the placing of the sand: available water depth; sensitivity to currents and waves; = interference with nautical traffic; distance between point of delivery and designated location; environmental impacts.

[6-71 9R6212.21/R007a/JHUNijm January 2008 C 0 u ,0.0 C u IOVAL HASYOWING

6.3 Summary of dredging, transport and disposal methods

The Table below gives an overview of the various possible dredging, transport and disposal methods.

6.3.1 Equipment Selection

The equipment suitability is evaluated on methods as described above, the project specific boundaries and some general considerations, which comprise:

Loading dredged materials in barges, transport the materials and unloading the barges is rather expensive compared to direct placing methods. In general, hopper dredger require more water depth in dredging areas than other dredgers Hopper dredgers are also sensitive to wave action when dredging in [very] shallow water Envisaged equipment should be generally available

Based on the project requirements [partial reclamation, maintenance, traffic, depths] and the boundary conditions [waves, currents, soil, etc.], the following is concluded: There is insufficient draught for a hopper dredger to carry out the dredging works in the existing channel The by-pass channel and connecting canal cannot be dredged by a hopper dredger When the river access is finalized and operational, a stationary dredger is not preferred as it poses an obstruction to shipping traffic The quantity and available time require high-output dredgers to ensure timely completion As few as possible dredgers are to be deployed to ensure mostly unobstructed shipping traffic

Table 6-2. Summary of the Various Possible Dredging, Transport & Disposal Methods Type of dredger Methods Other Aspects 1 Sensitivity to waves ou,put Traffic Avail- Excavation Transport Placing For dredging 1 1 Interference 1 ability 1 and loadin

Trailing Suction Drag head(s) with , In own hop- Dumping HopperDredger jets and teeth per pumping ashore (TSHD) fixed on pipes

pumplng ashore rotating cutter Pipeline Cutter Suction side casting head with jets Yes dumping fixed on ladder barges barge unloading lDredger(CSD'

turning bucket pumping ashore pipeline Bucket Wheel wheel and side casting pipeline Dredger separate suction dumping barges barges I anchors t--l bucket chain fixed dumping Bucket Dredger Yes on a ladder barge unload~ng anchors 1 I barges I (~i~peri~ackhoelbucket on hydrau- ]barges dumping Yes ... 0 0

16-81 9R6212.21/R007a/JHUNijrn January 2008 a COO IOYAL HASKONING

Type of dredger ( Methods Other Aspects IDredger lic arm barge unloading I dredger -- 1 barges 1 gr: ib or clamshell GrablClamshell c. barges Dumping dredger r~xedon arm or in Yes ... + Dredger barge unloading anchors cables barges

pipeline pumping ashore dredger (Deep) Suction suction pipe dumping Yes + pipeline Dredger barges barge unload~ng anchor (( barges (

Hence, regardless of the selection for the Cua Day or Lach Giang alternative, the following equipment is proposed:

Table 6-3. Proposed Dredging Equipment 1Desian Vessel 1 1,000 DWT ( 1,500 DWT ( 2,000 DWT ( 2,500 DWT ( 3,000 DWT (

Alternative I VSTSHD I VSTSHD ( STSHD ( STSHD ( STSHD ( Inner Channel ( MCSD 1 MCSD ( MILCSD ( MILCSD ( MILCSD Alternative ( VSTSHD I VSTSHD ] STSHD 1 STSHD 1 S TSHD By-pass I MCSD I MCSD I MILCSD ( MILCSD I MILCSD ] Outer channel I MCSD ( MCSD ( MILCSD ( M/LCSD~(MILCSD Alternative / VSTSHD I VSTSHD I STSHD 1 STSHD 1 STSHD

Where: M CSD Medium Cutter Suction Dredge 500 - 1,000 kW on cutter L CSD Large Cutter Suction Dredge 1,000 - 1,500 kW on cutter VS TSHD Very Small Hopper Dredger < 1,000 m3 hopper volume STSHD Small Hopper Dredger 1,000 - 4,000 m3 hopper volume

6.3.2 Initial Dredging Estimates

An initial estimate has been made prior to the selection of the most likely alternatives. As all alternatives do comprise the connection DNC canal as well as rock protection works, which are at more or less a comparable scale, these costs have not been taken into account. From this estimate it was concluded that:

Improvement at Ninh Co River mouth [Lach Giang] is relatively cheaper than at Day River mouth [Cua Day] as dredge quantities are considerably less; At least one medium type dredger is required in order to complete the works within the time frame; More than one dredger will result in higher mobilisation costs, however overall time for completion will be reduced, hence less additional overhead costs [weekly costs] might make up for the extra mobilisation expense.

January 2008 LOU ,LOO COO

7 ENVIRONMENTAL MANAGEMENT PLAN

7.1 Mitigating Measures

7.1.1 Dredging

The level of turbidity generated by dredging is partly dependent on the type of dredge used. To minimize turbidity, hydraulic cutterhead dredge is preferred. Experience with hydraulic cutterhead shows that maximum concentrations generally remain less than 500 mglL and bottom suspended-sediment plumes are limited to within 500 m of the dredge (Havis 1988; LaSalle 1990) (DOER 2000). Mechanical dredging on the other hand can cause much more severe condition.

Mechanical dredges which generate suspended-sediments through the impact of the bucket on the bottom and withdrawal from the bottom, washing of material out of the bucket as it moves through the water column and above the water surface, and additional loss when the barge is loaded (LaSalle 1990). A suspended- sediment plume associated with clamshell dredging at its maximum concentration (1,100 mg/L) may extend up to 1,000 m on the bottom (Havis 1988; LaSalle 1990; Collins 1995).(DOER 2000). Since clamshell is required for working in tight areas it cannot be avoided, it must be used selectively. lmplementation of this environmental management should be assured by including this requirement in the Project Implementation Plan and in the Tender Documents.

Timinq of Dredainq Activities For protection of aquatic life, timing of dredging should consider the known seasonal biologic processes. The seasonality of the known biologic processes is enumerated in Table 5-5. The chart indicates that most of the potentially environment sensitive processes takes place during the flood season. But the tentative dredging period that is proposed is December to September, which will coincide with the spawning season. This could be critical since the dredging will be partly within the estuary which is the spawning season.

7.1.2 Excavation of the Day-Ninh Co Canal

The pre-feasibility study has recommended the use of hydraulic cutter suction dredge (HCSD) for excavating the Day-Ninh Co Canal. The advantage of this method in terms of production rate is very apparent. However, use of land based excavation method should be considered are well. From environmental stand point, land based work will have relatively lesser environmental concerns since environmental impacts on land are easier to manage. Excavation of the canal from the land will allow the work to proceed within the canal without the need for access from either of the rivers. This method will confine turbid waters within the canal and incase of the need to pump out water, the water can be passed through siltation ponds prior to discharge into the rivers.

7.1.3 Disposal of Spoils

Spoils should be considered as a resource and as such its beneficial use should be considered. Generally, the management of dredged material is dependent upon the quality of the material. There are various options for disposing dredged material and the recommended methods for particular quality of spoils are listed in the following table:

9R6212.21/R007a/JHL'Nijrn January 2008 Table 7-1. Management of dredged materials according to quality3 Hlghly Moderately Lightly Clean Sediments Contaminated Contaminated Contaminated Landfill at controlled sites reclamation 1 Land (silts and i :::p:ed) 1 LandReclamation Reclamation I clays) ( Land Fill I Land Landfill (capped) I Improvement ( (capped) Replacement 1 Habitat I Land ( ~ill(e.g. mines) I Creation 1 improvement (

Habitat (cleaned

I Nourishment I protection / I (sand) ) regeneration Inter-tidal uction (sanaj sand) '- sch

' ment

-"I-ts (silt, Protection aea uefence Coastal [ Protection

The disposal options being considered for this project component are the following:

S~oilsfrom the Day-Ninh Co Canal The construction of the Day-Ninh Co Canal will generate more than 2 million cubic meters of spoils (tentative estimate). Given the bulking factor of 1.4 and stacking height of 1.5 m, this volume of spoils will require about 140 hectares of land. In a highly productive area, the use of agricultural land for this purpose will have very significant negative impact on agricultural productivity. Indications of soil sampling and analysis done for the NDTDP indicate soils in the project site may not be acidic and its quality generally complies with the Vietnamese standards. As such, there are a number of options for its beneficial use.

Alter

[7-21 9R6212.21lR007aiJHUNijm January 2008 -C .O COO ROYAL HAIKOIING

According to the Geology and Mineral Resources, published by the Department of Geology and Minerals of Vietnam, the region of Nam Dinh is underlain by the Thai Binh Formation. Layers of clay are interbedded among the sedimentary sequences including the chocolate clay found in the Alluvial Bank Facies of the Fluvial sediment (riverine deposition) which is good for tile and brick production. The presence of good clay in the area is confirmed by the presence of a modest brick factory n Nhgia Hung. Should clay be encountered in the excavation of the canal, the clay can be used by the brick factory in Ngia Hung or it can be set aside in case it is needed for containment of contaminated dredge materials.

The top soil can be used to fill up low lying agricultural lands to minimize susceptibil~tyto flooding.

Finally, reclamation work is ongoing in the industrial zone in the general area and the spoils could be used as fill material.

A suitable disposal site still has to be identified in case highly contaminated soils are encountered. The use of the spoils as replacement fill for the mined out clay quarry should be considered.

Spoils from River. BY-pass and Channel Dredaing Seaside reclamation is being considered. One of the possible sites for disposal of the clean spoils is the beach at the end of the sand spit, south of Tanh An commune. It was observed during the field survey that the vegetation line has retreated. The indicators are the low scarp along the vegetation line and the stumps of Casuarina on the beach as shown in the following photograph. This area is about south or downdrift of the proposed Lach Giang breakwater. It has been predicted that this site will be susceptible to erosion once the breakwater has been constructed. The dredged materials could be used to create a berm in this part to partly alleviate the possible erosion hazard.

Another possible beneficial use of the dredged clean is nourishment of the Hai Hau beach which is being severely eroded.

Photo 7-1. Beach towards the end of the Lach Giang sand spit

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Containment of Spoils In case contaminated spoils are encountered in the Day-Nlnh Co area, containment becomes necessary. A contained disposal area comprises of a perimeter dyke, which can be previously constructed by draglines from material excavated from the disposal site. The ditch created by the excavation of material will form the drainage ditch for the disposal area, which is located on the outside of the perimeter dyke.

The disposal area should be divided by bunds into a number of compartments. These compartments are filled in sequence during the dredging operation. Surplus water used for pumping the spoils should be contained for at least a day to allow fine sediments to settle.

The thickness of dredged material deposited in a continuous operation is usually limited to about 1.5 m as dewatering of this fine-grained clay becomes increasingly difficult and time consuming as the thickness increases. Following the experiences at the Inland Waterways and Port Modernization Project for acid sulphate soils and contaminated soils the containment areas should be lined with PVC membrane or clay lining to prevent seepage into the groundwater or through the containment walls.

These disposal areas can pose threats to public health before consolidation of the sediments. It is therefore important that sufficient measures are taken to prevent the exposure of local population to the spoils area.

Changes in bulk density of the soil will vary at different stages of the dredging, transport and placement processes. The alteration in density is caused by the formation of additional voids in the soils, which fill with water when it is disturbed. This usually means that the volume of the disposed material on the disposal site is higher than the in-situ dredged volume. This increase can be expressed as a percentage of the in-situ volume or as a ratio of the two volumes. The latter is known as the bulking factor. When hydraulic excavation and placement techniques are adopted, bulking can be much higher (1.30 to 1.50).

7.1.4 Environmental Management of the Work Site

Mitiaation of Impacts on Air Quality The construction work will require the use of motorized vehicles and heavy equipment for construction. These are mostly diesel fuelled which emits CO, NO2, SO2, hydrocarbon, lead and particulate matter. The contractor will have to ensure that all the equipment supplied for the project complies with the Vietnamese Government standard for vehicle emission (TCVN 5939-2005). Prior to deployment, the equipment owner will have to submit service records of the equipment and results of emission testing.

Work will be done mostly during the dry season and hence it is expected that bare areas will be exposed resulting to dusty condition. Dust suppression should be done especially if there are human receptors near the construction area. All vehicles transporting construction materials (sand, clay, cement, stones) should be covered to prevent dust dispersion. Installation and maintenance of mufflers on vehicles are necessary.

Concrete mixing plants and asphalt plants should be located over 200m from boundary of dense residential sites. Plant emission will have to comply with the Vietnam Standard for Air

January 2008 C.0 COO POVAL HASYOWING

Emission (TCVN-5939-2005). Otherwise, plant will have to to install emission control equipment.

Mitiqation of Potential lm~actson Water Quality Possible sources of pollutants from construction camps are wastewater from the workers' accommodation and contamination from spilled lubricants and fuel from equipment repair yard and fuel depot. To prevent contamination from these sources the workers' quarters should be provided with sealed septic tanks. While the equipment repair yard and the fuel depot should be provided with impervious flooring, containment wall and floor sump to collect oily wash water and to allow separation of solids.

Manaqement of Construction Waste Construction site should practice segregation and waste minimization. All materials that can be re-used and recycled should be segregated and sold. Residual wastes that cannot be recycled or re-used should be collected and disposed of in the municipal or city landfill. Hazardous wastes (spent solvents or used lubricants) should be disposed of in authorized disposal facilities.

Restoration of Land Occupied by Construction Camp 1 Staainq Area The use of the construction camplstaging area is only temporary, hence, at the end of construction period, the land will be returned to the landholder who can then resume the former productive use of the land. As such, the contractor should remove all equipment, structures, rubbish and obstructions and restore the land to its condition prior to use for construction. This condition will have to be included in the Contractor's Condition of Contract.

