December, 2010

Hai Phong Department of Transport Regional Transport Works Project Management Unit

Public Disclosure Authorized ENVIRONMENTAL IMPACT ASSESSMENT HAI PHONG URBAN TRANSPORT DEVELOPMENT PROJECT

Volume 1A:Construction of the Bac Son - Nam Hai East-West Arterial Road

Public Disclosure Authorized

Public Disclosure Authorized

Public Disclosure Authorized

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Table of Contents

Table of Contents ...... 1 List of Figure ...... 3 List of Table ...... 5 Abbreviations ...... 6 List of Institutions Involved ...... 8 SUMMARY OF PROPOSED PROJECT ...... 9 FOREWORD ...... 11 OVERVIEW ...... 13 Introduction ...... Error! Bookmark not defined. Policy, Legal, and Administrative Framework ...... 15 Environmental and Social Safeguards...... 16 DESCRIPTION OF PROPOSED ROAD PROJECT ...... 19 The Bac Son - Nam Hai East-West Link ...... 19 Two main sections ...... 20 Major Construction Material Quarries ...... 24 Concrete Batching Plants ...... 26 Analysis of Alternatives ...... 27 The Do Nothing alternative ...... 27 Build alternatives ...... 27 ENVIRONMENTAL CONSIDERATION ...... 30 The Human Environment ...... 30 Hai Phong City ...... 30 Existing and Planned Transportation Network ...... 30 Social and Economic Characteristics of Hai Phong City ...... 33 Socio-Economic Development of the Wards and Communes ...... 35 Existing land use ...... 36 Archeological Resources ...... 37 The Natural Environment ...... 38 1

Physical Environment ...... 38 Ecosystems and Protected Areas ...... 41 Anticipated Environmental Impact and Mitigation Measures ...... 48 Reduced Project Footprint ...... 51 Social Effects ...... 52 Resettlement Program ...... 52 Community-Wide Effects ...... 52 Effects on Local Enterprises and Economy ...... 53 Land Use Effects ...... 57 Impact Assessment of the Cau Rao Curved Bend at the Lach Tray River ...... 68 AVOIDANCE, MINIMIZATION, MITIGATION AND OFFSET MEASURES ...... 106 Offset Project next to the Vinh Niem Ward ...... 112 COMMUNITY CONSULTATION PROCESS ...... 115 CONCLUSION, RECOMMENDATION AND COMMITTMENT ...... 118 Conclusions ...... 118 Recommendations ...... 118 Project Owner Commitments ...... 119 Regulation on Water Environment ...... 119 List of Preparers ...... 120 Environmental Impacts Assessment Consultants ...... 120 List of staff involved in the EIA report ...... 120 ANNEX ...... 122 Result of public consultation ...... 122 Consultation with Government Authorities in relation to scope of works covered in EIA TOR ...... 122 Consultation with community leaders and representatives of affected households on draft EMP ...... 127 Meetings with affected communities ...... 129 Environmental and Social issues along the Right of Way ...... 138

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List of Figure

Figure 1.1. Hai Phong Location...... 13 Figure 1.2. Hai Phong Road Network ...... 15 Figure 3. Proposed 20 Km Alignment Bac Son - Nam Hai ...... 22 Figure 4. Typical Cross Section of Bac Son - Nam Hai ...... 23 Figure 5. Typical Cross Section of Improved Dyke Section ...... 23 Figure 6. Truong Chinh Intersection ...... 24 Figure 7. Material Quarries ...... 26 Figure 8. Concrete Batching Plants ...... 26 Figure 9. Location of Proposed Alternatives in the Eastern Section of the New Arterial Road. . 28 Figure 10. Hai Phong City - Projected Road Network ...... 32 Figure 11. Urban and Rural Population Growth of Hai Phong City (in thousands) ...... 33 Figure 12. Growth of the Gross Domestic Product (GDP) of Hai Phong City (1995-2007) ...... 34 Figure 13. Current Land Use and Distribution of Communes/Wards along Eight Areas of the Proposed Road ...... 37 Figure 14. Diagram showing Monitoring Results of Surface Water in the Study Area ...... 40 Figure 15. Biodiversity Areas Close to the Proposed Alignment ...... 43 Figure 16. Noise Levels (dBA) obtained from 18 monitoring Stations (K1-K18) in relation to the Maximum Allowed by Vietnam Noise Regulations ...... 46 Figure 17. Monitoring Results of PM10 Emissions in relation to Vietnam Standards ...... 46 Figure 18. Monitoring Results of TSP (Total Suspended Particulate) Concentrations in relation to Vietnam Standards ...... 46

Figure 19. Monitoring Results of SO2 content ...... 47 Figure 20. Monitoring Results of HC Petrol Content ...... 48 Figure 21. Enterprises to be Relocated along Proposed Road ...... 57 Figure 22. Hai Phong Master Development Plan to 2025 ...... 59 Figure 24. Future Land Use along Proposed Bac Son – Nam Hai Arterial Link ...... 63 Figure 25. Typical canal in Bac Son Commune ...... 65 Figure 26. Cau Rao curved bend, left bank segment (white line) having strong erosion. Images of Monitoring Points LT8, LT5, and LT4 are shown below...... 93 Figure 27: Water Level along the Lach Tray River before and after Project Implementation ...... 94

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Figure 28. Topography of the River section analyzed. The raw elevation data were provided in AutoCAD format. The pre-processing of raw data was done using MapInfo and ArcView softwares...... 96 Figure 29. Nearshore water velocity along Rao curved bend before and after project implementation ...... 96 Figure 33. Biodiversity Profile along the Project Road Alignment in Vinh Niem area ...... 113 Figure 32. Vinh Niem area next to Project Alignment ...... 113 Figure 34. Master Plan of the Vinh Niem Ward ...... 114

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List of Table

Table 1.1. List of key project management agencies, roles, and responsibilities ...... 17 Table 2. Main Features of the Bac Son - Nam Hai East-West Link ...... 19 Table 4. Description of Major Material Quarries ...... 24 Table 5. Summary of Main Impacts Associated with Alternatives 1 and 2 ...... 29 Table 6. Economic Profile of Households in all the Communes/Wards of the Project Area ...... 35 Table 7. Distribution of Communes/Wards along the Proposed Road ...... 37 Table 9. Monitoring Results of Groundwater Water Quality ...... 41 Table 10. Local Species Numbers and Distribution of Some Animal Groups ...... 44 Table 11. Summary of Anticipated Environmental Impacts by Rank of Importance ...... 49 Table 12. Anticipated Impact on local Enterprises of the Project Area ...... 54 Table 13. Cultural structures located close to the proposed road ...... 64 Table 14. Location of Affected Cultivated Lands and Canal Systems ...... 65 Table 15. Rate of the Largest Discharge through Four River Mouths (Van Uc,...... 95 Lach Tray, Nam Trieu and Chanh) before and after Project Implementation...... 95 Table 16. Noise from Construction Machinery ...... 98 Table 17. Estimated Noise Level (dBA) Along Public and Residential Areas of the Proposed Road ...... 99 Table 18. List of Noise-sensitive Receptors ...... 99 Table 19. Forecast of emissions; worst case scenario projected to 2030 ...... 104 Table 20. Summarized Road Characteristics, Impacted Places, and Minimization and Mitigation Actions...... 108

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Abbreviations

CURRENCY EQUIVALENTS (as of July 7, 2010) Currency Unit = Vietnamese dong (D) VND19,085 = US$1 US$ = SDR 0.66852

DARD Department of Agricultural and Rural Development DOC Department of Construction DIA Department of Internal Affairs DONRE Department of Natural Resources and the Environment DPI Department of Planning and Investment DOF Department of Finance DOT Department of Transport DRC District Resettlement Committees EIA Environmental Impact Assessment EMP Environmental Management Plan GoV Government of Vietnam HPPC Hai Phong People’s Committee HPRTC Hai Phong Road Transport Company MPI Ministry of Planning and Investment NR National Road OP Operational Policy PSC Project Steering Committee PMU Project Management Unit RTWMU Regional Transportation Works Project Management Unit RPF Resettlement Policy Framework RAP Resettlement Action Plan 6

RR Ring road ST State Treasury TD The Transport Division TPD Traffic Police Department

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List of Institutions Involved

Project Administration

1. Hai Phong People’s Committee 2. Project Steering Committee 3. Department of Transport 4. Regional Transportation Works Project Management Unit

Co-implementation and Supporting Agencies

1. The Transport Division 2. Hai Phong Road Transport Company 3. Department of Natural Resources and the Environment 4. Department of Planning and Investment 5. Department of Finance 6. Department of Internal Affairs 7. Department of Construction 8. Department of Agricultural and Rural Development 9. State Treasury 10. Traffic Police Department 11. District Resettlement Committees

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SUMMARY OF PROPOSED PROJECT

Hai Phong is seeking to balance the conflicting pressures of preserving the city’s character while meeting the transport demands posed by high levels of continuing economic growth and urbanization. The city urban network of 330 roads is relatively limited, and congestion of major road arteries has worsened in recent years. A lack of secondary and tertiary roads, especially in Le Chan, Kien An and Hai An, has led to heavy inter-regional traffic flows on main arterial roads such as Nguyen Van Linh - Nguyen Binh Khiem, and Lach Tray - Cau Dat. In order to improve access to the modern port system via NH5 and the northern provinces, a new Bac Son - Nam Hai East-West Arterial Road that will bypass the city center has been proposed. The alignment was approved by the Prime Minister and HPPC in both the Master Plan of the City and the Transport Sector Plan. The proposed road is part of the Urban Transport Development Project (HPUTDP) financed by the World Bank and the government of Vietnam. The Bac Son - Nam Hai East-West Link project includes: i) two new bridges (Dong Khe and Niem 2) over the Lach Tray River and two small bridges (Re bridge and Hai bridge) over the western section of the road ; (ii) deck structure replacement for Niem 1 Bridge to ensure its continued safe operation; (iii) associated land acquisition and resettlement costs, including construction of basic infrastructure for 12 resettlement sites; and (iv) consultant engineering services for detailed design and construction supervision. The estimated cost of the project is US$258.99 million over a five year period. The bypass is a typical periurban road 20 km long, along an alluvial plain delimited by two major rivers (Lach Tray and Cua Cam rivers). The most important impacts are: 1. Human environment: local agricultural areas, local communes/wards (households), cultural buildings (e.g., Pagodas, schools, tombs), and local enterprises during construction. In the long term changes in Land Use (rural to urban) are expected to intensify mostly via development of the area; 2. Physical environment: a) Hydrological connectivity of the area (water supply, drainage, and irrigation of paddy and crop fields) will be interrupted during construction and operation. b) Temporary disturbance due to noise, dust, emissions, vibrations, and waste management during construction. Anticipated impacts on natural areas and species will be negligible as a result of the agricultural and semi-urban character of the landscape and the lack of protected areas along the proposed road. Although the alignment has been designed applying the avoidance principle on densely populated centers, around 3037 households covering 13 communes and wards of five urban/rural districts will be affected in component A. Of these, 1757 households would need to be resettled. During the preparation of the EIA project consultants conducted participatory meetings and workshops involving affected residents of wards / communes in four districts of Hai Phong city. Most households agreed with the policy of project construction of the HPUTDP including the construction of resettlement areas. It is acknowledged that project

9 construction is expected to generate a short-term and temporary increase in ambient dust, noise, water pollution, and waste. However, these impacts will disappear after construction completion. It is expected that traffic density, road accidents, and congestion will be significantly reduced along other routes of Hai Phong as a result of the project. RTWMU will strictly implement mitigation and monitoring measures proposed during construction/operation activities in accordance with the EIA, EMP, RAP, and Vietnam’s environmental Laws.

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FOREWORD

The Government of Vietnam is committed to developing Hai Phong as a significant growth center in the context of the country’s trade and economic development. The volume of imports and exports through Hai Phong ports, which are currently located in the city center, has contributed significantly to increasing traffic volumes. Hai Phong recognizes that its transportation infrastructure will be a key driver in defining or preserving spatial landscape, economic geography and development patterns. The City has therefore ratified the Urban Transport Development Project (HPUTDP). The project development objective is to support enhanced cross-town urban mobility between the different development concentrations, while promoting a modal shift in mobility demand. It will do so by: (a) facilitating integrated urban development through improvement of strategic urban roads to alleviate port and inter-city traffic, and; (b) improve city public transportation service and traffic safety, especially in the urban core and high-density corridors; and (c) enhance capacity and operational performance of transport administration agencies. The HPUTDP includes two main physical works components:

Component A - The component will finance (i) the construction of the 19.9 kilometer long arterial road from National Highway 10 to the Haiphong Dinh Vu port, which includes two new bridges (Dong Khe and Niem 2); (ii) deck structure replacement for Niem 1 Bridge to ensure its continued safe operation; (iii) associated land acquisition and resettlement costs, including construction of basic infrastructure for 12 resettlement sites; and (iv) consultant engineering services for detailed design and construction supervision.