Biodiversity Conservation Dredging work will most likely overlap with the bird migration season during the winter months. The work site in Lach Giang will be close to the Nghia Hung Proposed Nature Reserve which is one of the feeding habitats visited by the migrating birds. The workers will have to be oriented on the laws protecting wildlife to prevent them from hunting wildlife in the proposed nature reserve. Wildlife hunting has been cited as one of the reasons for loss of wildlife in Vietnam.

In addition to protect the reserve from pollution from boats and ships, the vessels working for the NDTDP should be prevented from anchoring near the reserve except in emergency cases.

Finally, with the threat of Avian Flu, workers should be told that it is best to keep away and avoid contact with the migrating birds as prevention against contacting Avian Flu. They should also be informed to be vigilant and should report sightings of dead birds for investigation by the Department of Environment and the public health institutions.

Occupational Health Workers will be exposed to ergonomic stress, hazards of operating heavy equipment, exposed to heat and high noise level. Further, the workers will be exposed to overhead conditions, such as working underwater in flowing and low visibility water condition. They will also be exposed to hazards of heavy lifting. To protect and keep workers safe, the following shall be implemented: Workers shall be given orientation on safety procedures on job site; They shall be provided with personal protection equipment such as hard hat, safety shoes, ear plugs, masks when necessary, gloves and googles;

9R6212.21/R007a/JHL/Nijm January 2008 c a n, COO .OVAL WASKONINC

A first aid station with a trained emergency first responder shall be provided in the construction site; A safety officer shall be designated to enforce safety regulations in the construction site; = Workers shall be provided with ample clean water; Hygiene facilities shall be available in construction site; An emergency warning system shall be instituted to protect workers from site emergencies and natural hazards. = Evacuation plan for extreme emergency conditions shall be formulated.

Public Health and Safety Protection of public health and safety should not be neglected. For this purpose the following shall be adopted: Construction site shall be off-limits to non-workers, warning signs shall be prominently posted along the site periphery; Disposal sites of contaminated spoils shall also be off-limits to people. An IEC will be implemented to inform the host community and warning signs will be posted. Health screening will be done for workers to prevent spread of disease to the host community; Use of illegal drugs shall be strictly prohibited in the construction site to prevent spread of HIV disease and other possible social problems.

7.1.5 Management of Social Impacts

The implementation of the waterways improvement in Corridor 1 will surely require acquisition of land, whether on a temporary or permanent basis. Recovery of land will have to be undertaken. With lands intensively used for agriculture, land users will be affected. However, it is not anticipated that works in Corridor 1 will physically displace residences.

Mitiaation of Loss of Aaricultural Land and Its Consequences The NDTDP will have the potential to affect agricultural areas that are planted to rice maize, vegetable or orchards. Built-up areas or areas of historical and cultural significance occupy only a minimal proportion of the land area.

Based on initial estimates, waterways improvement will affect on a temporary basis and some on a permanent basis, about a 1,000 hectares of land. To mitigate the loss in income of the project affected households (PAHs) and social consequences of land acquisition, a proper Resettlement Action Plan (RAP) which will be prepared and implemented by the PMU-W. The suggested contents of RAP are as follows.

Principles of RAP The legal framework governing land acquisition, compensation and resettlement in Vietnam consist of the following:

a. The Constitution of Vietnam, issued in 1993, confirms the right of citizens to own house and to protect the ownership of the house. Article 18 prescribes that the State shall entrust land to organizations and private individuals for stable and lasting use.

9R6212.21/R007a/JHUNijrn January 2008 ,C. ,C. CUD ROYAL WAIKOWING

Further, it stipulates that these organizations and individuals are responsible for the protection, enrichment, rational exploitation and economical use of the land. They may transfer the right to use the land entrusted to them by the State, as determined by law. b. The Civil Code contains provisions on Property and Ownership Right in the Article 172 throughout Article 284. c. The Land Law (No.l3/2003/QHl I), promulgated on December 10, 2003 by the State President as contained in order No.23120031L-CTN, prescribes land management and use. It supersedes the previously issued ordinances and decrees of the previous Land Law issued n 1993. The revision is also aimed at responding to the needs of the emerging land market. This law took effect in July 1, 2004. The amended Law on Land consists of 6 Chapters, 146 Articles providing for: the right of state to land and state management on land; regimes of land use; rights and obligations of land users; administrative procedures on land management and utilization and other provision inspections, detailing with dispute, complaint and denunciation and settlement of breaches on land. d. The Decision No. 181/2004/ND-CP dated October 29, 2004 which contains the Government on guidelines in the implementation of the Law Land. e. "Land recovery" is the term equivalent to land acquisition in Vietnamese legal framework on land. Article 4 of the new Land Law defines "Land Recovery" as the State's action based on an administrative decisions to retrieve land use right or recover land already assigned to organization, commune, ward or township People' Committees for management according to the provision of this Law.

The Land Recoverv Process The State shall recover land, pay compensations, clear ground after the land use planning andlor after plans are publicized or when the investment projects have been approved by competent State agencies.

The State Agencies shall notify land holders of the State's intent to recover the land at least ninety days before actual recovery. The State agency will have to inform the affected people within this time frame the reason for recovery, the overall schemes for compensations, ground clearance and resettlement.

After the decision on land recovery and schemes for compensations, ground clearance and resettlement, have been agreed on and approved by the competent State agencies and made public, the land holder must abide by the decisions on land recovery.

In case the persons with land to be recovered refuse to abide by the land recovery decisions, the People's Committee shall issue orders for coercive execution of the decision. The person subject to coercive land recovery must abide by the decisions on coercion and have the right to lodge their complaints.

Compensation Princi~le General rules of compensation are laid down in Article 42 and 43. The articles state that persons with land to be recovered shall be compensated with the assignment of new land with the same use. If there is no land to compensate the affected landholder, a monetary compensation shall be paid based on the land use right value at the time of issuance of the recovery decisions.

January 2008 COO GOO COO ROIAL WASNONIIG

In case land being recovered is used by households or individual landholders for production and the government cannot provide suitable land compensation, aside from pecuniary compensation, the State shall provide support in the form of training to allow the affected individuals to engage in alternative gainful activities.

The State may recover land without compensation in cases where land users deliberately refuse to fulfill their obligations towards the State.

Recovery of Cemeteries and Gravevard Article 43 stipulates that recovery of land for cemeteries and graveyard will not be compensated. Further, the law states in Article 101 that cemetery or graveyards must be planned and located in areas far from population centers but convenient for burial and visits, hygienic and economical. The provincial/municipal People's Committees shall prescribe the land limits and management regimes for the construction of tombs, monuments, steles in cemeteries, graveyards.

Procedure of land use right transfer is described in Article 127. The land use right transfer dossiers shall be filled at the land use right registries. For households and individuals in rural areas, such dossiers shall be filled at the People's Committees of commune.

The land use right transfer dossiers comprise the land use right transfer contract and the land use right certificate.

The land use right transfer contracts must be certified by the State notary public. The land use right transfer contracts of households or individuals shall be certified by the State notary public or authenticated by the People's Committee of communes, wards or townships where the land exists.

Within fifteen days of the receipt of the complete and valid dossiers, the land use right registries shall have to verify the dossiers. Thereafter transfer them to the land management agencies of the People's Committee who are mandated to grant the land use right certificate. To complete the transfer, land users must fulfill their financial obligations. The financial obligations are determined according to the cadastral data. The land use right registries shall send the cadastral data to the tax offices for determination of the financial obligations. The land use right certificates shall be issued within 5 workings days after all financial obligations have been settled.

Other Leaal Documents needed in Preparation of RAP a. Decision No. 188/2004/ND-CP dated January 16, 2004 of the Government on methodology in determination of land price. b. Decision No. 197/2004/ND-CP dated December 2, 2004 of the Government on compensation and subsidy allowances in land acquisition c. Circular No. 166/2004TTT-BTC of the Ministry of Finance on guidelines in implementation of the Decision No. 19712004lND-CP.

The PMU-W will closely cooperate with the People Committees of the provinces where the project is located to prepare and implement a proper RAP. This is to avoid the negative impacts on livihood due to land acquisition. A detail RAP will be immediately prepared after the project has been approved by the Government.

[7-81 9R6212.21/R007a/JHUNijm January 2008 WB Policy on Land Acauisition and Resettlement The basic guiding principle of the WB Policy on Involuntary Resettlement is that: '~lnvoluntaryresettlement and loss of means of livelihood are avoided where feasible, exploring all viable alternatives. When, after such examination, it is proved unfeasible, effective measures to minimize impact and to compensate for losses must be agreed upon with the people who will be affected. People to be resettled involuntarily and people whose means of livelihood will be hindered or lost must be sufficiently compensated and supported by the project proponents, etc. in timely manner. The project proponents, etc. must make efforts to enable the people affected by the project, to improve their standard of living, income opportunities and production levels, or at least to restore them to pre-project levels. Measures to achieve this may include; providing land and monetary compensation for losses to cover land and property losses), supporting the means for an alternative sustainable livelihood, and providing the expenses for relocation sites; and Appropriate participation by the people affected and their community must be promoted in planning, implementation and monitoring of involuntary resettlement plans and measures against the loss of their means of livelihood".

Mitiqation of Hazards Due to the War Residues The PMU-W will cooperate with an experienced unit of the Engineering Corp of the Ministry of Defense to invest and remove all residual material (bombs, mines) before commencement of construction activity. Because the field, where will be an area of the NDTDP is used for food crop cultivation in a long time (over 30 years) from the war, residual explosive materials may not occur on topsoil layer, if they may exist, they may be found only at the deeper layer. Duration of removal of residual explosive materials may be some months, if the PMU-W will decide to conduct this measure.

Mitiqation of Loss in Housinq, Historical. Reliqious, Technical Facilities The project implementation may result to loss in housing, religious, cultural and technical facilities. This is a significant adverse impact of the project. Therefore, countermeasures for this issue are necessary.

The PMU-W will prepare a proper RAP, in which measures for relocation of the existing houses, religious, cultural an technical facilities will be detail discussed. The policy in grave relocation should respect the local traditional creed.

Miticlation of lm~acton Ethnic Minority There is very small number of households of ethnic minority in the communes within the project region. Additionally, these ethnic minorities are acculturated, therefore specific mitigation is not necessary.

Mitiqation of ~otentialConflict with the Reqional Master Plan The project is consistent and in accordance with the Master Development Plan of National Transport System as well as the Provincial Master Plan. No negative impact is expected. Therefore, no mitigation measure is necessary.

9R6212.21/R007a/JHL1Nijm January 2008 Inteqratina Environmental Manaaement Concerns in Tender Document The project management unit (PMU-W) of MOT in collaboration with the Consultant should prepare a Tender Document, incorporating the requirements for pollution prevention and control in accordance with the Vietnamese Standards for the maintenance of environmental quality during all phases of the project implementation.

7.2 Environmental Monitoring

7.2.1 Institutional Responsibilities for Environmental Monitoring and Reporting

At present, in Vietnam, the Department of Environmental Protection (NEPA) within MONRE is responsible for the national-wide environmental monitoring. A National Monitoring System set up by the former MOSTE in 1994, involved the various environmental research centres. These centres carry out monitoring of air and water quality and solid wastes in the selected areas and submit reports to NEPA. Annually, MONRE prepares "Annual Report on the State of Environment of Vietnam" based on environmental monitoring and socio-economic data. This report is presented to the Government. According to the Law and Government Decision, projects and/or companies which may have environmental problems may carry out appropriate monitoring programs during the project construction and operation under the arrangement of "internal monitoring':

At provincial level, Department of Natural Resources and Environment (DONRE) is responsible for environmental management, including environmental monitoring which is referred to as external monitoring.

For the NDTDP , the PMU-W is responsible for undertaking internal environmental monitoring during pre-construction, construction and operation stages. The results of the internal environmental monitoring are regularly submitted to the Ministry of Transport, DONREs of the related provinces or MONRE for review.

7.2.2 Organization of Environmental Monitoring for NDTDP

Two types of environmental monitoring are to be implemented in the NDTDP. These are the site audit and environmental quality monitoring.

Site Audit Site audit mainly involves the evaluation of the implementation and effectiveness of the mitigation measures. This is conducted by the PMU or its contractor during the pre- construction, construction and operation stages.

Environmental Qualitv Monitoring The environmental quality monitoring involves the testing, analysis and evaluation of selected environmental indicators. Environmental quality and compliance with set standards are assessed by comparing results of monitoring data with relevant Vietnamese Standards for the Environment.

7.2.3 Agencies involved in Environmental Monitoring Programs

The organizations involved in environmental monitoring are

9R6212.21 lR007alJHUNijm January 2008 Independent Monitoring Consultant (IMC). Contractors Governmental Environmental Management Agencies (DONREs). The independent monitoring consultant (IMC) will be engaged by the Project Management Unit of MOT. The role of the IMC is to monitor the implementation of the EMP. The IMC will submit its environmental monitoring report every 3 months to MOT and WB.

General responsibilities of the IMC are: Conduct observation at the project area and assess the following aspects: - Status of implementation of safety measures (signboards, restricted zone, fences, isolation etc.) in the construction phase. - Status of installation of sanitary facilities at worker camps and construction sites. - Status of waste management in the construction phase and operation phase. - Public consultation in environmental problems produced by the project. Conduct field sampling and submit samples to the laboratory for analysis

7.2.4 Environmental Quality Monitoring

Air Quality Monitorinq Due to the low concentrations of pollutants in the ambient air of the project sites of NDTDP, air quality will be limited to sites where there are human communities (receptors) near the construction site.