Component B - The component will finance: (i) technical assistance for (a) the establishment of a Public Transport Authority, (b) public transit strategic planning activities, including analysis to optimize route configurations and concessions, support with vehicle procurement, and development of a promotional materials, and (c) associated training; (ii) a pilot program for transformation of Line 2 bus services through higher frequency service delivery with new buses, equipment, and depot, and (iii) physical corridor improvements between Ben Binh and An Lao, including upgrading of access and facilities, public safety improvements and consultancy services for detailed design and construction supervision.

The Bac Son – Nam Hai Arterial Link is an integral part of the HPUTDP. In order to implement the alignment project, two Consultant firms were selected, including: (i) TEDI who was responsible for preparing design alternatives, investment report and basic design for the project, and (ii) Infra-Thang Long who was in charge of preparing safeguard reports including: RAP, RPF, EIA and EMP for the project. The EIA report is founded on the requirements of the Vietnamese Environmental Protection Law and Safeguard Policies of the World Bank.

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The project is based on a four -fold approach to minimize and mitigate environmental and social impacts: Avoidance: Alternative analysis has been regarded as one of the most important mitigation measures to minimize potential adverse environmental and social impact. Minimizing land acquisition and resettlement to the extent possible has also been a key criterion for alignment selection during the feasibility and EA studies. • Sound Engineering for design and construction: The project has been designed and will be implemented with state-of-the art engineering. • Comprehensive Mitigation plans: detailed EMP has been developed based on the EIA report. Compliance framework: strict supervision and monitoring on implementation of mitigation measures during construction.

During report preparation, the EIA Consultants received significant support from relevant agencies. We would like to convey our gratitude to People’s Committees of project wards/communes, PMU, F/S Consultant and staff of relevant departments/agencies including DONRE, DOT, and DOC, for their support and leadership during the entire EIA process.

The EIA reports for the HPUTDP are organized as follows: • Volume 1A: Environmental Impact Assessment of the Bac Son – Nam Hai East West Arterial Road • Volume 1B: Environmental Management Plan of the of the Bac Son – Nam Hai East West Arterial Road • Volume 2: Environmental Impact Assessment and Environmental Management Plan for the Public Transport Improvement Component • Volume 3: Environmental Impact assessment and Environmental Management Plan for resettlement Sites • Volume 4: Executive Summary

Sincerely, INFRA – Thang Long

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OVERVIEW

Introduction Hai Phong is the second largest urban center in northern Vietnam with a population of 1.8 million people of which 50% reside in urban districts. Hai Phong is located in the Red River Delta. It is approximately 100 kilometers east from Hanoi, the capital of Vietnam. Hai Phong City harbors the country’s largest seaport in the Northern region. The port of Hai Phong is situated about 36 km upstream from the river mouth of Cua Cam River. The port serves as a key transport hub by connecting Ha Noi and several Northern provinces, linking the Northern and Southern regions of Vietnam, and facilitating international trade and commerce.

Vietnam has overcome the global financial and economic recession relatively well. Its dynamic economy is expected to keep growing fueled by regional trends in East Asia and in the Country; Hai Phong’s Gross Domestic Product (GDP), in the order of US$1.14 billion (US$1,547 per capita), was attained during 2001-2009 following a remarkable average growth rate of 11.22% annually. This GDP rise parallels the increasing Hai Phong port commercial Figure 1.1. Hai Phong activity. In 2005, the volume of goods transported Location. through the whole of Hai Phong’s port system was Hai Phong is the second largest officially recorded at about 15.33 million tons, of urban center in northern Vietnam which the total throughput of Hai Phong Port was 10.5 with a population of 1.8 million million tons (about 68 percent of the total). As a result people of which 50% reside in urban districts of the mounting pressure on the port the City intends to reorganize the existing port operation and expand its capacity to approximately 150 million tons/year through new port activity away from the city core within the next ten years. This capacity expansion means increasing regional traffic demand, with the heavy-truck volume increasing at about 10.9 percent per year. As the traffic

13 volume increases in accordance with GDP growth (function of Population, Gross Domestic Products and GDP per capita) the ports’ hinterland connections are Hai Phong’s total motorized vehicle fleet was 496,780 in gradually undermined. Pre-export and post-import legs for 2006, of which motorcycles door-to door cargo shipments require land transport. accounted for nearly 95 However, roads in Hai Phong city and Northern Vietnam percent. Figures indicate an are limited in quantity and bad in quality resulting in annual average growth rate for traffic congestion and posited negative impact to logistics the city’s vehicle fleet of more activities. than 16% between 2001 and 2006. Inter-city traffic to and Hai Phong is seeking to balance the conflicting pressures from Hai Phong is currently of preserving the city’s character while meeting the estimated at around 52,000 transport demands posed by high levels of continuing trips/day, and recent forecasts economic growth and urbanization. The city urban suggest that the estimated traffic demand will augment to network of 330 roads is relatively limited, and congestion 177,000 trips/day by 2020. of major road arteries has worsened in recent years. The existing arterial road network increasingly serves regional transport and to a lesser degree interprovincial transport. A lack of secondary and tertiary roads, especially in Le Chan, Kien An and Hai An, has led to heavy inter-regional traffic flows on main arterial roads such as Nguyen Van Linh - Nguyen Binh Khiem, and Lach Tray - Cau Dat.

In order to ensure access to the modern port system via NH5 and the Northern provinces, a new arterial urban road that will bypass the city center has been proposed. While the bypass corridor would help reducing heavy vehicle traffic from the ports along the Nguyen Van Linh - Nguyen Binh Khiem routes, a new arterial road would also promote concentrated urbanization in the urban core of Hai Phong City (minimizing urban sprawl) and ensure the reservation of sufficient right of way for future public transport operations. As shown in Figure 1.2, Nguyen Van Linh – Nguyen Binh Khiem road connects Hai Phong Port with Highway NH 5. It also passes through the sub-urban area of Hai Phong City.

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Figure 1.2. Hai Phong Road Network

Policy, Legal, and Administrative Framework Following the recent findings of a preliminary transport analysis titled “Urban Transport in Medium-sized Cities in Vietnam”, which was conducted for the Ministry of Construction and financed by a Japanese Trust Fund, Hai Phong People’s Committee has requested support for financing key investments in its public-transportation-oriented development strategy. On behalf of the Government of Vietnam, the Ministry of Planning and Investment (MPI) sent an official request to the World Bank on May 9, 2008, for support to a Hai Phong Urban Transport Development Project (HPUTDP). This type of project is consistent with the 2007-2011 Country Partnership Strategy, particularly with components to improve both the national and regional level business environment by reducing logistics/transport costs through the provision of more efficient and reliable infrastructure services, as well as enhancing social inclusion by improving policies and infrastructure to address the needs of the urban poor and migrants. The project is also aligned with the Bank’s sectoral strategy for promoting clean, safe, and affordable transport by improving urban mobility through the construction of critical road infrastructure that facilitates future city development. The urban transport development project is based on the following findings: • Rapid population expansion in Vietnam’s medium sized cities is primarily being driven by rapid economic growth in and around urban areas. • Hai Phong’s strategic vision for developing its transport network includes integrating transport infrastructure and land development to shape urban form, contain sprawl and preserve the city center

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• Increasing household income and motorization trends will present challenges to Hai Phong’s ability to meet travel demand forecasts • The impact of port development on existing urban network capacity warrants special consideration for traffic demand forecasting. • The combination of road network capacity constraints and a mix of heavy and light vehicles are causing congestion, as well as increasing accident rates and pollution levels. Diverting inter-city truck passage and segregating urban traffic, particularly in urban areas by developing bypasses and relocating inter-city transport facilities, can therefore help to alleviate congestion, decrease accidents and ultimately improve the hinterland connections of the Hai Phong Port. Environmental and Social Safeguards

This Environmental Impact Assessment report (Volume 1A) has been undertaken as part of the Feasibility Study. An Environmental Management Plan (Volume 1B) defining the safeguard procedures to be used during the construction and operation of the Bac Son – Nam Hai East-West peri-urban road has also been developed, the provisions of which are to be incorporated into the bidding documents and contracts of all civil works. The EMPs outline the main guidelines and procedures for a range of environmental and social impact activities and aspects including stakeholder consultation, land and building acquisition, resettlement, and chance find procedures for potential physical cultural resources. The guidelines are based on a combination of Government of Vietnam (GoV) procedures and regulations and World Bank operational policies. The EMP also includes screening procedures and monitoring procedures. DONRE will be responsible for reviewing and approving the EIA and EMP. Construction Supervision Consultants will take the lead in ensure contractor compliance with the EMP. Furthermore, DONRE will also be responsible for supervising the implementation of EMP, reviewing project monitoring reports, and may implement regular/ad hoc monitoring, and request further mitigation measures based on their own environmental management jurisdiction. The PMU will contract experienced independent environmental monitoring consultant for external monitoring of compliance with the Environmental Management Plan. The firm will submit (quarterly or bi-annual) monitoring reports to the PMU and to the Bank. A Resettlement Action Plan (RAP) which provides for mitigation measures to address adverse impacts on affected households for all sub-projects has been prepared. The RAP is in accordance with the newly issued Decree 69 on additional provisions on land acquisition, compensation, assistance and resettlement. The objectives, principles and measures proposed to mitigate adverse social impacts are consistent with the provisions of the World Bank’s OP 4.12 Involuntary Resettlement. The RAP was prepared for all households affected by the proposed Bac Son - Nam Hai East- West Link. Hai Phong People’s Committee, supported by the PSC, will assume overall responsibility for the resettlement program. The HPPC will give the final approval for land acquisition, allocation and compensation rate updating. All resettlement site works, 16 compensation and land acquisition costs will be wholly financed by HPPC. The PMU is responsible for overall management and reporting of the resettlement program. The PMU will monitor the progress of social development in terms of relocation of households to resettlement sites and for delivery of rehabilitation assistance to severely affected households. The PMU is to prepare and submit to IDA bi-annual RAP monitoring reports (see Table 1). Extensive consultation with the communities that will be affected by the proposed road project was implemented during the RAP preparation. Information on the project’s objectives and likely impacts, and salient features of the compensation and resettlement policy was disseminated. The participatory approach helped reaching consensus on the resettlement policy and entitlements for various adverse impacts. A similar participatory approach will be pursued further during project implementation to ensure implementation of the project’s RAP. Further consultation with local civil society organizations is proposed during resettlement action plan implementation, especially in planning and designing rehabilitation assistance strategies for severely affected households.

Table 1.1. List of key project management agencies, roles, and responsibilities

Constituent Agency Reporting Implementation Functions and responsibilities Relationship Hai Phong’s People -Standing Line Agency Committee Government Legal responsibility for project -Government Hai Phong Urban Transport Policy Office Delegation of responsibility - World Bank Formation of Project Steering Committee -Related Approval of the procurement plan stakeholders Project Steering Vice Chairman of Strategic project coordination and oversight of policy Committee Hai Phong PC compliance Review and approve of work plans Ensure stakeholders feedback into project outcomes

Department of Project Steering Oversight of PMU operation Transport Committee Approval of final detailed designs and cost estimation. Appraisal of the procurement submission and approval. Selection of contractors and consultants. Review and approve Quarterly Reports and PMU submissions Project Management Steering Overall day-to-day responsibility for HPHPUTDP Unit of Regional Committee and Evaluation of bids/proposals and signing of contracts Transportation Works DOT Coordination of Technical Assistance Subcomponents Providing consultation in detailed design of traffic management and bus operation Monitoring of environmental and social safeguards, construction progress and quality and related reporting requirements. Preparation and submission of monthly and quarterly

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Constituent Agency Reporting Implementation Functions and responsibilities Relationship progress reports to HPPC, PSC , DOT, WB DARD, DIA, DPI, Steering Support and participation in project activities as needed DOF, DONRE, HPRC Committee and DOT

Ministries Coordination as requested

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DESCRIPTION OF PROPOSED ROAD PROJECT

The proposed road project entails the construction of a new Bac Son - Nam Hai East-West Arterial Road. This is a new major link approved by the Prime Minister and HPPC in both the Master Plan of the city and the Transport Sector Plan. The proposed road is part of the Urban Road Project component which includes land acquisition, resettlement, and construction of critical sections of road infrastructure to facilitate future city development, demonstrated improvement of public bus service, and capacity building in transport and key implementing institutions. The Urban Road Component (estimated cost of US$ 252.85 millions USD) will increase urban accessibility through:

(i) provision of improved access to Haiphong’s Dinh Vu port for long distance truck traffic from outside the City; (ii) provision of a new east west link (connected to main north south links) for longer distance and cross town traffic within Haiphong; and (iii) support for urban development towards the city’s western boundaries. The Bac Son - Nam Hai East-West Link The Bac Son - Nam Hai East-West Link project includes: i) two new bridges (Dong Khe and Niem 2) over the Lach Tray River and two small bridges (Re bridge and An Kim Hai bridge) over the western section of the road ; (ii) deck structure replacement for Niem 1 Bridge to ensure its continued safe operation; (iii) associated land acquisition and resettlement costs, including construction of basic infrastructure for 12 resettlement sites; and (iv) consultant engineering services for detailed design and construction supervision (see Table 2). The cross section of the road (Figure 4) provides sufficient width for eventual dual 3 lane main carriageways flanked on either side by 2 lane service/frontage roads. However in this project, based on the initial forecasts of traffic flow, only dual 2 lane main carriageways are to be constructed, with space to add extra lanes in the future.