Monitoring will be limited to noise and suspended particulate matter (dust). The occurrence of nuisance noise and increased TSP in the atmosphere will be occasional rather than a continuous event, such that instrumental monitoring may not detect exceedance. As such alternative method shall be key informant interview. Key informants from the nearby communities shall be identified and these people shall be interviewed on a regular basis to detect any exceedance or nuisance.

The areas that will be monitored shall be the spoils disposal site. These sites shall be susceptible to re-suspension of dust once the spoils have dried up.

This can be done frequently like weekly, for early detection of any nuisance that the project may cause to the host community.

This constitutes as part of site audit and the monitoring should be done by the PMU or its Contractor.

The cost of this monitoring is limited to the salary of personnel who will undertake the audit / monitoring.

Bathvmetry and Morpholoay Morphological monitoring should be done to monitor change in sedimentation pattern due to the structures and to monitor changes in coastline morphology.

a. Bathymetric survey in the mouth of the river and the entrance to the Lach Giang Bypass Channel. This should be done to check how the sediment transport and bed levels are being influenced by the new structures. The monitoring should be done once before the construction and then annually.

9R6212.21/R007a/JHL~Ni]m January 2008 b. The monitoring of the shoreline position up drift and down drift of the breakwater should also be done to determine the shift in sediment transport along the coastline. This will validate the results of the model and will allow the calibration of the model for a more accurate prediction. This is essential in managing the environmental impacts of the project. The monitoring should be done annually.

This monitoring should be done by the PMU-W through an independent monitoring consultant under PMU-W's supervision.

Frequency of monitoring is annual. The cost of monitoring is estimated at VWD 80 million Dong (US5,OOO) which includes salaries, use of survey equipment like fathometer, survey quality GPS.

Soils and Soil Quality Mon~toringof soils quality shall be done in areas that will be used as temporary spoils disposal sites. The purpose of the monitoring is to detect the possible impacts of spoils and its leachate on the soil of the disposal site.

This is part of environmental quality monitoring. The monitoring should be undertaken by the PMU -W through an independent monitoring consultant.

Timing and frequency of sampling shall be one sampling before the use as disposal site, then annual sampling until such time the spoils have all been removed. Final sampling should before land is turned over to land holder.

One sample for every 4 hectares of disposal site should be collected. Assuming a scenario that all the excavated materials from the DWC will be temporarily stockpiles, for an area of 140 hectares, this translates to about 35 annual samples. With a unit cost of VND490,OOO this translates to an annual cost of about VND24 million, equivalent to US$1,500. Parameters for monitoring are pH, Al, Fe, As, Cd, Pb, Cr and Hg.

Three samples should be collected from each sampling stations but only one sample should be submitted to the laboratory analysis. The two samples are check samples in case there is a need to check results of the initial analysis, such as when high concentrations of heavy metals are detected. One check sample should be submitted to the laboratory for analysis. The soil samples for heavy metals analysis (except total mercury) can be stored for 180 days provided it is preserved with nitric acid to pH c2. This procedure of taking duplicate samples will save time and money in case of the need for validating laboratory results.

Stream Sediment Qualitv Monitoring Monitoring of sediment shall be done once before dredging and monthly during the dreding period. During operations, monitoring should be done annually. Monitoring sites are the river dredging areas, the channels and the Lach Giang by-pass. Th objective of the monitoring is to detect any change in the sediment quality that might be attributed to dredging.

The sampling is part of the environmental quality monitoring and will be undertaken by the PMU-W through an independent monitoring consultant.

Sampling shall be: Two sites in Ninh Co River, one upstream of the DWC, one station downstream of the DNC:

[7-121 9R6212.21/R007a/JHL/Nijm January 2008 One station in DNC; one station in the bypass; One station in the channels; A total of 5 stream sediment samples have to be collected for analysis.

The parameters to be monitored are pH, Al, Fe, As, Cd, Pb, Cr and Hg. Cost of analysis per sample is VND490,OOO and for 5 stations, the total cost per sampling is VND2.5 million or about US$ 160.00.

Surface Water Quality Monitorinq Monitoring of sediment shall be done monthly during dredging. Monitoring shall be: 1 upstream of DNC 1 Downstream of DNC 1 in the Mouth of Ninh co River 1 in Lach Giang bypass

'The monitoring will be done by PMU-W through an independent monitoring consultant

Parameters to be monitored are:

Temperature NO3- PH Total N C Total P Salinity Zn Turbidity Cr SS Cd DO Oil Fe As BOD5 Phenol NH4+ Total Coliform

Cost of analysis per sample is VND1,780,000 per sample and 4 sampling points, the total cost is VND 7.12 million or about US$445.00

Groundwater Qualitv Monitorinq Groundwater quality monitoring will be undertaken in disposal sites of contaminated sediments. Monitoring shall be done annually during the dry season. It is assumed that 10% of the total sediments that will excavated will be contaminated and will require containment. Of the 140 hectares needed to accommodate all the spoils, about 14 hectares will be required for permanent containment of polluted sediments. It is further assumed that the 14 hectares will be divided into about 5. Assuming that one monitoring well will be installed for every site. a maximum of 5 monitoring wells will be required. With the shallow groundwater, each well will be about 10 m deep. Parameters to be monitored are:

Temperature NO3- PH Total N C Total P Salin~ty Zn Turbidity Cr SS Cd DO Oil

9R6212.21 lR007alJHL~Nijm January 2008 C CWO, COO IOYAL HASKONINC

Phenol Total Coliform Indicative cost of monitoring groundwater is computed as follows:

Table 7-2. Cost Estimate for Monitoring of Groundwater Unit Cost No of Units Total Well construction US$2,000 5 US$ 10,000.00 P PP Laboratory Analysis --5 US$ 600.00 Total Cost

Monitorina of Aauatic Flora & Fauna This monitoring should be conducted together with the stream sediment monitoring.

The monitoring should commence right after completion of the dredging work and should be done annually thereafter. The objective is to monitor for the recovery of the benthic communities in the dredged area.

In addition to the dredged areas, monitoring for benthic communities should also be done in the groins construction areas. The objective of monitoring is to validate the observation in other locations that groins create favorable conditions for benthic organisms.

There will be 5 sampling stations (same as water quality sampling stations). Unit cost fo analysis of plankton and benthos is US$60 per sample, for 5 samples, total annual cost is US$300.00.

Monitorinq for Social Impacts - Monitorina of Resettlement Action Plan (RAP) Regular monitoring of RAP implementation will be conducted by PMU and by the International Donor (WB), as well as by an independent external monitoring agency.

Internal Monitoring The Resettlement Department of PMU-W, with the assistance of supervision consultant teams, will be responsible for internal monitoring of RAP implementation.

Monitorina Indicators The main monitoring indicators are: - Payment of compensation to PAPS in various categories, according to the compensation policy described in the RAP, Public information dissemination and consultation procedures Adherence to grievance procedures, Resettlement site location, design, site construction and plot allocation

- House construction, technical assistance, payment of subsistence and shifting allowances as described in the RAP, - Employment generation through project implementation and priority of PAP for the options offered, Provision of training and credit availability, Co-ordination and completion of resettlement activities and commencement of civil works.

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Staff for Conducting Internal Monitoring The staff of PMU-W will carry out the internal monitoring activities. They will collect information every month from the Provincial Resettlement Committees (PRCs) and District Resettlement Committees DRCs. A database of resettlement, monitoring information about the project will be maintained and updated every month.

Reporting PMU-W will submit to WB and Governmental authority a monitoring report on the progress of implementation of the RAP every six month.

Monitorinq for Land Use Chanae The change in land use due to disposal of spoils will be monitored. The original land use shall be described and the resulting changes, after emplacement of spoils will be noted. For temporary spoils holding area, monitoring of land use after spoils have been removed should be done. The objective of the monitoring is to document the changes and the restoration of the land use after removal of spoils. This will have to be done in all the disposal sites.

This activity should be part of the regular monitoring work of the environmental section of PMU-Environmental section.

Monitorinq for Impacts on Occu~ationalHealth & Safety The monitoring for occupational health and safety should be done regularly. The monitoring should cover: Compliance by contractor with occupational health and safety plan: Adherence by workers with the safety guidelines Use of PPE by workers, including floatation devices by those working in water Presence of emergency first responder Availability of first aid station in construction site; Reported number of accidents or incidents involving lost time The monitoring shall be implemented by PMU-W environmental staff.

7.3 Environmental Management for Operations

7.3.1 Mitigating measures

Impacts on Air aualitv Vessels plying the Corridor 3 should comply with existing standards on emission set by the Government of Vietnam. Issuance of Certificate of seaworthiness for river vessels should include compliance with emissions standards as one of the criteria.

Impacts on re-suspension of sediments due to propeller wash Re-suspension of sediments due to propeller wash occurs when the influence of the wash reaches the stream bed. This happens in shallow water. To mitigate this impact, vessels should stay within the navigational channel and avoid going into shallow water.

9R6212.21/R007a/JHL'Nijm January 2008 Im~actson Bank Erosion Due to Boat Wakes Control of bank erosion is one of the objectives of the water ways improvement project of the NDTDP. However, there will still be unprotected banks along Corridor 3 which will be prone to erosion. To minimize bank erosion due to boat wakes, VlWA can impose a speed restriction in certain segments of Corridor 3.

lm~actson Water Quality Pollution of waterways can occur with disposal of oily bilge water, solid waste and cargo residue by cargo vessels. To mitigate this impact, ports within the NDTDP region should be provided with environmental reception facilities such as bilge water reception facility, sewage reception facility, bins for solid waste, bins for oily wastes / hazardous waste and bins for cargo residues.

Boats should be required to utilize the port waste reception facilities and report the usage to port authorities prior to leaving port.

Strict implementation of relevant environmental regulations on violations of environmental laws should be enforced by the government.

Protection of the Nhaia Huna Proposed Nature Reserve In coordination with the Nghia Hung Proposed Nature Reserve Management Committee, An anchorage within the nature reserve shall be designated to allow vessel to safely shelter and at the same time prevent environmental impacts on the reserve.

7.3.2 Monitoring

Air Qual~ty Vessels plying the Corridor 3 should be tested for emissions at least once year. This should be a pre-condition to the issuance of certificate of seaworthiness. The emissions tests can be done by an environmental center with capability for emissions testing.

Water Quality Random sampling of bilge water of boats should be done. Sampling should be done by ports authority and reported to PMU-W. Bilge water should be analyzed for mineral oil, Pb, Cr, As, Hg, Cr, Fe, Al.

Compliance with imposed s~eedlimits Monitoring of vessels compliance with imposed speed limits should be done in segments of the river that are highly susceptible to bank erosion. p Water Quality Water quality monitoring should be done once before maintenance dreding commences and once after the completion of the dredging work.

[7-16) 9R6212.21/R007a/JHL/Nijm January 2008 COO 0 C 0 q lOVAL HASKOYIYG

Sediment Quality As in monitoring during construction, similar monitoring protocols should be observed. Stream Sediment quality should be analyzed prior to maintenance dredging and once after completion of the maintenance dredging.

Bioloclical monitorinq Monitoring for plankton and benthic communities shall be done after dredging to assess recovery of the affected.

Estimate of cost will depend on the monitoring program during operations

7.4 Capacity Building in Environmental Management

Environmental management of inland waterway projects is a relatively new task for Vietnam Transport Sector. As such, it is essential that a capacity building for environmental management be undertaken prior to project implementation. Staff who will be involved in the implementation of the EMP should undergo training. The objective of the training is to familiarize the management staff with environmental management and procedures for environmental monitoring and reporting. The training can be conducted by one of the environmental centers involved in environmental impact assessment and environmental management.

The training will include the following components: a. Training for PMU- W staffs The training will cover, among others, the following subject matters: - The Environmental Management Program for Corridor 1 - Environmental issues related with waterways improvement and operation. - Environmental Regulations and Standards of Vietnam - Environmental monitoring methods and procedures. - Environmental Reporting - report preparation, interpretation of laboratory results b. Training for Construction Engineers The following training programs will be provided for engineers of the constructors. - Labour Safety: Regular training on safety issues related to the riverworks and dredging; - Environmental management Plan of the Project: Orientation of engineering staff on the environmental management plan for NDTDP Corriodr 1. - Monitoring and reporting of EMP: The training will include the methodology for site observation and reporting of monitoring results.

Cost for the training activities is estimated in Table 7-3.

[7-171 9R6212.21/R007a!JHL/Nijm January 2008 - CDO, COO ROYAL UASKONING

Table 7-3. Estimated Cost for Training Activities No ---Training Items Estimation Cost (VND) Training lor PMU staffs (in 3 above mentioned topics of training 20 people ' 3 days ' document 1 the Pre-Construction phase) preparation

Safety training (in the Consultant's manpower requirement Construclion phase) Per diem for 40 participants 18,000.000 VNDidav I Other expenditures: classroom, stationery. lump-sum 5,000,000 Training on environmental Consultant's manpower requirement 112 man-month 8,000,000 protection relaled to inland Per diem for 40 participants 40 people x Idays x 300,000 12,000,000 ' water (in the Conslrucl~on VNDIday phase) Other exoenditures: classroom. stationerv. lumo-sum 5.000.000 Training on environmental Consultant's manpower requirement 112 man-month 8,000,000 monitoring and reporting (in Per diem for 30 participants 30 people x ldays x 300,000 9,000.000 the Construction ohase) VNDtdav , . I -' I Other expenditures: classroom, stationery. 1 lump-sum 1 5,000,000 1 Total 1 97,000,000

7.5 Stakeholders' Responsibilities

The responsibilities and participation of the different stakeholders are enumerated in the following table:

Party Responsibilities Ministry of MOT is Project owner, responsible for project management including overall 1 Transport (MOT) environmental management. To carry out overall environment management, within MOT an Environment Management Section will be set up. The Section is in charge of guiding and supervising implementation of the EMP for this project and other project. Project PMU within MOT is responsible for project implementation. PMU-W Management Unit responsibilities include: (PMU-W) - 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 provincial people Committees in environmental management activities. - Organizing training courses for local staff and contractor's teams on mitigation measures and safety methods (professional experts on environment shall be involved). - Carrying out internal monitoring and supervising independent monitoring, which will be contracted with other consulting services of the project. - Supervising and providing budget for monitoring activities. - Reporting on environmental information to MOT and WB. - Implement changes or adjustments according to MONRE recommendation to protect the environment according to Vietnam's standards, laws, and regulations. Consultants The consultant should conduct several project tasks, including: (SMEC - - Preliminary survey and design. VESDEC - - Preparation of feasible study. Haskoning) - Preparation of RAP and EIA report. - Preparation of bidding documents. - Carry out some EMP tasks (environmental monitoring etc.) and assist PMU-W w~thenvironmental issues during construction.

[7-181 9R6212.21 /R007alJHL/Nijrn January 2008 - Partv Responsibilities - Contractors The Contractors will be selected by PMU-W. Their responsibilities include construction / dredging works and comply with environmental management plalI and guidelines stipulated in the EIA and EMP. This includes: - Implement mitigation measures; - Ensuring safety of construction workers and local people during construction. - Following Vietnam and WB policies on environmental protection during construction. - ( lndependent lndependent monitoring consultant for the EMP implementation will be engage(1 ( Monitoring by PMU-W to conduct the monitoring programs in 3 stages of the project. The Consultant (IMC) budget for the IMC will be provided by PMU. - Ministry of MONRE is responsible for state management on environmental issues. As part of Natural this responsibility, MONRE will review the EIA report. During EMP 1 Resources and implementation, MONRE requires DONREs of the related provinces to act as Environment external regulators. Their duties will include: (MONRE) - Monitoring the implementation of mitigation measures for construct ion and operation stages. - Assess effectiveness of recommended mitigating measures in minimizing the adverse impacts. -- I At provincial level the PCs will mandate the DONREs to coordinate with the Committees of 10 MONRE on the supervision of the implementation of the environmental provinces management plans during and after construction phase. PAHs will directly participate in the PMU-W's survey programs on affected Households households. Through these surveys they will: 1) have the opportunity to expres s (PAHs) their requirements and concerns to the above institutions; 2) provide input to tk le method and units of compensation. After compensation is complete, PAHs are responsible for cooperating with the contractors to clear relevant sites in a time Y manner. In order to ensure that PAHs are well informed on the project, local authorities \ ill provide PAHs with basic knowledge on project-related activities, and the negative and positive impacts on the natural/social environment. PAHs will be able to have a role in monitoring the environmental effects of the project and the EMP performance of the contractor. PAHs will also be consultecj during the project in relation to relevant environment issues. PAHs will be allowed to bring legal action to an appropriate court if the PAH considers its claim for participation or information is ignored, groundlessly refused, or if information ~rovidedbv local authorities is inadeauate. -

9R6212.21/R007a/JHL/Nijrn January 2008 COO

COO ,SXI 1x: IOVAL HASKONING

8 PUBLIC DISCLOSURE

Consultations have been facilitated to date on the broad range of Project related issues primarily via Focus Group Discussions with a variety of stakeholder groups as follows:

1. Project Affected Women and Men (Mixed Groups and Groups involving either just women or men), including a range of possibly severely affected displaced persons. 2. People identified as being poor or vulnerable including female-headed households, the elderly and people intellectually or physically impaired. 3. Mass organizations including the Fatherland Front, Vietnam Women's Union, Farmers' Association, Veterans Association, and Youth Organization. 4. Local business owners ranging from smaller enterprises employing up to 5 people through to medium-sized enterprises of more than 200 employees 5. Small traders, especially market-based women, and trading intermediaries that link farmers with markets 6. Owners and operators of both waterways and road transport ranging from owners or operators of small minibuses through to owners or operators of large barges. 7. Provincial, district and commune officials, especially those tasked with managing physical infrastructure within their jurisdiction. 8. Civil society groups including NGOs and local religious organizations with a presence in or possession of knowledge relating to the specific socio-economic characteristics of the Project area. To date 280 people (including 170 women) in have participated in these consultations and by the 30Ih of December it is intended that consultations will be undertaken with another 220 people. This figure does not include DP who will be consulted during the preparation of the RAP. All people who have been identified as potentially affected DP will be consulted in relation to the parameters of the Project, their entitlements and design preferences.

Public Consultation Extensive public consultation has been conducted throughout the various phases of the feasibility study to gauge the perception of key stakeholders. The primary focus of consultations for access roads has been with Provincial Department of Transport Officials and meetings have been held with various Officials, Provincial Department of Transport Officials and port authorities from the following provinces: Hung Yen

- Mr. Quan: Director of Hung Yen PDOT - Mr. Nha: Vice Director of Hung Yen PDOT - Mr. Nu: Chief of Planning and Technical Department.

Nam Dinh - Mr Khinh: Vice Director of Nam Dinh PDOT - Mr Mich: Chief of Planning and Technical Department

Ninh Binh - Vice Director of Ninh Binh PDOT - Mr Khanh: Chief of Planning and Technical Department

[8-11 9R6212.21/R007a/JHUNijm January 2008 000 ,C ,C . , COO ROYAL HAIKONING

Hai Duong

- Mr Thang, Vice Director of Hai Duong PDOT - Mr Phuong, Chief of Planning and Technical Department - Mr Hiep, Deputy Chief of Traffic Management Department

Vinh Phuc - Mr Minh, Vice Director of Vinh Phuc PDOT - Mr Luong, Chief of Planning and Traffic Management Department

Phu Tho - Mr Long, Officer of Planning Department PDOT

9R6212.2l/ROO7a/JHUNijm January 2008 COO

COO

Viet Tri Port

- Mr Khanh, Director of Viet Tri Port - Mr Chinh, Vice Director of Viet Tri Port - Mr Thang, Deputy Director of Business Development

- [8-31 9R6212.21 IR007alJHUNijm January 2008 9 REFERENCES

Aaron M. Prussian, Todd V. Royer, and G. Wayne Minsha111999 EPA Suction Dredge Study On the Fortymile River, Resurrection Creek, and Chatanika River, Alaska; http://www.icmj.com/EPA.htm Army Dredging Operations and Environmental Research (DOER) 2000. Assessment of Potential Impacts of Dredging Operations Due to Sediment Resuspension http://www.tpub.com/content/ArmyDOE/doere9/doere90001 .htm Army Engineer Waterways Experiment Station Vicksburg Ms Environmental Lab 1997 http://stinet.dtic.mil/oai/oai?verb=getRecord&metadataPrefix=html&identifier=ADA331 100 Binnie & Partners, Snowy Mountains Engineering Corp Ltd. AACM lnternational Pty Ltd. And Delft Hydraulics, 1995. Red River Delta Master Plan. UNEP, Government of Vietnam, MOSTE. Birdlife International, World Bank, Royal Netherlands Embassy and the Ministry of Agriculture and Rual Development (MARD) 2004. Sourcebook of existing and proposed protected areas in Vietnam, znded. Bulleri, F. (2003).Effects of artificial structures on intertidal assemblages. Ph. D. thesis, University ofSydney. http://www.eic. bio. usyd. ed~.au/pubs/?DB=pub&id=353 David Dudgeon, 2000. The Ecology of Tropical Asian Rivers and Streams in Relation to Biodiversity Conservation Annu. Rev. Ecol. Syst. 2000. 31 :239-63 David Hill' and Michele Beachler The Effects of Boat Propeller Wash on Shallow Lakes Civil & Environmental Engineering Penn State University EPA Victoria, 1996. Environmental Guidelines for Major Construction Sites: Best Practices EPA Publication,http:// www.epa.vic.qov.au H. Zhang, H. Nakagawa, Y. Muto & Y. Baba 2005. Flow and sediment transport around groins under live-bed scour condition, Proceedings of the lnternational Symposium on Fluvial and Coastal Disasters (ISFCD), December 1-2, 2005, Kyoto (CD-ROM, N0.2) Haskoning Consulting Engineers and Architects and Delft Hydraulics, 1998. Red River Waterways Project Vietnam TA No. 2615-VIE. Gov Socialist Republic of Vietnam, MOT, VIWA. Haskoning Nederland BV Coastal and Rivers, 2003. Day River-Ninh Co River Mouth Improvement Project - Vietnam. Ministry of Transportation, PMU Waterways

lnternational Bank for Reconstruction and Development, Environment Dept. 1991. Environmental assessment sourcebook, vol. II Sectoral Guidelines lnternational Finance Corp. 2007. Environmental, Health, and Safety Guidelines Coal Processing, World Bank Group J. Murphy, G. Morgan and 0. Power 2006. Literature review on the impacts of boat wash

9R6212.21/R007a/JHUNijm January 2008 ,c.o ,c.o - C 0 0 ROVAL HASKONINC

Jose M. Guerra-Garcia, Juan Corzo. J. Carlos Garcia-Gomez (2003) Short-Term Benthic Recolonization after Dredging in the Harbour of Ceuta, North Africa Marine Ecology 24 (3),217-229. Long Guang Hua, Lin Gang, Hu DaSheng, Li XiuZhen, Liu JianHong 2005. The reproductive biology of Barbel Chub Chinese Journal of Zoology, Vol. 40, No. 5, pp 28-36 Long Guang Hua, Lin Gang, Hu DaSheng, Li XiuZhen, Liu JianHong 2005. The reproductive biology of Barbel Chub Chinese Journal of Zoology, Vol. 40, No. 5, pp. 28-36 M.P Quigley and J.A. Hall, 1999. Recovery of macrobenthic communities after maintenance dredging in the Blyth Estuary, north-east England Aquatic Conservation: Marine and Freshwater Ecosystems, Volume 9, Issue 1 , Pages 63 - 73 McCollum,Randy A. ; OINeal,Wayne C. ; Glover,Edwin 1987. Bank Protection, Bass Location Willamette River, Oregon. Hydraulic Model Investigation. Army Engineer Waterways Experiment Station Vicksburg Ms Hydraulics Lab, Defense Technical lnformation Center Miller, Andrew C. ; Payne, Barry S 1991. Impacts of Commercial Navigation Traffic on Freshwater Mussels at the W. H. Zimmer Station, 1991 Studies. Phase 2, Defense lnformation Technology Center NH12B Feasibility Study Report - Feasbility Study Report Tam Diep-Nho Quan On the heritage of Ireland's inland waterways http://www.heritagecouncil.ie/publications/boatwash/Boatwash~Review.pdf Preliminary Survival Design Criteria for Nghi Son Cement, Gulf of Tonkin, Vietnam, WNI Science & Engineering, 1996. Royal Haskoning, SMEC and Center of VAPO 2007. Northern Delta Transport Development Project. Consultancy Services for Feasibility Study and Preliminary Engineering Design. Inception Report, MOT, VIWA, PMU-Waterways Susumu Tanabe, Yoshiki Saito, Quang Lan Vu, Till J.J. Hanebuth, Quang Lan Ngo and Akihisa Kitamura, 2006. Holocene evolution of the Song Hong (Red River) delta system, northern Vietnam Sedimentary Geoloav, Vol. 187, Issues 1-2, 15, pp 29-61 Tran Duc Thanh, YUosiki Saito, Dinh Van Huy, Nguyen Huu Cu and Do Dien Chien (undated), Coastal Erosion in Red River Delta: Current Status and Response, Hai Phong Institute of Oceanology and MRE, Geological Survey of Japan. LINEP, 2006. Viet Tri Paper Greenhouse Gas Emission Reduction from Industry in Asia and the Pacific" (GERIAP), Energy Efficiency Guide for lndustry in Asia- ~ww.eneravefficiencvasia.orq USACE, 2002. Dredged Material Management Plan and Environmental Impact Assessment Mcnary Reservoir and Lower Snake River.Reservoirs, USEPA. Vu Trung Tang, Nguyen Xuan Huan , Vu Ngoc Thanh, Bac Bo Delta Estuarine Area http://coombs.anu.edu.au/-vern/bac-bo/estuary.html Watling K and Dear, S.E. 2006. Managing acid sulfate soils, Natural Resources and Water, Queensland Government, hhtp://www.nrw.qld.gov.au/factsheets/pdf/l62.pdf WWF (htt~://ww.worldwildlife.ora/wildworld/rofiles/terrestrial/im/im0141full.html)

[g-21 9R6212.21/R007alJHUNijm January 2008 C 0 0 C.0, C 0 0 ROYAL HAIKONING

Zhen Li, Yoshiki Saito, Eiji Matsurnoto" Yongji Wang" Susumu ~anabe%nd Quang Lan Vu, 2006, Climate change and human impact on the Song Hong (Red River) Delta, Vietnam, during the Holocene Quaternary International Vol 144, no 1, p 4-28

19-31 9R6212.21lR007a/JHL~Nijm January 2008 * sh'l[

10 APPENDICES

10.1 List of Vegetation, NDTDP Project Areas 10.2 List of Fish in the Red River Delta 10.3 List of Phytoplankton, Zooplankton & Benthos 10.4 List of Samples and Location 10.5 Analytical Methods 10.6 Results of Laboratory Analysis

(10-11 9R6212.21/R007a/JHUNijm January 2008 skew eaz I Location English Name Latin Name Coordinate: 21 '15'08,6" Barnboo Bambusa arundinacea 105O26'56,8" Bermuda grass Cynodon dactylon (L ) Pers. Chrysopogon Chrysopogon acculatus (Rety.) Tnn. Weed Saccharnm spontaneum L.