Table 2. Main Features of the Bac Son - Nam Hai East-West Link

Location It runs from the existing National Highway 10 at Bac Son in the west of the city to the new Haiphong Dinh Vu port area Length 20 km long Width 50. 5 mts No. lanes Dual 2 lane main carriageways

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Road Main Sections Bac Son to Quan Tru (km0-km9); Quan Tru to Nam Hai (km9-km20) Bridges 1.Re bridge (87.8m long) at km 0+700, 2. and An Kim Hai bridge (35.1m long) at km 4+795. 3. Dong Khe bridge (at km 9+463, width: 30m; span structure 4x33+(75+120+75)+4x33 (m)=534m overall. 4. Niem 2 bridge at km 11+150; width: 30m; span structure (4x33+75+120+75+4x33 (m) =534m in total. Underpass 15m long box culvert under the approach road of Rao 1 bridge; using an open U-shape trench. The length of each U-shape segment is 20m; the structure arrangement is 4x20+15+4x20 = 175m in total.

Estimated Construction Time Five years Projected cost $272.35 millions USD; with IDA financing $174.90 millions USD Two main sections The road is divided into two main sections (i) Bac Son to Quan Tru and (ii) Quan Tru to Nam Hai:

Bac Son – Quan Tru link (Western section) (US$90.75 million) This section starts at Bac Son (km 0), where the project road intersects with NH10, and ends at km 9+200 at the approach to the Dong Khe bridge over the Lach Tray river. This section of the road crosses the An Duong district which currently is largely a peri-urban agricultural area, but which is scheduled to be urbanized over the next 10 years in the city Master Plan. The main land features are low laying rice fields alternating with residential areas (villages) and some industrial buildings. This section of road is to be built in two phases. In this project only Phase 1 is to be constructed. This comprises a main dual 2 lane carriageway with a cross-section of 27.5m which is essentially the same as the central part of the full scale cross-section. In phase 2, when the area is urbanized, the local lanes (i.e. frontage roads) will be constructed, as well as footpaths, to complete the 50.5m cross section. In order to protect the land required for future use in Stage 2 from illegal encroachment land acquisition is to be implemented in Stage 1 for the entire 50.5 m width of the cross section. The foreseeable widening also explains for the absence of sidewalks in the Stage 1 design cross-section. There are two small bridges in this section - the Re bridge (87.8m long) at km 0+700, and An Kim Hai bridge (35.1m long) at km 4+795. There is an at grade T junction with the NH10. The Master Plan shows a western extension of the project road to the existing NH 5 Hanoi – Haiphong which is scheduled for construction in 2020 in the Transport Sector Plan. The design makes provision for construction of a flyover across NH10 when this extension is constructed. The other major junction is an at grade interchange with road DT 351 at Km 5+239. The route crosses a number of local tracks. Allowance has been made in the design and costing for provision of pedestrian/NMT/light MV underpasses/overpasses of the road at least every kilometer to ensure continuity of access, in response to concerns raised during consultation during the EA.

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Quan Tru – Nam Hai link (US$97.822 million) This section runs from the approach to the Dong Khe bridge at km 9+200 to Nam Hai at km 20+000, (a length of 10.8km), after which the link enters the new port complex of Chua Ve – Doan Xa. The overall cross section is 50.5m, and this section of road is to be constructed with dual 2 lane main carriageways and 2 lane side/frontage roads, and 5 meter footpaths on either side. This section crosses the Hai An, Le Chan and to lesser extent Ngo Quyen and Kien An districts – all of them urban districts. These districts are largely residential (villages or urban houses) and some industrial buildings. There are two major bridges in this section each with a 30 m cross section that excludes frontage roads and footpaths. Dong Khe bridge (also called Dong Hoa bridge) at km 9+463, is 30m in width and has a span structure 4x33+(75+120+75)+4x33 (m)=534m in total. Niem 2 bridge at km 11+150 is also 30m in width and has a span structure (4x33+75+120+75+4x33 (m) =534m in total. The other significant structure on the link is the tunnel/underpass under the existing Hai Phong – Do Son arterial road approach to Rao 1 Bridge at km 14+000. The design of the underpass provides for building a 15m long underpass below the approach road of Rao 1 bridge; using an open U-shape trench. The length of each U-shape segment is 20m; the structure arrangement is 175m in total. An additional important section is the dyke shifting (by less than 10m) along the Cau Rao curved bend (left bank segment) of the Lac Tray River to accommodate the right-of-way required for the road specifications (see Figure 5). There is a grade separated interchange with Truong Chinh Road (see Figure 6), which is a key link in the Public Transport improvement corridor, immediately after Dong Khe Bridge. There are also important at grade intersections with key north links of Ho Sun/Cau Rao II Road at Km 13+000 and with Le Hong Phong Road at Km 17+850. As part of the road project the Niem 1 bridge deck structure will be replaced in order to ensure its continued safe operation. This bridge is at the northern end of a key north south route which forms part the Public Transport improvement corridor. The structure of the bridge deck is inadequate for the traffic loads and has required extensive and continuous repairs in recent years.

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Figure 3. Proposed 20 Km Alignment Bac Son - Nam Hai Table 3. Road Section Description from Bac Son (km 0) to Nam Hai (km 19+917)

No. From Sta. To Sta. Km Communes/wards Km 1 0 0+880 Bac Son – Le Loi 2 0+880 1+780 Le Loi 3 1+780 2+920 Le Loi – Dang Cuong 4 2+920 4+60 Dang Cuong 5 4+60 5+220 Dang Cuong 6 5+220 6+365 Dang Cuong – Hong Thai – Dong Thai 7 6+365 7+455 Hong Thai – Dong Thai 8 7+455 8+565 Hong Thai – Dong Thai 9 8+565 9+765 Dong Thai – Hong Thai – Quan Tru 10 9+765 10+980 Quan Tru - Dong Hoa 11 10+980 11+965 Dong Hoa – Vinh Niem 12 11+965 13+170 Vinh Niem 13 13+170 14+50 Vinh Niem 14 14+50 15+240 Vinh Niem – Dang Giang – Cat Bi 15 15+240 16+580 Cat Bi – Thanh To

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No. From Sta. To Sta. Km Communes/wards Km 16 16+580 17+600 Thanh To 17 17+600 18+790 Thanh To – Dang Hai 18 18+790 19+917 (end of the Dang Hai – Nam Hai road)

Figure 4. Typical Cross Section of Bac Son - Nam Hai

Figure 5. Typical Cross Section of Improved Dyke Section

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Figure 6. Truong Chinh Intersection Major Construction Material Quarries Material quarries and sandbanks have been identified to support the construction infrastructure works of the road project (see Table 4 and Figure 7).

Table 4. Description of Major Material Quarries

Name of Quarry Location Direction of Service Road Hong Thai sandbank Next to Kien An bridge, Hong Roadway: It is about 50km from sandbank to Thai commune, An Duong road No. 351 and about 7km from road ward, capacity of 200.000m3 No.351 to the construction area. Xuan Phu sandbank Near Niem bridge at Quan Roadway: It is about 10km from sandbank to Tru ward, Kien An district, Truong Chinh road and about 5km from capacity of 100.000m3 Truong Chinh road to construction area. Cau Rao sandbank Near Rao bridge, Ngo Quyen Roadway: the sandbank is located next to the district, capacity of construction road and the average transport 100.000m3 distance is about 5km. Filling sand Near material storage yards Roadway: in inner city near Lach Tray river Dong Than 1 quarry Minh Duc town, Thuy Roadway: It is 5.5km from the quarry to the Nguyen ward, to be 5km far center of the town, from Minh Duc town to away from the center of the formerNR10 (through Binh bridge) and the town, capacity of 100.000m3 average transport distance is about 35km. Waterway: It is 5km from the quarry to Minh Duc port. It is about 50km from Minh Duc port

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Name of Quarry Location Direction of Service Road to Rao bridge, Niem bridge and Kien An bridge. It is about 7km from these places to the project site. Dong Than 2 quarry Near Dong Than 1 quarry, Roadway: It is 6km from the quarry to capacity of 500.000m3 formerNR10 (through Binh bridge) and the average transport distance is about 7km. Ang Gai quarry Near Nui Ni clay quarry, Minh Roadway: It is 5km from the quarry to Duc town, Thuy Nguyen formerNR10 (through Binh bridge) and the ward, to be about 3.5km far average transport distance is about 35km. away from Minh Duc town, Waterway: It is 5km from the quarry to Minh 3 capacity of 150.000m Duc port. It is about 50km from Minh Duc port to Rao bridge, Niem bridge and Kien An bridge. It is about 7km from these places to the project site. Ha Son quarry Minh Duc town, Thuy Roadway: It is 5km from the quarry to Nguyen ward, to be 6km formerNR10 (through Binh bridge), it is 35km from formerNR10, capacity of from the quarry to project site. 800.000m3 Waterway: It is 4.5km from the quarry to Minh Duc port. It is about 50km from Minh Duc port to Rao bridge, Niem bridge and Kien An bridge. It is about 7km from these places to the project site.

Phuong Mai quarry Phuong Nam commune, near Roadway: It is about 25km fromNR10 Da Bac bridge in Uong Bi through Quan Toan to project starting point. commune, Quang Ninh province, capacity of 1 million m3

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Figure 7. Material Quarries

Ha Son stone quarry Phuong Mai stone quarry

Dong Than 1 soil quarry Dong Than 2 soil quarry Concrete Batching Plants Two large-scale concrete batching plants of Hai Phong city have been identified for the project: 1. Hoang Truong asphalt concrete mixing plant; 2. Hung Vuong fresh concrete mixing plant. These mixing plants can meet the project construction demands and are located between 10-15 km from the proposed road (see Figure 8).

Figure 8. Concrete Batching Plants

Hoang Truong Asphaltic Concrete Plant

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Hung Vuong Fresh Concrete Batching Plant

Analysis of Alternatives The consideration of a range of alternatives helps to produce a solution that satisfies the purpose and need for the project while protecting environmental, cultural, and community resources. Two basic categories of alternatives were explored and evaluated for this project: 1. The Do Nothing alternative: includes short term minor maintenance activities that maintain continuing operation of the existing roadway(s) and all other committed projects within the network (such as adjacent roads). 2. Build alternatives: includes construction of a new arterial road which is systematically designed and selected from proposed road options. The Do Nothing alternative Hai Phong city is connected with other provinces not only by roads from Hai Phong harbour but also by roads from the Hai Phong urban area. The Nguyen Van Linh – Nguyen Binh Khiem road connects Hai Phong Port with Highway No. 5. It also passes through the sub- urban area of Hai Phong City. In recent years the traffic volume of this corridor has increased as a consequence of more freight transport and travel by local residents using heavy trucks, cars, minivans, motorbikes, bicycles and public buses. The traffic congestion is aggravated as all vehicles share the same traffic lanes, which results in serious traffic accidents. As urbanization along the corridor grows, the city suffers from serious exhaust emissions, dust pollution, and conflicts between inter-regional and residential traffic. Furthermore, high urbanization rates coupled with the mounting commercial activity of the Hai Phong port will lead to the formation of urban strips along arterial roads. Large inaccessible areas situated 10 km from the city center will not be properly developed. This condition will lead to urban sprawl, increase in real estate price for areas accessible by 4WD vehicles, and reduced opportunities for affordable housing projects. Build alternatives Based on previous feasibility studies two final road designs were explored and evaluated in terms of their various impacts during construction and operation phases. Both alternatives (A1, A2) were evaluated from the Cau Rao intersection (in Vinh Niem ward) to the cross-road of Le Hong Phong Road in Dang Hai ward (see Figure 9).

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Figure 9. Location of Proposed Alternatives in the Eastern Section of the New Arterial Road. Relative impacts of both alternatives (A1, A2) were assessed against a set of 14 parameters ranked from 0 to -5 (where 0= no impact, -1 = smallest impact, - 5 = largest impact). Furthermore, construction (8 parameters) and operation phases (6 parameters) were included in the analysis (see Annexes for more details). The overall rejection of either alternative was supported by totaling the score for all parameters. Alternative 2, a shorter and straight link was rejected (total score -27) mainly because In alternative 1, the alignment the proposed road section would run through a would follow a pronounced densely populated area, causing significant air, curve along the Lach Tray noise pollution and vibration in addition to River significantly reducing triggering a Large scale resettlement process impacts on residential areas and local industry particularly on households located in densely populated areas along Ngo Gia Tu 2 road, and the section from Cau Rao to Le Hong Phong road (Table 5).

A further analysis of the relative impacts of two proposed road widths (W1=68m; W2=50.5m) for Alternative 1 was carried out. The proposed width of 68 m was rejected. Main factors included: i) smaller impact on irrigation capacity of road crossings when the length of culvert is reduced to 17.5m; ii) dredging and maintenance works would be more cost- 28 effective. In addition, the 50.5 m cross-section would minimize impacts and facilitate design alternatives by creating buffer space for existing sensitive points.

Table 5. Summary of Main Impacts Associated with Alternatives 1 and 2

Main factors Alternative 1 Alternative 2 Mitigation, Low level resettlement to households Large scale resettlement particularly compensation, occurring at least densely populated involving households in densely and areas; residents may stay at villages or populated areas along Ngo Gia Tu 2 resettlement communes through land regime and new road, and section from Cau Rao to Le resettlement sites. Hong Phong road. Potential Length of road construction is greater Length of road construction is smaller, environmental than A2; households and industry along the alignment impacts densely populated impacts proposed road occur in low density area. Thus, potential environmental areas. Overall impacts likely minimized. impacts during both construction and operation stages would affect a high number of residents. Operation, The proposed link follows a pronounced Alternate road runs straight, traveling Safety, and curve along the Lach Tray river. speed is ensured, vision angle is wide. cumulative Traveling speed decreases along curve. Thus, safety level is high. However, road impacts of It requires proper minimization and would alter current draining direction, proposed road mitigation measures to guarantee safety. divide residential areas, and alter sections However, modeling of potential impacts traveling and transport modes of local on the river flow, erosion and residents. sedimentation rates yielded harmless results.

Conclusions Recommended Not Recommended

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ENVIRONMENTAL CONSIDERATION

The Human Environment Hai Phong City Haiphong is a coastal city, situated to the east of northern Vietnam, 102 km from the capital of Hanoi, with a total area of 152,318.49 ha; it represents 0.45% of the Vietnam territory (statistics data, 2001). The administrative boundaries of the city comprise: north, Quang Ninh province; west, Hai Duong province; south, Thai Binh province; and east, the East Sea. Haiphong is conveniently positioned for exchanging with Vietnam’s regional provinces and with other countries via the network of roads, railways, waterways, and international airways. Haiphong’s northern hilly terrains occur in the midland region of the delta. The southern landscape of the city comprises lowlands with a relatively even topography typical of the Red River delta region. Existing and Planned Transportation Network Haiphong has always been the most important commercial gateway in the trade of goods and import-export relationships of the Northern provinces with foreign countries around the world. In compliance with the Party and State’s guidelines the process of building Haiphong city plays an important role in the industrialization – modernization process of the Nation. Accordingly, the city has been developing a Master Plan that includes upgrading and expanding urban areas, the port, and the existing road and transport network to match Haiphong’s stature and growth. Two main development programs at national and provincial levels have been planned and implemented: 1. Improvement and development of Hai Phong port in two phases a. 2005-2015: Re-arrangment of the existing Hai Phong port, expansion and construction of specialized ports and sea port towards Chua Ve – Doan Xa area and Dinh Vu direction, ensuring serving capacity of about 50 million tons/year; b. 2010-2020: Construction of Lach Huyen deep-water port with serving capacity of over 100 million ton/year.

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2. Construction of Hanoi – Hai Phong Highway: This project commenced in May 2008 to provide access roads to the new Dinh Vu port and Hai Phong international gateway ports at Lach Huyen from the southern area of Hai Phong city. The two main programs mentioned above would help to improve the capacity of the Hai Phong port while reducing traffic volume of the Hai Phong road network by diverting some traffic (mainly heavy trucks) to the Ha Noi – Hai Phong highway. Hai Phong urban transport development, from now to 2020, will be mainly toward the south of Bach Dang, Nguyen Tri Phuong, Hoang Dieu and Le Thanh Ton streets. Three major development axes have been identified: • The east and southeast areas will be developed rapidly with port expansion towards Dinh Vu, Hai An district along the Lach Tray -Le Hong Phong axis road, and on the route to the port from Chua Ve to Dinh Vu. • The southern precinct will be developed along the axis to Kien An and provincial road No.353, and Ho Sen – Cau Rao 2 to Duong Kinh. Do Son and Kien Thuy will also be developed as a satelite city away from the central area. • The west and southwest areas are being rapidly developed along NR5, NR10, and along provincial roads No. 188, and 208. Haiphong’s transport network was formed on the basis of the Transportation Planning approved in 1998. Currently, the network includes the following components: The internal road network, which is a complex structure of roads imbedded in the city’s infrastructure, resembles a semi-circle that harbors 339 streets with a total length of 179,401.6m including 276 arterial and collector streets in addition to 63 local streets (Figure 10). The arterial roads of the city are organized as follows: The East - West arterials (6 links) : old NH.5 - Chua Ve, New NH.5 - Chua Ve, Hong Bang - Bach Dang - Dien Bien Phu - Chua Ve , Lan Be - Nguyen Duc Canh - Tran Phu, Hai Ba Trung - Luong Khanh Thien - Vo Thi Sau - Nguyen Trai, and Ton Duc Thang - To Hieu - Le Loi - Le Lai. The North - South arterials (2 links): Hoang Van Thu - Cau Dat - Lach Tray, Cat Bi 5th intersection - Le Hong Phong - Cat Bi airport. The East North - West South arterial: Sat Market – Tran Nguyen Han - Cau Niem - Truong Chinh - Quan Tru intersection - Kien An intersection.

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Figure 10. Hai Phong City - Projected Road Network

Haiphong province road network totals 130,246km including: PR.351, PR.352, PR.353, PR.354, PR.355, PR.356, PR.357, PR.358, Han Hoa road, an Haiphong - Cat Ba road. There is a lack of internal roads, especially in Le Chan, Ngo Quyen, and Hai An districts. Traffic congestion occurs quite often at intersections such as Ton Duc Thang - Tran Nguyen Han, Hieu - Cau Dat, Le Thanh Tong – Le Lai. The traffic survey showed that traffic congestion in the direction East - West is mainly due to the amount of heavy trucks associated to the Hai Phong port system. According to the city’s master plan, Hai Phong will house a large scale network of urban centers consisting of 12 districts; including seven former districts (Hong Bang, Le Chan Ngo Quyen, Hai An Kien An, Duong Kinh, Do Son) and 5 new districts (Thuy Nguyen, Tay Bac, An Duong, Trang Cat, Cat Hai). Thus, the construction of urban roads Bac Son – Quan Tru is critical. The new roads will increase the density of internal passing through An Duong, Hai An, Kien An, and Le Chan district. Hai Phong transportation network will be increased, strengthening urban transport and traveling operations, improving the effect of public transport in the future.

Haiphong has about 140 intersections in the urban areas. The Lach Tray and Niem Bridge are a grade-separated intersection. The Haiphong province road network has a total length of 130,246 km, including: PR.351, PR.352, PR.353, PR.354, PR.355, PR.356, PR.357, PR.358, Han Hoa road, and Haiphong - Cat Ba road. Although the population density of Hai Phong City is very high, the bus service is shortcoming serving less than 1% of the moving demands of the city. Currently, the city lacks the adequate infrastructure to support a bus network operating effectively. The downtown roads are divided in two lanes, each 5 meters wide, where buses compete with motorbikes to meet the transport demands. However, the traffic volume is better on the Tam Bac – Kien An corridor, especially at the Truong Trinh road which has six lanes to facilitate the traffic of buses and other vehicles.

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Social and Economic Characteristics of Hai Phong City Hai Phong population size, according to the 2007 census, was 1,832 million inhabitants (1.206 persons/square kilometer), of which 746,900 (Figure 11) were rural residents (40% of the population); the average population growth of Hai Phong during 2000-2007 was 1.07% in the city and 3.23% in the surrounding areas. Approximately, 899,700 people work in agriculture, and the remaining 871,100 work in non-agriculture activities such as industry, manufacture, services, and construction. Pursuant to Decision No. 145/2007/ND-CP dated 12/09/2007 the Prime Minister approved the adjustment of the administrative boundaries of Kien Thuy district to establish the Duong Kinh district. The number of administrative units of Hai Phong include 7 urban districts (Hong Bang, Ngo Quyen, Le Chan, Kien An, Hai An, Son Duong Kinh) and 8 suburban districts (Thuy Nguyen, An Duong, An Lao, Kien Thuy, Tien Lang Vinh Bao, Cat Hai and Bach Long Vi island district). Figure 11. Urban and Rural Population Growth of Hai Phong City (in thousands)

The population is unevenly distributed between districts. According to the 2007 census, Le Chan District has the largest population density 15,739 persons/km2, followed by Ngo Quyen with 14,493 persons/km2, Hong Bang 7,727 persons / km2, the suburban districts with densities around 1000 persons/km2; the lowest densities are found at Cat Hai and Bach Long Vi island district with around 100 persons/km2. The total number of employees of the city is 968,100. The number of employees working in the national economy sector is 972,535; Hai Phong’s employees account for 91.1% of the total. The employees are distributed as follows: industry and construction: 264,680; services: 229,400, agriculture, forestry and fisheries: 285,274 employees. Being not only a major commercial centre for Northern Vietnam but also one of the dynamic economies of the country, Hai Phong is fertilized with many opportunities and prospects to reach the same level and stature of strong markets such as Hanoi and Quang Ninh, which together form the so-called “triangle area” of the North. In 2007 the GDP of the city was 17827.4 million VND (Figure 12); it ranked 5th among 64 provinces and cities, after Ho Chi Minh City, Hanoi, Ba Ria Vung Tau and Dong Nai. The

33 average development rate during the 1996-2000 period was 9.4% and in 2000-2007 was 11.5%; which was 1.5 times higher than the whole country. Figure 12. Growth of the Gross Domestic Product (GDP) of Hai Phong City (1995- 2007)

Hai Phong’s economy has positively contributed to the GDP of each sector. For instance, in 2000 it accounted for 15.51 % of the agriculture and forestry GDP, 35.26% of industry and construction, and 49.22% of services; while in 2007 its proportion in agriculture and forestry decreased to 9.81%, in industry and construction increased to 41.10% and in services to 49.09%. The government contribution to Hai Phong’s GDP also played an important role. In 2007 the government contribution increased to 14262 million VND, representing 80% of the GDP; while foreign investment captured 17.8% of the contributions, and the remaining 2.2% was represented by import tax, goods and services. It is expected that the relative GDP contribution associated to foreign exchange and investments will grow during the next ten years. This way, Hai Phong will occupy a more prominent place in the overall economy of the country.

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Socio-Economic Development of the Wards and Communes The proposed project will be implemented in the Le Loi, Dang Cuong, Hong Thai, and Dong Thai communes and the Quan Tru, Dong Hoa, Vinh Niem, Dang Giang, Cat Bi, Thanh To, Dang Hai, and Nam Hai wards. Wards on the Quan Tru-Nam Hai section are urban with high population densities and average income of more than VND 9.5 million/person/year. This income is mainly originated from service sectors. Meanwhile, communes on NH10-Quan Tru section are suburban. These communes derived their main income from agriculture (average income around VND 8.5 million /person/year). According to survey results, the main income of households was derived from business services, handicraft, and self-employment (66.1%), agriculture (8.2%), the rest are staff officers, and servants (25.7%). The income of households in the project area is mainly 2-3 million VND per month (up 50.4%), followed by 3-5 million VND (up 32.1%), 5 million (11.3%) and under 2 million VND per month 6.2%. Areas such as Nam Hai, Dang Hai, Dong Hoa and Le Loi received 2-3 million VND/month. Dong Thai, Bac Son and Dang Cuong obtain under 2 million VND. The income over 5 million accounts for a small scale activities and is equally distributed among the ward / commune projects. In recent years, infrastructure development in the wards and communes focused on the following investments: completing inter-communal transport systems; schools and kindergartens, land management, irrigation, sanitation, lighting systems, power lines, and pipelines. In terms of education facilities wards and communes invested in the completion of high school programs, socialization, and education based on the study promotion fund. Radio systems in the communes are required by the police. The condition and maintenance of these systems depends on the guidelines of the Party, State, and People's Committees. In addition, public health and poverty reduction programs including social welfare have been implemented in all the communes of the project area.

Table 6. Economic Profile of Households in all the Communes/Wards of the Project Area

Commune/Ward Population/ Average Agricultural Industrial Service Aquatic Households income/ economy economy econom product person (%) (%) y (%) (%) Le Loi 5530/1517 8.5 million/ 80 % 0 % 17% 3% year Dang Cuong 7800/1900 8.5 77% 0% 21% 2% million/year Hong Thai 9931/2840 9.5 40% 0% 55% 5% million/year Dong Thai 8100/1650 8.5 65% 0% 25% 10% million/year Quan Tru 11000/1900 12.0 5% 65% 30% 0% million/year Dong Hoa 9675/2376 9.5 65% 0% 35% 0% million/year

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Commune/Ward Population/ Average Agricultural Industrial Service Aquatic Households income/ economy economy econom product person (%) (%) y (%) (%) Vinh Niem 17515/4397 11.5 5% 25% 60% 5% million/year Cat Bi 12876/3549 12.5 10% 0% 70% 20% million/year Thanh To 9716/2537 9 15% 20% 55% 10% million/year Dang Hai 11500/3500 10 20% 5% 65% 15% million/year Nam Hai 8700/1700 9 25% 0% 15% 60% million/year

Existing land use Bac Son, Le Loi, Dang Cuong, Hong Thai and Dong Thai communes live out of agriculture. The landscape of this area presents the typical rural characteristics of the northern agricultural plain; pure and fresh air, unpolluted water in irrigation and drainage systems, and scattered wastes on cultivation plots or along canals. Furthermore, Dang Cuong and Dong Thai communes grow Hai Duong flowers which have high economic value in the local market. Quan Tru and Dong Hoa wards are mostly suburban wards with remarkable differences in their socio-economy and environment. The Quan Tru ward supports an industrial and service economy; local roads are polluted by dust and noise, and surface waters are polluted via industrial activities. Dong Hoa’s agriculture area is quite extensive. However, these agriculture fields (which have poor irrigation and low productivity) are part of the new development plans including building schools, industrial zones, and resettlement areas (Figure 13, Table 7). Currently, a school campus (near to the proposed road) is being constructed. This area is expected to be fully urbanized within the next 3 to 5 years. The Vinh Niem ward has a high urbanization rate. Here, the land use is being changed from agriculture to urban. Due to the increasing immigration in Vinh Niem, the social situation in this area is getting unstable. Dang Giang, Cat Bi and Thanh To wards are considered to be in the inner city area; these urban wards are densely populated. Dang Hai ward is very famous in Hai Phong city. Here flowers are traditionally grown for commercial purposes.