Location 4: Red River at Vinh Twng Ferry - Vinh Bambusa arundinacea Twbng - Vinh Phuc Province (VT 4) Coordinate: 21 009'36,5" 105030153,9" Saccharnm spontaneum L Melia azdarach

Location 5: Red river at Chu Phan Ferry - Vinh Phuc Province (VT 5) Coodinate: 21 O09'34,3" Weed Saccharnm spontaneum L. 105~38'49,1" corn- Zea mavs L. Banana ------.- - Bamboo Brush Location 6: Red river at Lien Ha, Dan Phvqng, Banana Musa paradisiacal L. I Vinh Phuc Province (VT 6) Canavalia sp Coordinate: 21 O09'52,9" Rhamnacea 105~38'02,8"

9R6212.21/R007a/JHUNijm January 2008 rqn ., ., C.K C 1 C ROYAL HASKONING

Location Latin Name * Man~hotesculunta crantz

8 Location 7: Qu6ng river at Phu Q6ng - Sai Q8ng - Ha NQi City (VT 7) I Coordinate:

Weed Saccharnm spontaneum L. 9 Location 8: Qubna river at Lan Small villaae, Corn Zea mays L. Trung Miu Commune - Gia Lam District - Ha

Coordinate: 21 006'00,2" ) Tr~n

1 Polypodiophyta

11 Location 10: ~uBngriver - Kenh Vang port - Bambusa arund~nacea Hai Dwcrng Province (VT 10) Musa paradisiacal L. Coordinate: Corn Zea mays L. 21 006'58,0n Sensitive plant Mimosa pudiea I .. 1 106~14'43.7" Papaw Caryca papaya L Soybean Canaval~asga

9R6212.21/R007aiJHUN~jm January 2008 wnaueluods wuleq33es

r !I I -1. ? can IOIAL HASKONIYG

Location English Name Latin Name Province (VT 20) Coordinate: 20°'37'08,7" 106O02'59,6"

Location 21: Luoc river at An KhC2 -Quynh Phu - Banana Thai Binh Province (VT 21) Corn Coordinate: Bamboo 20°'42'53,1" China tree 106~23'41,l" Brush Bermuda grass Cynodon dactylon (L.) Pers. Chrysopogon Chrysopogon acculatus (Rety.) Trin. Weed Location 22: Luoc river at Do QU~- x2 Quynh Hoa -Quynh Phu - Thai Binh Province (VT 22) Coordinate: 20°'41 '55,5" 106~19'15.0" Bermuda grass Cynodon dactylon (L.) Pers. Muntingia calabura Brush Bermuda grass Cynodon dactylon (L.) Pers. Chrysopogon Chrysopogon acculatus (Rety.) Tr~n Weed Saccharnm spontaneum L.

9R6212.211R007aiJHUNijm January 2008

C JC ,r ,r a n CJO ROYAL HASKONING

Location English Name Latin Name Location 26: Red river at Nam Phong Confluence Corn Zea mays L. - Nam Djnh Province (VT 26) Sensitive plant I Mimosa pudica Coordinate: 20°'25'49,1 " 1 Ficus hispida 106~12'16.2" easra sp Banana I Musa paradisiacal L.

Ecalyptus I Eucalyptus sp

rnm sDontaneum L. Location 27: Day river at Ng6 ~bng- Xu8n Thljy - Nam Dinh Province (VT 27) Coordinate: 20°'17'55,4"

Cynodon dactylon (L.) Pers.

Location 28: Day river at Dinh Quang Port - Ninh Binh Province (VT 28) Coordinate: 20°'1 5'03,3" Brush 106~00'06.1" Bermuda grass Cynodon dactylon (L.) Pers. Chrysopogon Chrysopogon acculatus (Rety ) Tr~n Saccharnm spontaneum L.

1 I I 30 Location 29: Day rlver at Quiin L~eusmall ( Bamboo I Bambusa arund~nacea

[lo-lo] 9R6212.21/ROO7a/JHUN1jm January 2008 eueueg

ooqueg eueueg . .

euuense3 . -- -. .. eueueg

ooqueg

UO~O~OSAJU?

1002 '3aa 'sa3JnosaH I~DI~OIO!~pue A601033 jo ainj!isul 'q3e~ueqd WOJ) paldepy su!seg .laA!tl qu!q!eql pue laA!u patl aqi 40 qs!j 'Z x!puaddv

N Vienamese Name Scientific Names Nhug C~U Red Thai -binh Note River River River River 44 Ca mrigan Cirrhinus mrigala** + + + + 45 Ca TrBi Cirrhinus molitorella (Cuv.& Val., 1842)" + + + + 46 Ca Dim dht Osteochilus salsburyi (N. & P., 1927) + + + + 47 CaDo Garra pingi (Tchang, 1929) + 48 CaSbt mCIi G. bourreti (Pellegrin, 1828) + 49 Ca Me hoa Hv~o~hthalmichthvsnobilis (Rich.I 845)" -. . + + + + 1 50 Ca Me treng Hypophthalmichthys molitrix (Valiennes, 1844) " + + + + 51 Ca Rwna- Carrasioides cantonensis cantonensis Heinckel + + + + 52 Ca Di&c Carassius auratus (Linnaeus, 1758) + + + +

53 CaChe~ Cvprinus-. carpi0. (Linnaeus,~ 1758)** + + + + ~- 54 Ca Chkn C. melanes (Yen,l978) 55 Cate~dAu lchskauina macrolepis hainamensis (N&P) + Ho chach Cobitidae 56 Ca Chach bun Misgurnus anguillicaudatus (Can., 1842) + + + + Economic 57 Chach da Barbatula fasciolatus (N& P) + --- 58 Chach da duBi d6 B. caudofurea (Yen) + 59 Ca Chach hoa Cobitis cf. sinensis (S & D.1 874) + + + I I I I I I I 60 1 Ca Chach hoa 1 C. yen; Tu, 1986 + 1 86 ca nheo I Siluriformes 1 lvl- Ho liing Bagridae I 61 Ca LBnq Hemibaarus elonuatus (Giinther ) Red Book (V) + I Pelteobagrus fulvidraco (Rich., 1846) + + 1 P. viruatus- (Oshima, 1926) + 64 Ca Mjt tron Elteobagrus kyphus Yen, 1978 + + Ho ca Nganh Cranoglanididae 65 CaNganh Cranoglanis henrici (Vaillant,1893) + + + Ho nheo Siluridae I - I 66 1 Ca Nheo I Silurus asotus Linnaeus, 1758 + + + +

9R6212.21/R007a/JHUNijm January 2008 N Vienamese Name Scientific Names Nhue C&U Red Thai -binh Note River River River River 67 CaTheo S. cochinchinensis (Val., 1840) + + + + Ho tre Clariidae 68 Ca Tre tring Clarias batrachus (Linnaeus, 1758) + + + Economic 69 CaTre den Clarias fuscus (Lacepede) + + + + Economic 70 Ca Trevang Clarias macrocephalus Gunther, 1864 + + + 71 Ca Tre lai (tre Phi) Clarias gariepinus (Burchell, 1815)" + + + + Be mang tirn Synbranchiforrnes Hg Iwwn Synbranchidae 72 Lwwn Monopterus albus (Zuiew, 1703) + + + + Economic Hg chgch song Mastacernbelidae 73 Ca Chach s6ng Mastacembelus armatus Lacepede, 1800 + + + + Ho b8ng tring Gobiidae 74 Ca B6ng da Rhynogobius giurinus (Rutte,l897) + + + + 75 Ca B6ng da khe R. leavelli (Herre, 1935) + 76 Ca B6ng cat Glossogobius giuris (Hamilton, 1822) + + + + 77 Ca B6ng rnhu mat G. biocellatus (C. & V.,1837) + Ho ~6ngden Eleotridae 78 Ca B6ng suBi den tBi Eleotris fusca Bloch & Schneider, 1801 + + + 79 Ca B6ng rnoi E. melanosoma Bleeker, 1852 + + 80 Ca B6ng den nh6 E. oxycephala Tern. & Schl., 1845 + + + + 81 Ca B6ng subi diu ngan Philypnus chalneersi (N. & P., 1927) + B6 ca vww Perciforrnes Ho Ro phi Cichlidae 82 Ca R6 phi van Oreochromis niloticus (Linnaeus, 1758) " + + + + Ca R6 phi den 0. mossambicus Peters, 1880 " + + + + ca ~6 Dhi di, Oreochromis niloticus & 0. aureus" + + + Ei 1 -- Pereichthyidae I Coreoperca whitehead; IBoul., 1869) + I

9R621221iR007alJHUNijm January 2008 29 P9 68 ES + (208 1 'apada3el) s!suau!s sapau!~ydal U08B3 S6 aep!woa unq e3 OH + + sa-!!le/ '0 30s B3 P6 ar 1- C 70 ROYAL HASKOWllG

English names

Vietnamese name Enalish name 1 Scientific name I - I BO ca that Iat I Osteoglossiformes Ho ca that Iat Featherbacks Notopteridae Ca that lac (+) Bronze featherback Notopterus notopterus (Pallas, 1780) Ca corn - (++) Clown featherback Notopterus chilala (Hamilton - Buchanan, 7822)

BO Ca Chinh Eels *' Anguilliformes HQ Chinh Freshwater eels Anguillidae Ca chinh (+t+) Giant mottled eel Anguilla marmorata Quoy & Gaimard, 1824 BO ca chep Minnows and Carps Cypriniformes Ho chep Minnows and Carps Cyprinidae Tram cd (++) Grass carp Ctenopharyngodon idellus (Cuvier & Valenciennes, 1844) Ca mang Yellow cheek (++) Elopichthys sp Ca chay mat do Barbel chub (+) (++) Squaliobarbus curriculus (Richardson 7846) Ca rnuong Sharp belly (cj Hemiculler leucisculus (Basilewsky. 7855; Predatory carp (+) (++) (+++) Culler flavipinnis Tirant. 7 883 Ca thi&u = ca ngso = ngo

Tro~in d6 Rohu (+) Labeo rohita (Hamilton. 1822)

Vietnamese ~nudcarp (++) Cirrhina molitorella (Valencienes, 1844) Ca Troi trang

-Me trang VN \+) Vietnamese silver carp Hypophthalmichthys harmandi Sauvage, 1844 Ca Ru?ng=ca nhung (++I (+++) Carass~oidesacuminatus (R~chardson.1846 Ca diec [+) Crucian carp (++) (+++) Carassius auratus gibelio (Bloch, 1783) Ca chep (+i Common carp (++) (+++) Cyprinus carpio Linnaeus, 1758 I Onychosioma spp Ca dop (ca Bbng) I Denti carp (++) 1 Spinibarbichthys denticulatus Oshima, 1926

9R6212.21/R007a/JHVNijm January 2008 I ~aue/!od~JJE~ I (+++) d~ez~pnu asaueula!~I !Ou 83

aweu q~uaps aweu ys!(6ug aweu asaweula!~ aep!que~quAs ,, slaa d~ue~s uonl OH

aep~lnlj salu~oj!~3ue~quAs .. slaa Au!ds pue slaa d~ue~s LiL ($381 'j~e//!?l~)!3!JUaL/ S!U ~/60~t?l3

(~~81'lladdnd snu!sseleql snyv .. qs!lle~lue!9 (++ t) (3n e3) 3nu 83 ai?p!JJv 3n 83 OH (~081'apada~e~) sn3snj seyel3 ys!lie:, ~:,ela (+++) uap 3~183

I auieu yj!~uap~ I aueu ys!l[iug I aueu asaueu~a!~ I (L~L1 '43018! snp/n3ewiq ~odl~io(0~81 'sauua!3ua/e~) s!suau!43u!4303 s!ldAJ3oJald 4s!4le3 ~alln8 .. 4s!llea4s neq ua~le3 ~943p=uaqj $3=j?!u $3

(1 081 '~ap!auc/Ds)nue e!uofielle~ -.4s!lle3 BlleM 031 5?3 a&'P!Jnl!S oayu OH (2081 'ap?d?~q)snlelnx?lu snleyda~o!qdo lallnu peaq - ayeus i++!(eoq !p-1q3y3) nty 5?3

aep!leqdac~o!qdo aepyueq3 (+++) speaqayeus enb e3 !y-1q3OH

(9~61'Aa~aq3 9 u!~Ba/lad)iuosswal eue6ueg (+ + +) =nyl UQW-oaq wow y3 aeP!l43!3 36nh y3 OH

!ldrua~ysn!sefiued (+++ ++) nel6ugq 5?3 aep!!se6ued elly3 OH (++I !?Q (SLL1 'I~Y~~JOJ)!layas ez!7 (+++! (++) lallnw pa~!elanla a PP!I!~~W SlallnW !gP- OH seqeue (++) 6ugp OJ e3

(16~c vaolg! snau~pnlsalseqeuv y3~ad6uiqw1l3 uowwo3

01 513 OH aepigueqeuv (+++) (++) saq3lad 6~!qw!l3

(~581 '~Jalad) Sn3!qlueSSOW SIWOJl/30aJO ~!143!3anb!qutezoW (++Iuap !qd '?H I

3b:n~e3 oy !qd CIH e3 OH aeP!l43!3 (ZZQ1 'uo~l!cue~)s,m!6 sn!qo6ossol~ Aqo6 yuei alaue9 (+-+I 6ugq 5?3

('2~8.~ayaa/g) eie~ow~ew s!~loalaAxo ~adaalcpaiqJeyV .dqo6 pues (++I (nu 6u~q)b'uh,n,nl 6ueg e3 aueu a!j!jua!ag aueu qs!16u3 aueu asaueup!A Vietnamese name English name Scientific name 1 Ho ca VLYQC Cich!idae

White seabass, Giant seaperch, Siver Lates calcarifer (Bloch, 1790) seaperch (++)