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Figure 13. Current Land Use and Distribution of Communes/Wards along Eight Areas of the Proposed Road

Table 7. Distribution of Communes/Wards along the Proposed Road

No Residential No Residential 1 Hamlet 5 – Bac Son commune 9 Residential 5 – Dong Hoa ward 2 Lương Quy hamlet – Le Loi commune 10 Residential 4 – Vinh Niem ward 3 Doan Tien commune – Dang Cuong 11 New urban – Vinh Niem ward commune 4 Tự Lập hamlet – Dang Cuong commune 12 Residential 2 – Dang Giang ward 5 Hoa Nhat hamlet –Dang Cuong commune 13 New resettlement– Dang Hai ward 6 Hy Thai hamlet – Hong Thai commune 14 Lung Dong residential – Dang Hai ward 7 Residential 4 –Quan Tru ward 15 Residential 4 – Nam Hai ward 8 Residential 4 – Dong Hoa ward

Archeological Resources Relics have been found primarily at Cat Ba district which is 60 km from the center of Hai Phong city (Cai Beo area). Recently other relics have been found at Thuy Nguyen district (Trang Kenh area) which is 12 km from the nearest project alignment. According to officers from the Department of Culture, Sport and Tourism, some relics may be found in the An Duong district where construction activities along the alignment in communes such as Bac Son, Le Loi, Dong Thai, and Hong Thai are going to take place.

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The Natural Environment Physical Environment

Climate Conditions Vietnam has a tropical monsoon climate with frequent tropical cyclones affecting the Northern and Central regions. Haiphong climate is typical of the northern delta under the effect of the Eastern – South monsoon pattern. The seasonal distribution of rainfall is closely related to the monsoons. Rainfall intensity can be high, producing a rapid run-off rate and serious flooding that affects agricultural crops and productivity. The rainy season (summer) lasts from May to October. The less rainy season (winter) lasts from September to April. The precipitation is rather evenly distributed. The annual average rainfall of Haiphong is 494.7mm. At the project area, the annual average rainfall is 1808 mm with 153 rainy days. The monthly highest average rainfall is 348,6 mm. Approximately 80 % of this rainfall occurs during the main rainy season. The annual mean temperature in Hai Phong ranges from 13.70C to 41.50C. In coastal areas the temperature does not drop nor fluctuates as much as in the delta plains. The project area has annual average humidity of 85%. The highest humidity occurs in February, March, and April. Winds can reach up to 40 m/s during summer cyclones and storms. In winter, when the monsoon comes, a rush of wind can reach up to 20m/s. The average wind speed is about 3.7 m/s.

Topography, Geology, and Soils Most of the 20 km of the proposed road are mainly on the level of alluvial plains of the Lach Tray River. The topography varies from 0.56 to 3.71 m above sea level. In the survey area, strata include nine layers and three lenses. Among those, there are two weak upper layers having high distortion and land subsidence properties not suitable for building the foundation of the proposed alignment. The remaining layers are basically appropriate for construction. A detailed description of the soil layers of the project area is presented in the respective Annexes.

Surface Water Resources Haiphong has a complex river network (river density ranges from 0.6 – 0.8km/km2). Most of Haiphong’s rivers are tributaries of the Thai Binh River flowing into the Tonkin Gulf. Haiphong has 16 main rivers distributed all over the city with a total length of 300 km, such as the Thai Binh, Lach Tray, Cam, Da Do, and Bach Dang among other rivers. Da Do, Re and Gia rivers supply fresh water to the city (21,077,300 m3); this supply is continuously maintained by the river network upstream. Moreover, the complex hydrological processes of this network are affected by flood from upper sources and by daily tidal fluctuations in more coastal areas. The project area has plenty of ponds, streams, irrigation, and drainage channels. The landscape is mostly a flat cultivation area with a dense irrigation system. The surface water

38 drainage is mostly controlled through canals and irrigation systems such as the Dong Quoc Binh canal, An Kim Hai canal in combination with other canals and rivers. In the project area the Re river is the main water supply for the An Duong water plant. The water collection point from Re river to the An Duong plant is 7 km downstream from the site of the bridge to be constructed across the Re river (at the beginning of the route). The remoteness of the water collection point significantly reduces any potential pollution derived from construction activities. Currently, part of the hydrological network gets salty and with high hardness. The water contains organic substances and oil content which exceeds the standard because of surplus chemical in pesticide and nitrogenous fertilizer as a result of cultivation, industrial, urban, and canal transportation activities. Oil and lubricant pollution in surface water environment at the river mouths exceeded the standard mostly due to waterway traffic activities.

DO concentration COD concentration

Colifom concentration Colifom concentration

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NH4 concentration PO4 concentration

Figure 14. Diagram showing Monitoring Results of Surface Water in the Study Area

Notes: (i) Units for DO, COD, NH4, PO4: mg/100ml; (ii) Unit for colifom concentration: MPN/100ml; QCVN: Vietnamese standard level. The water quality of the rivers in Hai Phong is improved before physically diverting it to industrial zones and urban areas. Water pollution of natural rivers partially occurs at discharge outlets of cities and industrial zones. Rivers such as the Lach Tray have been polluted by waste water from industrial areas like Quan Tru, Vinh Niem (N6, N9, N12)…, and by waste water from Hai Phong city. Environmental parameters in these rivers including: BOD, COD, DO, coliforms, NO2- PO43-, NH+4 exceed allowed levels according to Vietnamese standards. The quality of surface water for irrigation purposes has been degraded (Classification B1: Vietnamese regulations QCVN 08-2008). At all monitoring locations, the concentration of coliforms is many times higher (Figure 14) than the Vietnamese standard, especially at location N11, Tay Nam drainage canal – Vinh Niem ward (270000 MPN/100ml); At N14: the drainage canal in residential area No. 4 – Dang Hai (240000 MPN/100ml), the total Coliform value is one thousand times higher than the standard (7500 MPN/100ml). Rivers and surface water area of the inner city are also polluted; values at N11, N14 are 20 times higher than the standard NH+4); in terms of PO43-(N11, N14 are 15 times higher than the standard). Surface water in Hai Phong city has not been polluted by heavy metals like Zn, Cr, nitrogen or Chloride compounds. It can be used for agricultural purposes. Analysis of water quality in irrigation canals showed that indicators such as BOD, COD, DO, NO-2, Cl-, NH+4, are lower than the Vietnamese standard value. Only the An Kim Hai canal is polluted by COD, at the section which crosses the Dang Cuong commune.

Groundwater The underground water level is relatively high, usually coincides with the surface water level in the rainy season. In the dry season, the water level changes from +1.0 to 1.5m. The upper underground water is brackish water. The underground water may possess concrete corrosion properties. Groundwater exploitation in some urban and suburban areas has significantly diminished the groundwater level and its availability. With current exploitation activities, degradation of

40 groundwater quality happens not only at exploitation locations but also at aquifers. Monitoring results are presented at the following table: Table 9. Monitoring Results of Groundwater Water Quality

mg/l) - (

2

(mg/l)

NO - - No. samples of Code taking of Locations samples pH TS COD (mg/l) N Cl Fe Mg Coliform Total MPN/100ml E.Coli MPN/100ml 1 NN1 Le Loi 6.7 127 4 0.001 7.1 2.21 0.56 3 N/A commue 2 NN2 Dang 6.6 96 3 0.008 14.2 0.81 0.11 0 N/A Cuong commune 3 NN3 Dong 6.4 110 2 0.002 9.5 1.22 0.62 3 N/A Thai commune 4 NN4 Dong 6.4 131 2 0.001 18.4 0.21 0.71 0 N/A Hoa ward 5 NN5 Vinh 6.7 213 3 0.011 14.3 0.13 0.74 3 N/A Niem waste 6 NN6 Cat bi 6.8 175 3 0.001 21.14 0.11 0.65 3 N/A ward 7 NN7 Dang 6.6 97 3 N/A 27.2 1.02 0.05 0 N/A Giang ward 8 NN8 Nam Hai 6.7 136 3 N/A 8.5 1.51 0.09 3 N/A ward 17 QCVN 5,5 – 1500 4 1.0 250 5 0.5 3 N/A 09:2008/BTNMT 8,5

Groundwater quality by the above mentioned environmental parameters is acceptable. However, there are signs of pollution at some monitoring places where COD and Total Coliforms are equal to the Vietnamese Standard QCVN 09-2008/BTNMT. In addition, organic pollution (generally, BOD5 and COD content in groundwater) is many times higher than the standard. Pollution of nutritive substances (nitrogen content) is much lower than the Vietnamese standard, and metal pollution (Fe and Mg content) is also lower than the Vietnamese standard.

Biological Resources Ecosystems and Protected Areas The Project is largely situated in an agro-ecosystem with two distinct typologies (floodplains and lowland urban areas) wherein the land area has been cleared and devoted to agricultural

41 use and the surface water regime is managed for agricultural production and flood control. Agricultural cultivation involves the regular use of chemical and organic inputs, which alter surface water and runoff quality. The fruit trees in the area consist of longan, jackfruit, mango, coconut, pomelo, orange, apple, sugar-apple. The dominant fauna in the environs are domesticated species, mainly poultry fowl, buffalo, cow, pig, duck, goat, and horse. From Dang Giang, Cat Bi and Thanh To wards, as the alignment moves east to more urban areas, human activities have likewise modified the landscape with multiple residential, industrial, and service infrastructure. Within the project area the closest protected area is Cát Bà National Park which is an island and an important national park in northern Vietnam. Cát Bà is situated in Ha Long Bay, is administered by the city of Hai Phong, and belongs to the Cát Hải District. The park is located approximately 30 km east of Haiphong, covering about 263 km² and comprising 173 km² land and 90 km² of inshore water. The Park is abundant and diverse in fauna and flora, with 896 plant and 548 animal species recorded. The Park is home to 37 species of mammals – including langurs, wild boar, deer, squirrels and hedgehogs – and more than 70 species of birds including hawks, hornbills and cuckoos. The golden-headed langur is officially the world’s most endangered primate with just 60 left in the park. Cat Ba lies on a major migration route for waterfowl, which feed and roost on the beaches in the mangrove forests. There are 278 commercial species of plants recorded on Cat Ba, including 118 timber species and 160 plants with medicinal value. The park is also home to a species of tree called Cay Kim Gao. In ancient days, kings and nobles would eat only with chopsticks made from this timber, as anything poisonous it touches is reputed to turn the light-colored wood to black. Hai Phong potentially has two other areas of natural habitat (coastal wetland sites). The first area is located close to the Van Uc estuary next to Dong Hung, Tien Hung, and Vinh Quang communes of Tien Lang district which is about 11km from the Vinh Niem riverside area. The second one is located near Lach Tray estuary in the Trang Cat and Nam Hai commune of the An Hai district which is about 3.1 km from the ending point of the project road and about 6km following the Lach Tray river from the dyke relocation section (See Figure 15).

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Figure 15. Biodiversity Areas Close to the Proposed Alignment

Wetlands and Fishery The lands flanking the alignment near the Lach Tray enjoy seasonal infusion of nutrients carried by river drainage during the monsoon season. There are many kinds of commercial fish species such as native carps, silver carps, mud carps, snakehead fish, and tilapias, cultured at the multiple ponds, lakes, rivers, rice-fields, and canals of the project area. Additionally, shrimps, crabs, eels, and frogs are also produced by local farmers. Within the project area, there are two principal categories of wetland resource: man-made ponds and lakes, and the river floodplains, which are subject to seasonal flooding. The alignment passes through the land of the Lach Tray River corridor that has been inhabited for hundreds of years, and has strongly developed agricultural systems. The first category includes many ponds, lakes, and reservoirs; Most of the ponds are fishponds, and the lakes and reservoirs are used for flood control, irrigation, and water supply. The second category is the extensive floodplain areas of the Lach Tray River, in which water levels are controlled by levees and drainage networks; all are intensively farmed. Wildlife Hai Phong city has a forest area of 17,998.7 ha, including 12,527 ha of mountainous area, 2,253 ha of mangrove forest and 710 ha of forest along the banks of rivers. Land use changes, illegal hunting, and overexploitation of natural resources have affected both forest cover and the number of species. Currently, forests cover 28.8% of the land. Natural forests are primarily seen on Cat Ba island, the mountains and limestone alleys, including many valuable species like Lat Hoa, Trai Ly, Cho Dai, Kim Giao, Doc Nep.Table 10 shows the number and distribution of recorded Fauna species in Hai Phong.

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Table 10. Local Species Numbers and Distribution of Some Animal Groups

Species Number Distribution Birds 186 (5 species of migratory River mouths like Van Uc, Thai Binh, night herons) Tam Bac rivers and other places like Thuy Nguyen, Vinh Bao, Tien Lang, Do Son and Cat Ba. Mammals 37 (9 orders, 17 families) Mainly distributed in Cat Ba National Park. Reptiles/Amphibians 25 (3 orders, 12 families) geckos and iugandas quite common at Cat Ba. Frogs/toads are mainly distributed in Viet Hai. Marine fish, mollusks, 900 species of fish, 500 Hai Phong seaside, Gulf of Tonkin, and crustacean species of mollusks, 400 and local islands. species of crustaceans. Freshwater/aquaculture Many species of carps (mud Ponds, lakes, rivers, rice-fields, and species carps, black carp, silver carp) canals. , tilapias, sneak head fish, eels, frogs, shrimps, crabs etc.

The proposed road runs through paddy fields, irrigation ditches or residential areas. The main species of animals and plants found along the alignment are mainly livestock; they have more economic value than ecological value. There are no species present in the project area currently listed in the Red book of Vietnam. The Vinh Niem ward was a targeted agro-ecological landscape where consultants conducted field surveys. The local flora is composed of widely distributed coconut trees, bananas, mangos, and plants growing along the river banks such as cane, and grass. Shade plants were observed around ponds, roads and dykes. This agro-ecosystem includes attractive habitat for diverse species of plants, birds, freshwater fish species etc. The area is locally appreciated for its natural attributes. However, has not endemic or endangered species. Bird species observed in the area include areolas, fiery storks, swallows, some water birds such as boucal, and king fisher. The area harbors resident and some migratory birds (stop over site). The study shows that the abundance of birds is low mostly due to uncontrolled bird hunting. In Summary: - Current land use conditions, alluvial soils, and water regime of the region are main factors facilitating agriculture and aquaculture production. At present, the livelihoods of local residents of the Vinh Niem riverside area are supported by aquaculture and agriculture activities. - Selected flora and fauna species occur in this valuable countryside landscape. Fortunately, none of the species of this region are included in the Red Book List of Vietnam. Furthermore, the riverside area is not in the national list of potential protected areas despite its valuable landscape, species composition, and economic importance.

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- The impact of the proposed project on the Vinh Niem agro-ecosystem is considered MINOR. - Project conditions and current land use plans would facilitate the development and implementation of a strategic Offset project.

Noise Environment Pile-driving and blasting operations will create annoying noise and vibration, as will the passage of trucks and heavy equipment. But the construction noise is not expected to exceed the allowable levels for residential or industrial areas. And the flora and fauna in protected areas, which are some distance away from the project alignment, will not be disturbed. Sensitive areas such as residential areas, schools, pagodas, churches, and hospitals within 50 m of the construction limits will be provided with noise bunds of adequate height. As a rule:(i) heavy equipment should be operated only in the daytime; (ii) hammer-type pile- driving operations should be avoided at night; (iii) construction equipment that generates excessive noise should be enclosed; (iv) blasting activities should be allowed only in the daytime, blasting intensities controlled, and nearby residents notified beforehand; and (v) the effectiveness of mitigation measures should be monitored regularly through noise level measurements at sensitive sites. Projected noise levels should not exceed Viet Nam standards. Traffic noise pollution of many main roads in Hai Phong city nearly reaches the allowed maximum rate at trading and commercial areas and is much higher than the allowed maximum rate at residential areas (TCVN 5949-1998), especially at routes with high density of trucks such as Nguyen Van Linh, Le Hong Phong, and Truong Chinh. Noise level at rush hour is higher than the standard. Especially, at K12, Le Hong Phong - Nguyen Binh Khiem cross-road and K15 under Niem bridge on Nguyen Van Linh. Suburban communes in the project area have a very small noise rate at normal hours (18h-6h) but are polluted by noise at rush hours (8h – 18h) on the main axis roads. At the above monitoring locations (which are closed to main traffic roads) designated as K1, K4, K6, K8, K9, K11, K12, K13, K14, K15, K16, K17 and K18, the average noise at rush hour is 69 dBA which is higher than the standard (60 dBA); However, the average noise at normal hours is only 46 dBA which is much lower than Vietnamese standard. These areas are being polluted by noise at rush hour from 8h – 18h (see Figure 16). At residential areas which are not impacted by traffic roads like K2, K3, K5, K7, K10, the average noise is 45 dBA which is much lower than Vietnamese standards.

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Figure 16. Noise Levels (dBA) obtained from 18 monitoring Stations (K1-K18) in relation to the Maximum Allowed by Vietnam Noise Regulations

Air Quality Air environment quality in Hai Phong city is quite good, especially in suburban areas. Urban pollution is mainly caused by dust, PM10, noise, SO2, Petroleum hydrocarbon. In which, noise pollution is the problem for which special attention should be paid. Detail of environmental indicators will be discussed below. Dust Measurements PM10 measured at most monitoring locations at rush hour and normal hour is defined under the standard (TCVN 5937-2005). However, there are still monitoring locations where PM10 at rush hour exceeds the standard for every average 24 hours (150 µg/m3) at K9 - Cau Rao footing (194µg/m3) and K15 - Niem bridge footing (170 µg/m3). These are places with high traffic density and many heavy vehicles passing by. Similarly, at K15 monitoring location, TSP concentration reached 320 µg/m3, exceeding the standard (300 µg/m3) at rush hour. Notes: (i) TCVN: Standard level; (ii) CD: rush hours; (iii) BT: normal status

Figure 17. Monitoring Results of PM10 Emissions in relation to Vietnam Standards

Figure 18. Monitoring Results of TSP (Total Suspended Particulate) Concentrations in relation to Vietnam Standards

At most project communes on the NH10-Quan Tru section, PM10 and TSP concentrations are much lower than the standard (Figures 17, 18).

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In most monitoring locations, which are close to main and urban roads, designated as K1, K4, K6, K8, K9, K11, K12, K13, K14, K15, K16, K17 and K18, the average PM10 concentration is 101 µg/m3 at rush hour, lower than the Vietnamese standard (150 µg/m3); TSP concentration of 187 µg/m3 at rush hour is much lower than Vietnamese standard (300 µg/m3). Locations in residential areas which are not impacted by traffic roads like K2, K3, K5, K7 and K10, the average PM10 concentration is 31,6 µg/m3, 5 times lower than Vietnamese standard; Average TSP concentration is 72 µg/m3, 4 times lower than Vietnamese standard.

Exhaust fume (CO, SO2, NO2)

Gases such as CO, NO2 in the air of urban and suburban areas are generally within the allowed range. However, due to traffic patterns, NO2 concentration near main roads is higher than other places. At some places like Cau Rao, Nguyen Van Linh, Tran Nguyen Han – To Hieu cross- road, content of these exhaust fumes nearly reach the maximum allowable rate. This shows that NO2 is primarily generated from traffic activities in the city. The most worried problem is SO2 pollution (Figure 19). On most roads of the city, SO2 concentration at rush hour exceeds the standard 125 µg/m3 (TCVN 5937-2005): at K9, Rao bridge footing – Lach Tray road (142 µg/m3); K14, To Hieu – Tran Nguyen Han cross-road (126 µg/m3); K11, Le Hong Phong – Nguyen Binh Khiem cross-road (135 µg/m3); K15: under Niem bridge, Nguyen Van Linh road (127 µg/m3); K18 Hoang Quoc Viet cross-road, Road No. 351 (174 µg/m3). At residential areas in Hai Phong’s suburban areas, SO2 concentration is much lower than areas near traffic roads and industrial zones. At the above locations which are closed to main traffic axis and urban roads K1, K4, K6, K8, K9, K11, K12, K13, K14, K15, K16, K17 and K18, average CO content is 2660 µg/m3 at rush hour, 10 times lower than Vietnamese standard (30000 µg/m3); average NO2 concentration is 109 (µg/m3) at rush hour, 2 times lower than Vietnamese standard (200 3 3 µg/m ); average SO2 concentration is 110 µg/m , lower than Vietnamese standard (125 µg/m3).

Figure 19. Monitoring Results of SO2 content

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Figure 20. Monitoring Results of HC Petrol Content At residential areas which are not impacted by traffic roads including K2, K3, K5, K7, K10, average CO content is 824 µg/m3 at normal hour, 30 times lower than Vietnamese standard 3 3 (30000 µg/m ); average NO2 concentration is 32 (µg/m ) at normal hour, nearly 9 times lower than Vietnamese standard (200 µg/m3); average SO2 concentration is 45,6 µg/m3 at normal hour, about 2.5 times lower than Vietnamese standard (125 µg/m3).

Solid Waste Waste generated in urban areas (about 1100 m3/day) is collected and dumped at the city’s landfill. The treatment method of solid waste is mainly burying which is unhygienic and does not meet technical standards and requirements. Waste generated from hospitals is about 10 m3/day (4.5 - 5 ton/day) out of which toxic waste constitutes about 20%. Hospital waste is collected and dumped together with domestic waste at the landfill, creating potential risks of epidemic transmission. Thus far, hospital waste is not properly managed. Furthermore, solid waste generated from port activities like waste oil (3000-5000 ton/year) is about 20 - 30%. Solid waste of suburban communes is hardly controlled and scattered along canals or unoccupied land areas. Solid waste is partly collected by residents. Spontaneous collection and treatment of waste and trash has significantly affected the quality of the air and water environments in rural areas. Currently, there are some domestic waste dumping yards in Hai Phong city such as Trang Cat, Thuong Ly, Gia Minh, and Bang La. Trang Cat dumping yards have a waste treatment process following a regulated schedule. It was put into operation on July 2006. In terms of construction waste, Hai Phong is using Dinh Vu peninsula as a dumping yard. This dumping yard is located far away from residential areas; therefore, it is quite clean and well-ventilated. It is daily managed by a construction waste management and treatment service enterprise which is under management by Hai Phong Urban Environmental Company. This dumping yard is being used for dumping construction waste from on-going projects in Hai Phong city (including Hai Phong Urban Upgrading Project – WB). Anticipated Environmental Impact and Mitigation Measures This EIA report is centered on the creation of a bypass road from Bac Son to Nan Hai. The bypass is a typical periurban road 20 km long, proposed along an alluvial plain delimited by two major rivers (Lach Tray and Cua Cam rivers). The western side of the alignment is

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mostly rural. The eastern side is mostly semi-urban and urban. Consequently, the most important impacts according to Table 11 are: 1. Human environment: local agricultural areas, local communes/wards (households), cultural buildings (e.g., Pagodas, schools, tombs), and local enterprises during construction. In the long term changes in Land Use (rural to urban) are expected to intensify mostly via development of the area; 2. Physical environment: a) Hydrological connectivity of the area (water supply, drainage, and irrigation of paddy and crop fields) will be interrupted during construction and operation. b) Temporary disturbance due to noise, dust, emissions, vibrations, and waste management during construction. Small, localized and temporary impacts are expected to occur at sections where bridges, crossings, and underpasses will be constructed.

Anticipated impacts on natural areas and species will be negligible as a result of the agricultural and semi-urban character of the landscape and the lack of protected areas along the proposed road.