Hp khdc khong rb 1 Other species (do not have official Vietnamese names)

(++I Opsariichthys bidens Gunther, 1873

Ca sac ven (hluiung ven) (+++)- Hp ro bie n/Nandidae Gangetic leaffish (++) Nandus nandus (Hamilton, 1822) Ca corn - (+ti Hp that Bronze featherback () Clown Notopterus notopterus (Pallas, 1769) Notopterus chitala IaciNotopter[dae featherback (Hamilton - Buchanan. 1822)

sac ran Ho ca Snake skin gourarni (++) saciBelolitiidae Trichogaster. trichopterus (Pallas, 1770)

January 2008 + 'sjleu sua3sa~!n'e!~ell!6e~ j L L - + + + .juoy~s(67) sda3!q )en 143 (~~SZI!N)euln e~pauAs o L --- +++ +++++++ + 'J~=J (q~szl!y~)euln 'e~pauAs - +++++++++++ + zlny sn3e e~pauAs IIIIIIIIIIIIIII aea3e!~el!6e~jAl!wej I

LOOZ '-AON u! u!seg laA!tj patj ayi u! slaA!l auros ie uoiyueldoiAyd 40 sapads pap.103a.140is!l 'E xlpuaddy r3c

cno POIAL HASKONINC

19 Navicula. gastrum + + - - 20 Amphora hendeyi + + + + + + + 21 Cymbella turgida Clever + ---+ + + 22 Cymbella. naviculiformis + + + 23 Cymbella. parva Clever + 24 Cymbella ventricosa Kutz + + 25 Cymbella. tumida + + + 26 Gomphonema sphaerophorum E hr + + + + + - 27 Gomphonema. olivaceum E hr + +++++++ -+ + 28 Gyrosigma attenuatum + + + + + + + ------Family Nitzschiaceae 29 Nitzschia recta Hantsch ++++++++++++

- ~p 33 Surirella robusta ~hr + + Phylum CHLOROPHYTA Order Chlorococcales - Family Hydrodictyaceae I 34 Pediastrum. simplex var. simplex + + 35 Schroederia Setigera (Schroder) Lemm + 36 Tetraedron gracille (Reinsch) Hansg + + - + Family Scenedesmaceae 37 1 Crucigenia tetrapedia (Kirchner) W&G West + + + + + I I- -

9R6212 21 'R007aIJHUN1jrn January 2008 1 38 1 Crucigenia. rectangularis lIi/+lIl 39 Scenedesmus. obiquus 40 Scenedesmus. ellipsoideus Chodat I I Order Zygnematales IllllllIl Illlll Family Zygnemataceae ------41 Spirogyra ionia + + + + 42 Spirogyra. prolifica + + + Family Mesotaeniaceae - -- 43 Gonatozygon aculeatum Hast. + Family Desmidisceae ------1 44 1 Closterium. moniliferum (Bory) Ehr IIIIIIIIII+IIII 45 Closterium. porectum ++++ + --- + 46 Cosmarium sportella Ehr + Order Ulotrichales Family Ulotricaceae ------1 47 1 Ulothrix zonata ( Schmide ) Bohlin I+I+I+I I I I I I+) I I I I I Phylum CYANOBACTERIA Order Chroococcales Family Chroococcaceae ------48 Mycrosystis aeruginosa + + B6 Nostocales Family Nostocaceae 49 Anabaena viguieri Family Oscillatoriaceae - 50 Lyngbya putealis 51 Lyngbya birgei G.M.S.Smith

9R6212.21iRO07alJHUNijm January 2008

LLl 3 ,' .i7 ClG ROYAL HASKOIINC

Quantitative density of phytoplankton at the sampling sites

Note: value in bracket show percent rate (percentage)

9R6212.21/R007a/JHUNijm January 2008

r '9 5 ,r ,r n L'I, ROYAL HASKONINC

Density Distribution of Zooplankton Copepoda Cladocera Rotatoria Total density lnd.lm3 lnd.lrn3 lnd.lrn3 conlrn3 (%I ("/.I ("/.I Nhuthuy Port 72 (63) 42 (37) 0 (0) 114 I Viettri Port 1 66(38) 96(55) 1 12(7) 1 174 1 Viettri Lake 1950 (53) 1260 (34) 480 (13) 3,690 Sontay Port 360 (71) 90 (1 8) 60 (1 2) 51 0 ( Chuphan Port 1 180(67) 1 60(22) 130(11) 1 270 1 1 Phudong Port 1 456(87) 1 48(9) 1 18(4) 522 1 I Kenhvang Port 1 570 (73) 1 180 (23) / 30 (4) 1 780 1 Congcau Port 96 (55) 54 (31) 24 (14) 174 Hanoi Port 540 (9 1) 36 (6) 20 (3) 596 1 Hongvan Port / 648 (92) 1 42 (6) 1 18 (3) 1 708 1 Hungyen Port 492 (92) 24(4) 1 18(3) 534 Narndinh Port 828 (93) 48(5) 1 12(1) 888 I Thaibinh Port 1 564 (97) 1 18 (3) / 0 (0) / 582 1 I Ninhphuc Port / 126(46) 144(52) 1 6(2) 1 276 1

- 9R6212 2llR037alJHUNijrn January 2008 I zinea.ia.~eg + + Z !JS~ESS~Ueln3!qo3 + + lallon !unoz~oqelnaq~o3 aep!lnqqJoa Al!~ed- 1 e!nIeA!a ssel3 -1 eosnjloN urnlAqd uod uod Uod uod IJod IJod IJod uod uod uod uod aye1 uod uod anqdqu!~qu!pweN qu!q!eql uaA6un~uen6uo~ !oueH ne36uo3 6ue~quan,6uopnqdueqdnq=) ~etuos !.llla!h !jlla!A hnqrnq~ uoxel 'ON