Table 11. Summary of Anticipated Environmental Impacts by Rank of Importance

Environmental Environmental baseline factors factors Physical Ecologic Socio-Economic

al

s

water quality

Houses

-

bration

Project Activities Buildings Commercial activitie Surface water quality Hydrology Underground - Excavated soil quality Exhaust Noise/Vi Dust/air quality Flooding Aquatic Ecosystems Terrestrial Ecosystems Public health Land use Traffic (roads and waterway) Lcal incomeand jobs Waste management Cultural/Historical Relics Entertainment service PRE-CONSTRUCTION STAGE Land NL NL NL NL NL NL NM - NL NL NL NM NL NM NM NM NM NL NH clearance CONSTRUCTION STAGE Preparation for NH NM - NL NH NH NH NM NM NL NM NH NM NM NH NL NH NH NM road and fence construction for traffic control, disposal of top soil Geotechnical NL NL NM - NM NH NL - NL NL NM - - - - NH NH NH - consolidation (driving piles, 49

Environmental Environmental baseline factors factors Physical Ecologic Socio-Economic

al

s

water quality

Houses

-

bration

Project Activities Buildings Commercial activitie Surface water quality Hydrology Underground - Excavated soil quality Exhaust Noise/Vi Dust/air quality Flooding Aquatic Ecosystems Terrestrial Ecosystems Public health Land use Traffic (roads and waterway) Lcal incomeand jobs Waste management Cultural/Historical Relics Entertainment service paving geotextile fabric, vertical artificial drains) Construction of NM NM - NM NM NL NL - NL - NL NL NL NM NL - NL NL - underground works (drainage culverts, technical channels) Transport of NH NM - - NH NH NH - NL NL NH NM NH NH NL NM NH NH NH materials (sand, hill soil), backfill and rolling road, construction of curbs and placing base layer Paving asphalt NL NL - NL NH NH NH - NL NL NH - NL NM - - NM NM NL and completing of connection work Activities in NM - - - NL - - - NL NL NM - - NL - NL NL - workers’ - camps OPERATION STAGE Transport NM - NL - NH NM NM NM - NL NM NL - - - NM NL NL - means on road MAINTENANCE STAGE Maintenance ------NL NL - - - - NL of base, fence

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Environmental Environmental baseline factors factors Physical Ecologic Socio-Economic

al

s

water quality

Houses

-

bration

Project Activities Buildings Commercial activitie Surface water quality Hydrology Underground - Excavated soil quality Exhaust Noise/Vi Dust/air quality Flooding Aquatic Ecosystems Terrestrial Ecosystems Public health Land use Traffic (roads and waterway) Lcal incomeand jobs Waste management Cultural/Historical Relics Entertainment service warning signs drainage NL ------NL - - - - culvert cleaning Frequency (F) 18 9 4 5 22 20 16 4 8 7 19 11 10 13 10 13 20 18 14

Weighing sensitive factor (I): 1-5 2 1 1 1 2 2 2 3 3 3 5 2 3 2 3 4 5 4 3 Remarkable factors/impac ts (A) 36 9 4 5 44 40 32 12 24 21 95 22 30 26 30 52 100 72 52 Legend Without impacts - Level of consideration = 0 Negative impacts (low level) NL Should be considered = 1

Negative impacts (medium level) NM Need to be considered = 2

Negative impacts (high level) NH Must to be considered = 4

Reduced Project Footprint The proposed road has been designed and will be constructed using state-of-the art road engineering. A detailed alternative analysis was carried out in order to avoid densely populated urban areas. The analysis minimized land acquisition, the number of households subject to resettlement, affects on pagodas, schools, cemeteries, and local industry; it also minimized noise, dust, and vibration by selecting a road section that runs along the curved embankment of the Lach Tray River. In addition a detailed EMP has been prepared supported by a compliance strategy (including Minimum Environmental and Social Standards) which guarantees strict supervision and monitoring of mitigation measures during construction.

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Social Effects Direct project beneficiaries include city car and motor cycle users as well as freight transporters that will benefit from reduced cross city travel times, city residents in the NH 5 corridor that will experience reductions in local congestion and noise due to divergence of inter-regional freight traffic. (Approximately 51 percent of the estimated 40,000 residents along the project corridor are female.) Resettlement Program the project will result in some resettlement impacts due to the required land acquisition associated with the project road. Additional land acquisition would be necessary for development of resettlement sites to relocate households displaced by the project. Although the alignment has been designed applying the avoidance principle on densely populated centers, around 3037 households (12,411 persons) covering 13 communes and wards of five urban/rural districts will be affected. Of these, 1757 households would need to be resettled. The acquisition of land for the 12 resettlement sites will affect an additional 886 households who would also be accommodated in the proposed resettlement sites. HP-PMU, in coordination with the ward and commune authorities has identified 13 potential resettlement sites covering an area of about 37.3 ha. Project affected households are located in wards/communes such as Dang Cuong, Hong Thai, Dong Thai , Dong Hoa, Nam Hai, Dang Hai, Bac Son, Le Loi, and Vinh Niem. These are located in Kien An, Le Chan, and An Duong Districts. A Resettlement Action Plan (RAP) has been prepared according to the Involuntary Resettlement Policy of the World Bank (OP 4.12). The RAP includes programs for replacement of houses, land, schools, and relocation of cemeteries, and other community assets. There are no ethnic minorities residing within or adjacent to the proposed Bac Son - Nam Hai East-West Link alignment. Therefore, World Bank’s Policy O.P. 4.10 Indigenous Peoples will not be triggered.

Long-established patterns of life will be disturbed, and the ability of the families to earn a living could be drastically reduced. The recommended mitigation measures involve timely land acquisition and compensation according to the resettlement plan, reflecting the high priority given by WB and the Government of Viet Nam to fair and equitable land acquisition. The construction works will form a physical barrier to movement, and could cut into established pedestrian or vehicle routes. To mitigate this effect, clearly marked and protected passageways should be provided and maintained while construction is in progress, and safety awareness programs conducted near construction sites with signs and posters warning the public of the dangers. Community-Wide Effects Safety issues for workers and local residents during construction phase Unexploded ordnance might not occur since the road crosses land which has been used for cultivation, irrigation, drainage, in addition to residential areas for a long time. Road construction works are mainly ground leveling, foundation compaction, material grading and placing. Furthermore, other supporting construction activities such as irrigation

52 canals, culverts, and manholes require the use of mechanical equipment which if used incorrectly may cause accidents to workers, including burning accidents by asphalt spreading. Similarly, at bridge, dyke, and underpass construction sites safety issues related to landslide, flooding when working in deep foundation holes and other risks to workers may arise. However, most of the construction activities will be implemented on even topography, except for the construction a river crossings and dykes. Thus, risks to workers are ranked MEDIUM level. The main risk to residents is local traffic disturbance caused by working machines and other activities at construction sites. Other risks relevant to uncovered manholes, deep foundations without isolating security fences or uncontrolled material storing yards potentially affect local travelers and local residents, especially at night; Impacted Locations occur on intersections between the project road and local roads and at project road sections which are located near residential centers. Duration of impact for each road section and intersection will be short in comparison to estimated construction time (five years). This type of impact will be mitigated according to the EMP. Therefore, this impact could be considered MINOR. Disturbance by construction activities might occur in road sections nearby residential areas, typically in: (i) Dang Cuong commune; (ii) Dong Hoa ward; (iii) residential area in Truong Chinh road and Niem 2 bridge. Should poor coordination takes place between contractors and local authorities conflicts may arise between construction workers and local residents of communes/wards. Other impacts might involve changing cropping and seeding time to agriculture residents who have cultivation plots nearby the road construction. Similarly, travelling time will increase for students going to local schools and residents going to working places and offices. Social evils such as prostitution, gambling, drug traffic etc. could be minimized by implementing equipment storage yards, workers’ camps located in separated secure areas, strict regulations issued by Contractors, and good coordination between Contractors and local authorities. Small sized cultivation plots along the road and proper compensation for crop loosing are popular methods for contractors to reduce damages to residents. The local road network in residential areas would help improve people’s travelling time. Impacts by social disturbance on workers and residents could be estimated as MINOR. Effects on Local Enterprises and Economy About 500 workers (mostly local people) will be employed directly or indirectly by the Project, for varying durations. The Project will increase job opportunities in the area, as well as local economic activities for the supply of food and miscellaneous supplies at the job sites and the purchase of goods and services by the workers’ families. The significant employment impact on the host populations will be for the duration of the Project and will be temporary. A large number of structures and other infrastructure will be affected by the road alignment. Several small businesses will be affected directly (significant impact) and should be relocated to ensure their continued operational performance (Table 12, Figure 21). Seven small businesses will be subjected to relocation. These are listed below:

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Table 12. Anticipated Impact on local Enterprises of the Project Area

No. Name of Production Production line – Fuel, Treatment system and waste enterprises type - Scope materials 1 Hai Dong Enterprise. Production line: Waste: Aquatic + Area: 5000m2 Gracilaria (sea weed)  + Solid waste: Wrapper (re- Product + concrete wall Boiling  Pouring  used or collected for burning), Commercial and tiled roof Drying  Grinding into residue (re-used as fertilizer or Ltd., + Number of powder (AGA powder) fuel), domestic waste workers: 100 (at Clean gracilaria  (collected for burning) rush hour) and Boiling  Pouring  + Waste water: there are some 50 (at normal Making up colour and chemical substances like soda, hour) flavouring casting …

Raw materials: + Exhaust fume: CO2, NOx, + Gracilaria H2S, NH3… + Water + Noise: in the allowed range + Chemical: Alkali soda, Waste water treatment system: some additives, includes neutralized tank and flavoring, etc. deposit tank. Energy: 380V The enterprise developed an environmental protection plan in compliance with the regulations of Vietnamese law 2 Hai-Thanh Enterprise. Production line: Waste: Commercial + Area: 2000m2 Gracilaria  Boiling  + Solid waste: Wrapper (re- Company + Structured by Pouring  Drying  used or collected for burning), concrete and Grinding into powder residue (re-used as fertilizer or tiling proofed. (AGA powder) fuel), domestic waste + Number of Clean gracilaria  (collected for burning) workers: 12 Boiling  Pouring  + Waste water: there are some people Making up with color and chemical substances like soda, flavor casting …

Raw materials: + Exhaust fume: CO2, NOx, + Gracilaria H2S, NH3… + Water + Noise: in the allowed range + Chemical: Alkali soda, Waste water treatment system: some additives, not available. flavoring, etc. The enterprise make an Energy: 380V environmental protection plan following regulations of Vietnamese law 3 Dung-Thanh Enterprise. Production line: Waste: Commercial + Area: 2000m2 Waste paper is tore into + Solid waste: Wrapper (re- Company + Structured by pieces in hydraulic used or collected for burning), concrete and grinding machine, residue (re-used as fertilizer or tiling proofed. washed and boiled at fuel), domestic waste o + Number of 90-100 C. Paper water (collected for burning) workers: 8-10 after being boiled, made + Waste water: there are some

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No. Name of Production Production line – Fuel, Treatment system and waste enterprises type - Scope materials people into rolling paper by chemical substances like soda, specialized machine …

Raw materials: + Exhaust fume: CO2, NOx, + Waste water H2S, NH3… + Water + Noise: in the allowed range + Chemical: Alkali, Waste water treatment system: chlorinehydric acid etc. not available. Energy: 380V The enterprise developed an environmental protection plan in compliance with regulations of Vietnamese law 4 Nguyen Van Enterprise. Production line: Waste: Chien + Area: 1700m2 Gracilaria  Boiling  + Solid waste: Wrapper (re- enterprise + Structured by Pouring  Drying  used or collected for burning), concrete and Grinding into powder residue (re-used as fertilizer or tiling proofed. (AGA powder) fuel), domestic waste + Number of Clean gracilaria  (collected for burning) workers: 50 Boiling  Pouring  + Waste water: there are some people Making up color and chemical substances like soda.  flavor casting + Exhaust fume: CO2, NOx,

Raw materials: H2S, NH3…

+ Gracilaria + Noise: in the allowed range + Water Waste water treatment system: + Chemical: Alkali soda, not available. The enterprise some additives, developed an environmental flavorings, etc. protection plan in compliance Energy: 380V with regulations of Vietnamese law 5 Huong Mai Enterprise. Production line: Waste: enterprise + Area: 5000m2 Gracilaria  Boiling  + Solid waste: Wrapper (re- + Structured by Pouring  Drying  used or collected for burning), concrete and Grinding into powder residue (re-used as fertilizer or tiling proofed. (AGA powder) fuel), domestic waste + Number of Clean gracilaria  (collected for burning) workers: 30-40 Boiling  Pouring  + Waste water: there are some people Making up colour and chemical substances like soda, flavorings casting …

Raw materials: + Exhaust fume: CO2, NOx, + Gracilaria H2S, NH3… + Water + Noise: in the allowed range + Chemical: Alkali soda, Waste water treatment system: some additives, not available. flavorings, etc. The enterprise developed an Energy: 380V environmental protection plan in compliance with regulations

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No. Name of Production Production line – Fuel, Treatment system and waste enterprises type - Scope materials of Vietnamese law 6 Yen Hong Enterprise. Production line: Waste: Enterprise + Area: 1000m2 Gracilaria  Boiling  + Solid waste: Wrapper (re- + Structured by Pouring  Drying  used or collected for burning), concrete or Grinding into powder residue (re-used as fertilizer or tiling proofed. (AGA powder) fuel), domestic waste + Number of Clean gracilaria  (collected for burning) workers: 15 Boiling  Pouring  + Waste water: there are some people Making up colour and chemical substances like soda, flavorings casting …

Raw materials: + Exhaust fume: CO2, NOx, + Gracilaria H2S, NH3… + Water + Noise: in the allowed range + Chemical: Alkali soda, Waste water treatment system: some additives, not available. flavoursing, etc. The enterprise developed an Energy: 380V environmental protection plan in compliance with regulations of Vietnamese law 7 Duc-Duong Enterprise. Production line: Waste: Paper + Area: 1000m2 Waste paper is teared + Solid waste: Wrapper (re- Company + Structured by into pieces in hydraulic used or collected for burning), concrete or grinding machine, then residue (re-used as fertilizer or tiling proofed. be preliminarily washed fuel), domestic waste o + Number of and boiled at 90-100 C. (collected for burning) workers: o (stop Paper water will be, after + Waste water: there are some operation 1 year being boiled, made into chemical substances like soda, ago) rolling paper by … specialized machine + Exhaust fume: CO2, NOx,

Raw materials: H2S, NH3…

+ Waste water + Noise: in the allowed range + Water Waste water treatment system: + Chemical: Alkali, not available. clorhidric acid, etc. The enterprise developed an Energy: 380V environmental protection plan in compliance with regulations of Vietnamese law.