LOOZ "AON u! ellap Jaw pal aw u! sJaA!l u! pap~oaa~uo!l~sodluo~ salaads soqluaq-ooz - No. Taxon Nhuthuy Viettri Viettri Sontay ChuphanPhudongKenhvangCongcau Hanoi HongvanHungyen Thaibinh NamdinhNinhphuc Port Port Lake Port Port Port Port Port Port Port Port Port Port Port o llocinma longicornis + $enson) 7. Family - Planorbidae Hppeutis umbilicalis + (Benson) 8. Family Stenothyridae - Stenothyra rnessageri l2 + Bavey et Dautzenberg 9. Family Thiaridae Melanoides + + + + tuberculatus (Muller) Tarebia granifera l4 + (Larnarck)

~~~~~~~~~~ Thiara scabra j5 + (Muller) 10. Family Viviparidae ngulyagra boettgeri + + :Heude) Angulyagra polyzonata + ,, (Frauenfeld) Sinotaia aeruginosa + (Reeve) Phylum Arthropoda Ill. Class Crustacea Order DECAPODA Suborder MACRURA 11. Family Palaemonidae 8 L

9R62 2 21/R007a/JHUNijrn January 2008

-0, COO ROYAL HASKOWIWG

Individual quantity of zoobenthos groups at rivers in the Red River Delta (Nov.2007) Zoobenthos groups Locations Bivalvia Gastropoda Crustacea Total Nhuthuy Port 4 4 Viettri Port 3 2 5 Viettri Lake 22 9 3 1 Sontav Port 6 6 Chuphan Port 3 Phudona Port 2 1 3 - I I I Kenhvang Port 1 1 2 1 Congcau Port 1 3 2 Hanoi Port 188 4 192 Hongvan Port 1 2 3

Hunaven-, Port 1 1 Narndinh Port 8 Thaibinh Port , 0 , 0 0 0 Ninhphuc Port 15 10 25 Total 32 227 30 289

Biomass of zoobenthos groups at rivers in the red river delta (Nov., 2007) Zoobenthos groups Tram Bivalvia ) Gastropoda 1 Crustacea 1 Total (g) ~huthuvport 2.5 2.5 Viettri Port 1.5 0.3 I Viettri Lake 16.8 0.9 17.7 Sontay Port 0.5 Chuphan Port 0.2 0.2 Phudong Port 6.4 0.6 7 - Kenhvann- Port 0.01 1 , 1.O1 / Conacau- Port 1 0.7 0.9 0.21 1.81 7 Hanoi Port 54.3 0.9 55.2 0.9 3 3.9

2.2 Thaibinh Port 0 0 0 0 Ninhphuc Port 25.6 7.42 33.02 / Total lal 32 227 30

9R6212.21/R007alJHLtNijrn January 2008 Individual quantity of benthos species ( Nov.,2007)

1 Total 14 15 13116]3131 2 16 11921 3 11 18 (0251 289 1

Biomass of zoobenthos species (Nov.,2007)

[lo-351 9R6212.21lR007alJHUNijrn January 2008 rno

E1C ROYAL HASKONING

Appendix 4. Location of the sampling sites and studied environmental components Studied Components Location Coordinate Water Soil Sediment Noise Vibration Aquatic orqanisms- VT 1 Nhuthuy landing site - Nhuthuy - Lapthach - 2lu19'47,4" X X X X X X Vinhphuc province 105O26'35,2" VTZ-port Viettri port - Viettri city - Phutho Province 21 '1 7'56,3" X X X X X X 105O26'36,6" I vrz- Lake Viettri Lake - Viettri city - Phutho province 21 '1 8'07,8" X X X X 105O26'05,5" Vr3 Vinhtuong - Vinhphuc province 21°15'08,6" X 105O26'56,8" VT4 Sontay Port-Sontay clty - Hatay province 21 '09'36,5" X X X X X X 105~30'53.9" I I I I I I I I VT5 Chuphan Ferry - Vinhphuc province 21 U09'34,3" X X X X 105O38'49,l" I VT6 Hongha Commune - Danphuong District - Hatay 21 '09'52,9" X

~rovince 105~38'02.8"~ ~ Vr7 Phudong landing site - Saidong District - Hanoi 21U02'41,2" X X X X X X City 105O57'34,o" VT8 Trungmau Commune - Gialam District- Hanoi City 21 U04'02,0" " A 105O59'48,5" 1 VT 9 1 Daila Commune - Giabinh District - Bacninh I 21U06'00.2" ., X Province 106'1 2'06,lW VT 10 Kenh Vang Port - Luongtai District - Bacninh 21 '06'58,oX X X X X X X Province 106~14'43.7" I Vrll Narntan Commune - Namsach District - Hungyen 2lu04'56,9" X Province 106~19'19,9" VTl2 Cong Cau Port - Haiduong City - Haiduong 2oU'54'46,2" X X X X Province 106~20'34.9" X X I I VT13 Hiepson Commune - Kinhrnon District - Haiduong Povince 106~23'21.2"

9R6212.21/R007a/JHUNijm January 2008 Studied Components I Location Coordinate Water Soil Sediment Noise Vibration Aquatic oraanisms VT14 Truongtho - Anlao District - Haiphong City

1 VTl5 Truongson - Anlao District - Haiphong City

VT16 Hanoi Port - Hanoi City

I VT17 1 Hongvan port - Thuongtin District - Hatay Province VT18 Thongnhat - Thuongtin District - Hatay Province

Caoxa - Hungyen Province VT19 I U20 Quangchau - Hungyen town - Hungyen Province , VT2l Ankhe - Quynhphu District -Thaibinh Province

Que ferry - Quynhhoa Commune - Quynhphu District - Thaibinh Province Vietyen - Diepnong Commune - Hungha District -Thaibinh Province Thaibinh Port - Thaibinh City - Thaibinh Province

VT25 Namdinh Port - Namdinh City - Namdinh Province VT26 Namphong - Namdinh Province

I VT27 Giaothuy - Ngodong - Xuanthuy District - Namdinh Province VT28 Ninhphuc Port - Ninhbinh City - Ninhbinh Province

January 2008

Vietnamese Academy of Science and technology Institute of Chemistry

Department of Analytical Science and Technology

Hanoi. December 32, 2007 Appendix 5. Analytical Methods used for the NDTD Project ' (Water, soil, sediment samples collected by VESDEC team in Nov. & Dec, 2007)

( PARAMETERS 1 METHODS INSTRUMENTS FOR DETERMINATION

TCVN 6492:1999 US pH meter Metrohm EPA 1501 APHA 521 0B VELP Scientifica TCVN 6001 :I995 I APHA 5220 Cintra 40 UV-Visible Spectrometer /GBC Scientific TCVN 6186:1996 Equipment Pty Ltd / Australia and USA -- I CN- apha 4500 Equipment Pty Ltd / Australia and USA -- Phenol APHA 5530 C idem NH4 APHA 4500 idem TCVN 5988-95 1 APHA 4500 idem TCVN 61 80-96 APHA 4500 N idem - -J-P APHA 4500 P TCVN idem 4 Pb, Zn, Cr, Fe Cd, Al F* Perkin - Elmer 3300 USA -1 I I /-AS. Hg APHA 31 14,3112 AAS Perkin - Elmer 3300 /MHS-10 - USA I I Pesticides a~ha6630 B HP 5890, HP 6890 GCIECD - USA Organochloride

Oil total apha 5200 Cintra 40, UV-Visible Spectrometer Australia - Coliform Tcvn 4584-88 ESCO LAMINAR Flow Cabinet

Conducted by a Team of Ass. Prof. , Dr. Signature Le Lan Anh

Assoc. Prof. Le Lan Anh

Department of Analytical Science and Technology

9R6212.21/R007a/JHUNijrn January 2008 *S>IEC

Air Quality Measurement

Parameter Measurement1 analysis equipment

Humidity Humidity Meter SK - 80 TRA ( Japan ) Noise Noise Meter ON0 SOKKl ( Japan ) Dust Dust detector KANOMAX ( Japan ) Son TEST0 350lXL ( Germany ) NO2 TEST0 350lXL ( Germany ) CO TEST0 350lXL ( Germany ) Wind speed Wind speed meter D - 79853 ( Germany )

9R6212.211R007aIJHL/Nijrn January 2008 ROYAL HAIKOMIWG

Appendix 6. Results of Laboratory Analysis Water Quality of the river in the Northern Delta Nov.2007

NO Sampling Temp. pH TDS Turbidity SS DO BODS NH4' Total N NO; Total P Total oil Phenol Coliform sites (Oc) (mg/L) (NTU) (mg/L) (mg/L) (mg/L) (mg/L) (mg/L) (mg/L) (mg/L) (mg/L) (pg/~) (MPN/lOOrnL) 1 VT1 21 7.2 139 16 24 6.4 13 0.401 2.235 1.024 0.391 ND 0.1 24 71 00 I 2 VT2 22 7.3 140 36 52 6.3 9 0.154 1.931 0.828 0.359 0.30 ND 1600 - Port 3 VT2 2 1 7.4 147 6 12 6.4 8 0.132 0.586 0.622 0.407 0.1 6 0.146 1200 - Lake 4 VT4 2 1 7.4 139 40 60 6.4 7 0.477 1.435 0.782 0.407 ND ND 4500 5 VT5 22 7.3 131 38 58 6.2 14 0.578 1.044 1.016 0.342 0.34 0.115 2300 6 VT6 22 7.4 138 42 62 6.3 12 0.567 1.226 0.986 0.374 ND ND 5800 7 VT7 21 7.2 140 36 54 5.8 5 0.797 1.215 1.I24 0.359 0.26 0.123 1900 8 VT10 2 1 7.3 144 44 56 5.5 4 0.631 1.616 1.31 2 0.586 0.20 0.1 15 4800 9 VT12 22 7.0 145 28 34 4.8 8 0.683 1.934 1.546 0.668 ND ND 3000 10 VT16 22 7.4 152 46 64 4.0 6 0.679 2.505 2.015 0.108 0.22 ND 1300 11 VT17 2 1 7.3 157 42 58 4.1 15 0.871 2.274 1.844 0.101 ND ND 1600 12 VT19 20 7.4 163 50 62 4.2 7 0.592 2.824 2.124 0.101 ND ND 2600 13 VT24 2 1 7.0 180 18 24 3.7 8 0.756 1.882 1.276 0.087 0.04 N D 1500 14 VT25 22 7.2 230 38 52 3.8 18 0.688 2.541 1.917 0.087 ND ND 2700 15 VT28 21 7.6 264 42 56 4.4 9 0.672 1.692 1.322 0.456 0.68 ND 5200 ------

TCVN-- B 5.5- c25 1 15 0.3 20 10.000 5942 - 9 80 12 6 - 20 16 1 5.000 83

9R6212.211RO07aiJHUNijm January 2008 11671 OS :(lA) 13 SO '0 10'0 1 1 w 116d 001 :(III) ~3 5661-Zt6S NA31 11671 OS :(lA) 13 00 1 OZ Z Z 8 1/m0001 :(Ill) A3 P9't L L L'P EE'O PZO'O CLL'L 8ZlA 8 1

EZ'9 PZ'P SE'O PPO '0 P69'0 SZlA L L 19'9 9L.E 09'0 LSO'O 688' 1 PZlA 9 1 E9'S 1O.P 82'0 LSO'O 6E9' 1 6 11A S 1 6E'O 1 1Z'E 6E'O EPO'O ZL6' 1 L 1lA PC 95'6 S8'E 1E'O 9E0'0 8LL'O 9 11A El EO'O 1 68'2 82.0 620'0 699'0 Sl lA Z I 60'9 1 6Z'E OE.0 SEO'O S86'0 EL LA 11 PL'Z L L'P 6E'O EPO'O 6 19'0 Z 1lA 0 1 LE'S 1 81'E 92'0 LEO'O 9EE'O 11lA 6 SS'Z 1 P9'E PE'O ZEO'O EPL'E 0 LlA 8 6S'L SP'E 11'0 680'0 896'0 LlA L 96'6 Z6'E 82'0 OPO'O ZZL'Z 91A 9 60'8 10's 1E'O ESO'O CLS' C SlA S IS'S 12.9 LZ'O 8E0'0 S8L'O PlA P EZ'ZZ PL'E 8 1'0 LEO'O 1EO'O aye1 - ZlA E L6'8 1 86'E OE'O ZPO'O 820'0 lJ0d- ZlA z 01'6 1 S I'P SZ'O 1EO'O 920'0 1lA 1 (llrn) sw (11m) 13 let01 (llfw P3 (116~)uz (116UJ)ad sa)!s 6u!ldues ON

Sediment Quality at the study area, Nov.2007

24 VT23 7.33 9.72 1 42922.33 11.92 0.94 81.25 85.46 0.33 ND 25 VT24 7.57 8.91 37227.11 8.78 0.39 75.00 70.26 0.16 ND 26 VT25 7.56 9.45 34201.48 11.39 0.79 65.00 66.03 ND ND 27 VT26 N D ND ND I ND ND ND N D ND 48.00

9R6212.21/R007alJHUN1jm January 2008

alqej~ajapuou .aN '2 LOO2 JaqWa*oN 'L6olouq3al pue sa3ua13~10 Awape3y leuotjely - hjs!waq3 10 ajnjijsul aqj 10 A~oje~oqelle31dleue aqj u! paj3npuo3 seM saldwes juau~paspue 110s 'laje~papallo3 //e10 s~sL/eoy 1 .'SalON 1'0 > 1.0 > 1.0 > C'O > 1.0 > 6n16d v 1808vd3 aiwns ue~nsopu3 61 L'O > 1'0 > 1'0 > 1'0 > 1'0 > 6~/6d V 1808Vd3 a~h4a~leuJ!Pu3 8 L 9'0 S.0 8'0 S'O E'O 6~/6d V L808Vd3 ~0143lhx04la~L 1 L'O > L'O > 1.0 > 1.0 > 1.0 > 6~1671 v 1808vd3 laa-,~'~91 L'O > L'O > L'O > 1.0 > 1.0 > v ~808vd3 z uellnsopu3 GI L'O > L'O > E '0 L'O > 1'0 > V L808Vd3 ~~Q-~P'PPL 1'0 > 1'0 > 1'0 > 1'0 ' 1.0 > 631611 V L808Vd3 au!JPu3 EL L'O > L'O > L'O > L'O > L'O > 691611 V L808Vd3 ~u!JPI~!~ZL L 'O> 1.0 L .O L'O > E '0 6~/6d V L808Vd3 L ue!lnsoPu3 L L 1'0 > 1'0 > 1'0 > L'O > 1'0 > 6~/6d V L808Vd3 3aa-,~'~OL L'O > 1'0 > 1'0 > 1'0 > L'O > 6~1611 V 1808Vd3 uePJol43 -d 6 L'O > 1'0 > L'O > L'O > L'O > 6n16d v 1808vd3 U~PJOIY~-D 8 L'O > L'O > L'O > L'O > L'O > 6n16d v 1808vd3 ap!~oda~0143~1da~L 1'0 > 1'0 > 1'0 > 1'0 > 1'0 > 6>(16d V L808Vd3 au!JPlV 9 S'O 1.0 P '0 P'O > S'O 6n16d v ~808~d3 ~ol43eida~ s 8'0 S'O S'O S'O C' c 6n16d v ~808vd3 3tia-ewa P 1'0 > 1'0 > 1.0 > 1'0 > 1'0 > 6>/6d V L808Vd3 3HB-elaB E 1'0 > 1'0 > 1'0 > 1'0 > 1'0 > 6~/6~i V 1808Vd3 3HB-euwe9 Z L'O > 1'0 > 1'0 > -1'0 > 1'0 > 6~/6d V 1808Vd3 3HB-e4lV 1 OCJA S LlA Z ClA 0 ClA blA PorllaW (S~U!JOII.~OUE~J~) 11nsatl ~!un le3!fileuv ap!3!1sad N LOOZ'AON 'eare Aprils aqi le luat.u!pag u! uo!~eu!weluo3ap!mlsad rnz L.0 LO3 POYAL HASYOWING

I Water Quality of the river in the Northern Delta, Dec. 2007 N Sampling pH TDS Turbidity SS T~otalN N03- Total P Total oil Phenol sites (mglL) (NTU) (mg/L) DO(mgiLrl (Boy;) (mglL) (mg/L) (mg/L) (mglL) (mg/L) (kg/L) -7(MPNIlOOmL) 1 W11 7.1 150 48 60 5.8 10 0.218 2.1 69 1.712 1.635 ND ND 1,500 2 VW 13 7.1 175 33 45 5.3 5 0.242 3.678 2.536 2.059 0.1 2 ND 700 3 VW 15 7.2 255 55 75 4.5 5 0.31 6 9.1 55 4.722 1.467 0.15 ND 800 4 VT34 7.8 2,500 19 25 6.2 10 0.352 7.357 3.968 0.328 ND ND 900

Heavy metal contamination river water, Dec. 2007

N Sampling site ' Cd (mil) Cr (~g/l) zn(mg/l) Fe (mgll) , AS (~11) 1 11 0.26 3.18 0.031 0.336 15.37 2 13 0.30 3.29 0.035 0.985 16.09

9R6212.211R007a/JHUNijm January 2008 C '1 0 r.1 C iCI ROYAL HASKONING

Sediment contamination in the study area, Dec. 2007

9R6212.21/R007a/JHUNijm January 2008 COD, COO ROYAL MASKOYIYG

Grain sizes of the collected sediment sample, Dec. 2007

Site Coarse Sand (Oh) Limon (%) FT- -- F= --Clay (%) 1 VT 16 1 1.67 76.99 5.82 5.52 2 VT 19 0.12 91.06 4.86 3.96 3 VT 23 I 4.1 1 63.69 8.16 24.04 4 VT 24 0.1 6 61.22 6.18 32.44 5 VT 25 0.49 74.45 2.56 22.50 6 VT 27 0.09 52.45 9.94 37.52 7 VT 28 5.30 67.50 1 1.OO 16.20 8 VT 29 5.28 85.52 4.38 4.72 9 VT 5 64.00 32.22 1.98 1.80 41.01 18.52 39.68

11 VT 1 I 65.75 28.80 2.15 3.30 1 ' 12 VT2-port 61.20 35.1 5 2.40 1.25 13 VT 4 25.10 66.05 4.50 4.35 14 VT 12 10.50 70.55 7.85 11.10

Notes: - VW 5 and VW 1 1: collected in December 2007 Other samples: collected in November 2007

[lo-491 9R6212.21/R007a/JHUNijrn January 2008 ROYAL WASKOIIIG

The Present air quality, noise, vibration and microclimate at the study site (Source: VESDEC - SINTEP, Dec, 2007) - N Site Location T (OC) R. Humidity Wind speed TSP PMlO SO2 NO2 CO Noise Vibration dBA ("/.I (m1.S) mg/m3 mglrn3 mglm3 mg/m3 mg/m3 dBA Lx Lv Lz 1. Phudong Port - G~alarn- 18,5 80 Hanoi city 3.0 0,16 0.05 67,8 32,8 30,l 39,3 Kenh Vang Port - 2. 19.5 75 2.5 0,19 0.10 0,181 36,6 Luongtai - Bacninh 0,035 1,024 60,2 27,4 29,9 3, Cong Cau Port - Tuky 22,2 75 commune, Haiduong 1.5 0,04 0.02 0,057 0,053 1,035 56,8 25,9 22,8 313 In front of High School 4. Ninh Giang - Ninh Giang 21.5 74 1.2 0,03 0.01 0,158 0,061 0,256 67,5 21,O 20,3 36,4 - Haiduong Province On the road 17A,beside 5. Ninh Giang People 21 .O 70 1.5 0,Ol 0.01 0,109 0,025 0,512 53,7 20,O 21,l 30,7 Committee - Haiduong 6, Haiphong port - 19.2 75 2.0 0,07 Haiphong city 0.03 0,257 0,038 1,041 61 ,1 43,9 48,7 32,O 7. Thaibinh Port - Thaibinh 18.5 85 1.8 0,18 0.05 0,206 0,023 0,768 68,7 30,2 31,3 46,6 - Narndinh Port - Narn 20.0 85 1.8 Dinh province 0,09 0.03 0,193 0,022 0,504 58,8 21,2 22,l 30,9 Dong An - Nghia Lac - 20.5 80 1.5 0,27 0.11 44,4 Nghia Hung - Nam Dinh 0,286 0,092 0,760 65,6 39,l 435 Ninh Phuc Port - Ninh 21.2 78 2.1 0,13 Binh Province 0.05 0,202 0,026 0,258 60,3 21,6 22,4 21,7 Hong Van Port - Hong 1 1 Van - Thuong Tin District 19.5 81 1.2 0,02 0.01 0,237 0,047 0,763 75,8 69,9 69,l 64,5 - Ha Tay Province 12 Sontay Port - Sontay city 20,0 75 1.5 0,Ol 0.01 0,l18 0,028 67,4 23,5 - Hatay Province 0.531 25,2 38,3 Nhuthuy landing site - 13 Nhuthuy - Lapthach - 21.5 78 1.2 0,Ol 0.01 0,095 0,024 0,259 54,4 24,7 24,l 32,2 Vinhphuc province - Viettri Port - Viettri City - 75 1.8 0,12 0.03 0,161 0,053 0,266 52,4 28,9 I :: ~huthoProvince 24,3 60 39"-t"'- TCVN 5937 : 2005 0.3 - 1 0.35 0.20 30 TCVN I 5949:1998 I Sampling duration: 60 minute The Vietnamese Standard (TCVN 5937 - 2005) for PM 10 (24h average) is 0 15 mglm'

The Vietnamese Standard for Noise at residential administrative area = 6OdBA in day t~me(6 am - 6 pmj at mixed residential and commercial area = 75 dBA in day time The Vietnamese Standard for vlbrat~oncaused by construction achvity at res~denbaladministrative area = 75 dB (7 am - 7pm)

January 2008

KUALA LUMPUR REGIONAL TRAINING CENTRE I II \I KLRTC Par lnery

8"8.4 UPDATE Vol3, No: 1, April 2006

KLRTC VIII: SUSTAINABLE URBAN TRANSPORT IN ASIA AND THE PACIFIC REGION

Transport is one of the top challenges faced by most cities in Asia and the Pacific region. Bad transport has I Seoul Moving Closer I caused tremendous loses for big and mega cities. I Toward Sustainable Transport ( TraFtic congestion in Jakarta, for example, costs I -d approximately USD1.2 billion in losses for the City Dr. Kim Gyeng ChuYs presentation was rated high annually. by participants for its usefulness and relevane to the challenges faced currently by most c~tiesIn The Kuala Lumpur Regional Training Centre (KLRTC), or the Region. Dr. Kim, from the Seoul Development CIFAL Kuala Lumpur, again underscored the importance Inst~tute(SDI), is the key person behind Seoul's of an integrated transport system. KLTRC VIII on transit reforms, which have enabled Seoul to Sustainable Urban Transport was held from March 26 to move closer toward a sustainable transport A~ril 1. 2006. and attended bv more than 23 system. perticipants from all parts of the ~egion,such as Suva (Fiji), Esfahan (Iran), Tokyo (Japan), and Surabaya He shared "lovedforward, the (Indonesia). KLTRC VIII focused on important aspects Obstacles and he had to face to make of how to achieve sustainable transport - including them happen. He pointed Out that the strong political will and leadership of Seoul's Mayor was improvementof transportsystems, private sector participation in the management of urban transport - the most important aspect in the successful network, and integrated transport "formation system implementationOf the Bus Rapid Transit System management. (BRTS). Dr. Kim explained how SeouYs transportation A new approach for boosting Cib-to-cib Cooperation system was transformed: from poor to better (CZC), was introduced for the first time in KLRTC in quality of bus services, from car-owner population which panel members reviewed the action plans and to public-transport users. ~~~~l~~transit reforms projects undertaken by the selected participating cities. were able to increase satisfactionwith The panel was comprised of resource persons and practitioners with experience. Makati and Surabaya presented their cities' action plans on Bus Rapid Transit System (BRTS), which were subsequently reviewed by a panel from Kuala Lumpur, Jakarta, and Seoul. The panel then provided the presenters with tips to enhance their plans and projects. The session resulted in the finalisation of C2C cooperation between Makati and Seoul on BRTS (see more detailed article on page 4). Most participants found the Course met their expectations. However, it was pointed out that more time needs to be allocated for field visits and more case ' studies need to be presented centred around photographs of projects. It was also suggested that more CZC cooperation projects be set-up as a follow-up to the course.

-, - - ......

7 PARTICIPANTS -- - - - tA.V.;!.-?.. .: .\td (Alphabetral by Country/Region) Mr. Md. Farukh Aziz, Superintending Engineer, Traffic Eng~neerlng D~vislon, hagar Bhaban, Dhdkd City Corponar~on, Bangladesh. Ern~~l: reddccaqn~onl~ne.com

:, :, 4.: ii .. :, I j Mr. Ou Thonsal, Deputy Manager, Transportation Office, Phnom Penh Municipal~ty,Cambodla. Email: outhonsalscc.ora.fi

C'enlre. j*Lti) i ...... - Mr. Chandrasheler Vasant Oak Joint Secretary to Government of KLTRC VIII participants listed the following as lessons learnt Maharashtra, All India Institute of Local during the course: Self Government, Mumbai, India. Ernail: The process of preparation of action plans and an urban , aiilsabom3.vsnl.net.in; transport plan . dgaiilsg.org The transport reforms of Seoul, including the City's Bus Rapid Transit System (BRTS) Case Study Ms. Lilly Esther Solang, Head The concept of an integrated transport information system Tornohofl City Government, Case study of Kuala Lumpur's integrated bus operation New concepts and strategies of sustainable urban transport The perspectives of large and small cities, their priorities and challenges. The importance of C2C cooperation in urban transportation The reasons why construction of roads and interchanges is not the best solution to traffic congestion Details of developing a public transport system, and traffic management system Transport Development, Jakarta Local ., - Authority, Jakarta, Indonesia. Ernall: banqsis dishubvahoo.corn

Follow-up Activities Mr. Hossein Fattahi, Transport Planner Esfahan Municipality, Esfahan, Iran. Ernall: esfahanmunici~alitvvahoo.con~ Participants planned the following activities after their return to . >,,?, ;i their respective cities/organisations: Prepare a proposal for improvement of urban transport Mr. Shunichi Suzuki, Senior Staff Member, Tokyo Metropolitan Government, Present proposals to the planning and infrastructure Tokyo, Japan, Ernail: committee Shunichi Suzukimember.metro.tokvo.~o Identify exclusive bus lanes for the city Improve 'cycle-ability' within the city .\,,{:,f> .q {. Mr. Sagar Gnawalil Engineer Initiate a partnership project with Kuala Lumpur City Hall on ' toll gates Butwal Municipality, Butwal, Rupandehi, t Nepal. Email: saoarqnawali~at~vahoo.com Organise knowledge management training for staff Mr. Rudra Prasad Gautam, Senior Popularise the use of non-motorised transport : Engineer Prepare a long-term plan for the transport system Division Chief, Public Works Division, Lalitpur Study BRTS in-depth for possible implementation Sub-metropolitan City Office, Pulchowk, Establish continuous cooperation with other cities Lalitpur, Nepal. Ernail: rudra qautarnhotmail.com

PARTICIPANTS

or! :! i:','; (continued from the previous page) Ms. Cherry Joyce Mojica Penano, Project Development Officer City Government of Makati, J.P. Rizal St. Brgy., Poblacion, Makati City, Philippines. Ernail: ~her~i~~~eQmail.~~m Ms. Maria Rosela Palazo Ricamara, Planning Officer I1 Clty Government of Makat~, Urban Development Department 5/F Old Bldg., Makat~Clty, Ph~llpplnes Emall: sell05vahoo corn, uddmakatt qov.ph Mr, Angelito Corpuz Del Rosario, Community Affairs Officer 11, San Jose Clty Local Government Un~t, San Jose C~ty, Phll~pplnes Emall lizdryahoo.com >k ' :A& .A Mr. Kulappu Aratchilage Don Nihal Wickramaratne, Director Engineering (Traffic, Design & Road Safety) Munlclpal Engineers Department, Colombo Mun~c~pal Council, S~ILanka Emall: d~rtraff~csltnetIk

Mr. Mai Dinh Khanh, Official SUTP-Asia is a partnership between the German Technical 140 Hai Phong Street, Hai Chau District, Danang Cooperation agency (m), Bangkok Metropolitan Administration CIW, Vietnam. Email: khanhrnd- (BMA), CITYNET, and the United Nations Economic and Social sqtccdananq.qov.vn; khansqtccyahoo.corn Commission for Asia and the Pacific (UNESCAP). The aim of SUPT-Asia is to help developing Asian cities achieve sustainable !.<):A)r'.jf:~;-:$:,j;3@f<:~~,::[:,:.: ,%$.. G?':,,,! transport goals through the dissemination of information about KBalrg international experience and targeted work with particular cities. Mr. Abd. Raof Baba, Engineer Klang Municipality, Selangor, Malaysia. A major aspect of the project strategy is to work within existing networks and information dissemination channels (e.9. already - Mr. Fauzi Burham, Town Planner planned workshops on related topics; related GI7 project work; Klang Municipality, Selangor, Malaysia. Ernail: existing CITYNET newsletters and information channels; already - mohdfauzi~at~rnpklanq.qov.mv; planned BMA promotional events, etc.) to achieve project abecxhotmail.com objectives. 8k~& The focus areas - and cities - depend on the requirements from Mr. Teik Ong Nah, Senior Engineer clties in Asia. To develop its capacity-building and Urban Transportat~onDepartment, Kuala Lurnpur, implementation activities, the project has established the Malays~a.Email: te~konqdbkl.qov.rnv following main topics of sustainable transport: Ms. Vectronera Florine, Engineer Institutional and Policy Orientation Urban Transportation Department, Kuala Lurnpur, Land Use planning and demand management Malaysia. Email: vectro~at~itis.com.mv; Transit, Walking, and Cycling vectroneraqrnail.com Vehicles and Fuels Environmental and Health Impacts K:r .3b<>l; Mr. Jaine Wajirnan, Engineer The project has also produced a Sourcebook for policy makers in Kota Klnabalu City Hall, Malays~a. Email: developing countries that currently contains 23 modules (in ja~nedbkk.~bah.sov.m~ English and other languages), 5 training courses with supporting documents, and many other publications which can be ..t ri?t.~ downloaded from www.sutp.orq. Mr. Mohd Hisamudin Ideris, Planner Kuantan Munlclpallty, Kuantan, Pahang, Malays~a For more information on SUTP, please contact: Emall: mud~envahoo.corn Mr. Manfred Breithaupt, Senior Transport Advisor Division 44-Environment and Infrastructure, P.0 Box 5180, s l . ' + tVt,l~.~\ .1vahoo.com

City-to-City Cooperation: Makati and Seoul Partner on Sustainable Transport C,f-ry ,iy FT ~RTChas facilitated C2C cooperation between Ms. Bernadia Irawati Tjandradewi, Programme Makati and Seoul Development Institute on Manager (KLRTC - Advisor) sustainable transport with focus on Bus Rapid CTYNET, The Regional Network of Local Authorities for the Management of Human Settlements, Yokohama, Transit System (BRTS). The Memorandum of Japan. E-mail: bernadiacitvnet-atxorq Cooperation (kc) is being finalised to formalise this ,3 "s, partnership. l..dbX Dr. Leong Siew Mun, Deputy Director of Urban Transport, City Hall of Kuala Lumpur (KLTRC - The C2C project will be implemented as part of the Tehnical Advisor) CITYNET INFRA Cluster activities. The project is Kuala Lumpur, Malaysia. E-mail: idbdbkl.qov.my expected to be a showcase for KLRTCs impact. ,.. .. ."? ."? i L Mr. Manfred Breithaupt, Senior Transport Advisor m, Eschborn, Germany. Email: manfred.breithauptqtz.de ;. ~.. " C/'iS [:<.i'.pj:?" Mr. Azhari Omar, Manager, LG CNS (M) Sdn.Bhd Kuala Lumpur, Malaysia. Email: azharilgcns.com

,'dh[f<~r)8:L.2 !b?Y:j(:; Jf ~tl:;;'y>P,"~ Dr. Paul Barter, Assistant Professor, LKY School of Public Policy, National University of Singapore, Singapore. Email: paulbarternus.edu.sq <> \;,:!"$ ii,. .. Mr. Rein Westra, Chief Executive Director, Selangor, Malaysia. E-mail: Rein Westrarapidkl.com.mv 1 Tlrr initi~rlnleetinp between Makatr Dr Krnl of Seoul I and the ~l~~~~~~ecretarrat.together with CNS 1 i~ Dr. Kim Gyeng-Chul, Director, Seoul Development Company - u partner in Seoul's publ~ctransport Institute, Seoul, Korea Emall: qck~msd~.rekr

7 -7. Mr. Hari Ramalu Ragavan, Program Manager CITY SHARE - Core Methodology Kuala Lumpur, Malayse. Emall: hanramalu.ragavanundp.org UNITAR has introduced CITYSHARE as a core .J V" sq methodology based on knowledge management in Ms. Berta Pesti, Associate Programme Officer every KLRTC Training Course. CITYSHARE is useful to (KLTRC - Advisor), Pala~s des Nat~ons, Geneva, assess the cities'/organisations' level of expertise and Sw~herlandE-mall: berta pestlun~tarorq knowledge, and benchmark it with others. Using a -ls.8$a> t?.*~%~<~t4 self-assessment matrix, it enables participating Mr. Yves Cabana, Vice President - Sustainable cities/organisations to compare their present and past Development, VEOUA Envlronnement, Pars, France performance, and set tarQets for the future. E-mail: yves.cabanaveol~a.com CITYSHARE results in the identification of champions and facilitates cityio-city cooperation by matchlng Note: To avoid automatic search engines for those who have something to share with those who we put cat, instead of in all e-mail wlsh to learn. - -

KLRTC Update is published by the CITYNET Secretariat in Kuala Lumpur Regional Training Centre (KLRTC) or collaboration with all KLRTCpartners. Articles can be CIFAL Kuala Lumpur, is a joint initiative launched in reproduced; citing of the source is requesled. 2003 by CITYNET, UNITAR, KL City Hall, UNDP, ano Veolia Environnement that aims to strengthen local KLRTC Secretariat Conracf: governments' capacity to deal with sustainable CITYNET (The RegionalNehvork of Local Authorities for the development. KLRTC is the outcome of our Management of Human Settlements), 5F, International commitment expressed at the WSSD (World Summir Orgmzations Center, Pacifico-Yokohama, 1-1 -1 Minato Muai, on Sustainable Development), in Johannesburg in Nishl-ku. Yokohama 2200012, JAPAN. 2002. Tcl: (81 -45)2232161;Fax: (81-45)2232162 E-mail: ?UfbC&itvnet-ao.org Since ts establishment, KLTRC has run more than Wcb: hua:/lwww.cltvnet -ao.orp;l eight training courses covering a wide area of urban hl~~://dbkl~ov.mv/others/KLRTC/ environmental challenges.