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Figure 21. Enterprises to be Relocated along Proposed Road Land Use Effects

Future Land Use The primary adopted land use plan that provides general guidance for future development and growth in the project area is the Hai Phong City Master Plan to 2025. This plan for economic, social, and infrastructure development recognizes the importance of the growth corridor concept regulated by ecological urban planning and design principles. The completion of the Bac Son – Nam Hai arterial link will improve and enhance Hai Phong’s position as a crossroads and will support the natural growth of residential areas, public infrastructure and industry along this corridor shifting current land use patterns. However, this growth is not going to be “organic“ ; the city, according to the Master Plan and the Projected Road Infrastructure, has outlined a series of infrastructure investments to be undertaken (see Figures 22, 23). These developments will be shaped according to land use/transport network interactions (which have a major influence on the physical development pattern of the City) and environmentally sustainable urban planning. The Bac Son – Nam Hai road was designed following four criteria namely: avoidance, sound engineering for design and construction, wide-ranging mitigation plans, and strong compliance framework. The selected road alternative avoids cultural infrastructure in rural areas (major pagodas, temples, schools, public buildings), densely populated areas in urban communes/wards toward the eastern zone, runs along the curved-bend of the Lach Tray River (avoiding the construction of two bridges), avoids the airport in the southeastern area of the City and continues to Nam Hai where it ends. This approach is not only cost-effective but also shapes urban development in the direction of the eastern side of the alignment while facilitating land use development plans in the western side of the link (see Figure 24). The

57 land use plan of the Bac Son – Nam Hai road is developed in accordance with five basic considerations: conservation, functionality, accessibility, efficiency, amenity, and flexibility. Land uses along the arterial link would intensify. The majority of this area is planned for residential land use with some industrial uses. What is currently low rural density and mostly agricultural area on the western section of the proposed road is planned for medium density residential (Figure 24). Currently, paddy fields and crop lands are mostly planned for new residential zones, parks, pagodas, and schools, with some commercial, industrial, and public uses. Land east of the alignment that is currently semi-urban and urban (mainly toward Nam Hai) will also be subject to increased urbanization and upgrading. The direction is towards in-filling to increase density rather than to spread out population in an urban sprawl. This approach enhances urban mobility while managing commercial and residential growth patterns.

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Ecological planning dictates that irrigation channels, rivers, green spaces and routes, wind paths, and cultural heritage sites will be harmonized in order to ensure higher ecological sustainability even though the project area is mainly an agro-ecosystem.

Figure 22. Hai Phong Master Development Plan to 2025

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Figure 24. Future Land Use along Proposed Bac Son – Nam Hai Arterial Link

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Cultural Resources Site survey found that 23 graves in the existing Goc Gang cemetery will be relocated for the construction of the arterial road at km 13+170. Arrangements for relocation of graves has been discussed in the RAP, which regulated that compensation for grave relocation will cover the costs of digging, making and removing graves to new locations, rebuilding graves to their original states and other necessary related costs. Such costs will be calculated based on the price table regulated by the City PC. In addition, the project will build new wall to isolate the site from the main road. No known existing historical/cultural relics such as pagodas, temples, churches etc. will be relocated as the result of arterial road construction. However, five temples listed below are located from 32 to 320 m from the centre line of the alignment. The project may cause negative environmental impacts (dust, noise, vibration or visual impacts) onto these structures and/or disturb cultural activities during both construction and operation phases. The measures to mitigate noise impacts onto the cultural relics and costs are discussed in the Environmental Management Plan. Table 13. Cultural structures located close to the proposed road

Temple/pagoda Location Distance to Existing separator from centreline the surrounding 1 Phạm Tử Nghi temple Km 3+900 32 No separator 2 Kien Phong pagoda Km 5+600 314 Five tree rows, 20 m wide 3 Te Chu pagoda Km 6+900 217 7 tree rows 4 Hoang Mai pagoda Km 7+950 140 3 tree rows 25 m wide 5 Lam Khe pagoda Km 9+700 38 1 tree row, 2 m wide 6 Kim Quang Tu pagoda Km 19+000 33 1 tree row, 4 m wide During the preparation of the EIA, the Project Owner has also consulted the City’s Department of Culture, Sport and Tourism (DCST) on physical cultural issues in project area. DCST advised that: (i) basically exiting physical cultural structures are not located within the right of way, however, boat-shaped, brick graves or ceramic/stone artifacts may be exposed during excavation; and (ii) mitigation measures such as planting trees, dust/noise barrier and landscaping should be implemented at the pagodas that are located near roadside; DCST has also recommended coordination mechanism and contingency (50 millions VND) for the cases where chance find procedure has to be applied during construction phase. A Chance Find Procedure and the measures for mitigating the potential environmental impacts onto the pagodas discussed above are presented in the EMP. While the Chance Find procedure has taken into account the recommendations of DCST, the site-specific mitigation measures for the pagodas will be refined and confirmed based on further consultation with relevant parties during the detail design stage.

Groundwater The excavation of deep cuttings will change groundwater flows and drain perched water tables. Shallow wells near cuttings may need to be deepened or relocated. No impact on groundwater quality is, however, expected.

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Surface Water Around 61 ha of cultivated land in 13 communes/wards would be acquired by the proposed project. Therefore, secondary irrigation/drainage canals and farming (tertiary) canals and culverts of local irrigation systems will also be affected (Figure 25). Based on field surveys and public consultation conducted by environmental consultants, about 45 existing canal- sections would be affected by the proposed road during land clearance. Minimization measures should be implemented in order to reduce water speed and volume by increasing the number of drainage culverts and selecting proper places for culvert placement to avoid erosion effects. The construction of temporary embankments for access routes could block watercourses leading to ponding on roads or flooding of nearby houses. Temporary works should be planned with the possible effects on drainage flows and flood levels in mind, and should provide adequate drainage openings. Extraction of river sand for construction will have positive impacts as it will counteract accumulation of sediment. However, it will only be carried out at approved locations and so as not to undermine flood protection structures of water intakes.

Figure 25. Typical canal in Bac Son Commune

Paddy field in Dang Cuong Commune

Table 14. Location of Affected Cultivated Lands and Canal Systems

Communes/Wards Affected Areas Bac Son + Cultivation areas (Dam Sau and Dam Chieng) will be split, operation of irrigation system will be affected; - Lining canal will be separated. This canal drains water for Dam Sau and Dam Chieng areas. Le Loi Cultivation area - Canal systems in Duong Vai and Luong Quy areas, Dang Cua and Cua Dinh areas will be divided. Irrigation system for this agriculture area should be rehabilitated according to agricultural production and local drainage. Irrigation canals affected by the alignment at: - Km1+20 - Km1+540 (at Duong Vai area– Le Loi commune)

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- Km2+90 Dang Cuong Cultivation area - Irrigation/drainage system in the commune will be divided (in Doc Bien, Dam Nang, Dong On, But Chi and Cai Oc fields) in which, water is conveyed from An Kim Hai river. Irrigation canals affected by the alignment at: - Km2+850 (Irrigation & Drainage) - Km3+980 - Km4+800 on An Kim Hai canal - Km4+980 - The canal connects irrigation canal in Roc Do area and Cai Coc and Ban Tai areas at Km5+120 - Km5+490 Dong Thai – Hong Cultivation area Thai The alignment will run closely to the boundary between Dong Thai and Hong Thai communes. However, irrigation system (irrigation and drainage) will be separated. Water in canal system of Dong Thai commune is provided from the canal system of Hong Thai commune thus; irrigation system in Dong Thai commune will be primarily affected. Irrigation canals affected by the alignment at: - Km5+490, supporting irrigation and drainage in Hong Thai, Dong Thai and Dang Cuong communes - Km6+770, supporting irrigation and drainage in cultivation area near Trung Tam cemetery - Km8+330: supporting irrigation for the remaining small cultivation area after being separated by the alignment with functions of water intake from Lach Tray river (in spring crop) and water drainage to Lach Tray river (in summer crop). - Km8+710; function: taking water intake in summer crop from gate No. 1 near Lach Tray river - Km5+490; near Trung Tam cemetery, near Km8+330, Km8+710; Dong Hoa Cultivation area The alignment will cross existing cultivation area; therefore, the canal system will be separated. Irrigation canals affected by the alignment at: - Km10+450 - Km10+670 Vinh Niem Cultivation area - Cultivation area around Dong Say culvert (Km11+780-Km11+960) - Cultivation area surrounding residential area No.4 (Km12+220 – Km12+275) Irrigation canals affected by the alignment at: - Km12+270, supplying water to cultivation area and aquaculture area along two sides of the alignment Dang Giang Irrigation canals affected by the alignment at: - Km14+20, purposes: discharging domestic/industrial waste water into Lach Tray river

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Thanh To Irrigation canals are cut by the road at: (Primarily support area of aquaculture) - Km17+390–Km17+450 - Km17+390

Dang Hai Cultivation area - Cultivation area at road side at Km18+235 – Km18+350 - Cultivation area at road side at Km19+110– Km19+220 Irrigation canals affected by the alignment at: - Km18+270: supply water for cultivation area - Km19+200 These lining canals and box culverts will be in charge of irrigation and drainage for cultivation area in Dang Hai and Nam Hai wards.

Due to potentially uncontrolled waste discharge during construction mud accumulation during road construction might occur in the canal system, especially at culverts and division gates, affecting water conveyance capacity to cultivation plots. Lubricant and asphalt from the road surface, especially in the rainy season could spread to the irrigation water source. Chemical substances following the water flow in canal systems, through conduction and convection would reduce water quality for irrigation, affecting agricultural products, cultivation soils condition, and drainage water quality back to the river (An Kim Hai canal, Re river, Lach Tray river). However, this type of impact could be controlled and mitigated during construction activities. Open land surfaces, excavations, and soil stockpiles will result in higher silt loading in runoff if proper mitigation measures are not taken. The contractors shall follow the EMP sedimentation control plans prior to the commencement of the civil works to minimize sedimentation in canal systems and river bed. Sand/soil extraction in alluvial plains for road embankment works should be done at selected areas, with care taken to minimize environmental impacts. The sand area is located along the project alignment and by the banks of the Lach Tray river, facilitating transportation by waterway and road network from Lach Tray river too construction sites. The distance from sandbar to the alignment is small (maximum 2.6 km). Impacts from sand transport will be mitigated in combination with convenient transportation roads without crossing the city centre. By taking mitigating measures, water pollution from construction is expected to be moderate, short-term, temporary, and reversible. The mitigating measures recommended include: (i) limiting the period of construction by carrying out several contract packages at the same time; (ii) Stockpiling should occur at least 10m from a water course.; (iii) providing temporary drainage during construction to reduce channel erosion; (iv) installing sedimentation control measures (sediment trap, straw bale barriers) at points of discharge to watercourses; (v) installing facilities to remove mud from the tires of construction vehicles; (vi) No oil, lubricants, fuels or containers should be drained or dumped to ground or

67 waterways ; (vii) ensuring the proper disposal of solid waste from construction activities and workers’ camps and viii) Timing of works around the dry seasons when possible.

Impact Assessment of the Cau Rao Curved Bend at the Lach Tray River Lach Tray River, a part of Thai Binh river system, is located in Hong-Thai Binh catchment. It departs from Van Uc river at Bat Trang commune (An Lao district, Hai Phong) and flows eastward toward the East Sea at Lach Tray estuary. The Thai Binh river flows toward the sea through six river mouths: Thai Binh, Van Uc, Lach Tray, Cam (deposited), Nam Trieu, and Chanh (small). The surface area of the Thai Binh river at Pha Lai is 12.680km2. The total water volume is 8.8 billion m3/year which is distributed through the river network according to the following proportions: Kinh Thay 51% of the total water volume, Gua Thay (39%). In addition, around 22% of the total water volume of the Kinh Thay river is transported to Kinh Mon at An Phu. The Thai Binh river receives the remaining 10% from the Luoc river which is in turn distributed to Van Uc (43%), Rang river (9,6%) and Lach Tray (5,6%).

Hai Phong’s river network facilitates water allotment in case of flooding. The Levees of the Lach Tray River have a soil composition built for flood conveyance and prevention, especially in case of heavy storms combined with spring tides. Should a big flood occurs in the Lach Tray, the water would flow through the Ha Ly River to the Cam River, and finally to the Bach Dang River. Changing the drainage route of a local stream could affect the conveyance capacity of the entire estuary and Hai Phong City’s. Concurrently, bank erosion problems (especially in curved bends) must be evaluated scientifically. The Lach Tray River, a part of Thai Binh river system, is located in the Hong-Thai Binh catchment. It departs from Van Uc river at Bat Trang commune (An Lao district, Hai Phong) and flows eastward toward the East Sea at Lach Tray estuary.

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Figure 26. Cau Rao curved bend, left bank segment (white line) having strong erosion. Images of Monitoring Points LT8, LT5, and LT4 are shown below.

This impact analysis was done with the purpose of assessing the impact of shifting the current dike on the actual hydrological system of the project area, as well as relevant areas (upstream and downstream of shifted section). The analysis considered three main factors: (i) changes in deposition and erosion of the section, (ii) changes in flood conveyance capacity, (iii) recommending solutions to minimize the revealed effects. There are many hydrological stations in the Hong-Thai Binh river system. Because the study area is located downstream, this report concentrates only on the downstream area of the station network. In order to evaluate the impact of 1.5km-long dike shifting along the curved bend of the Cau Rao on flood conveyance capacity of the river network, a 1D model was used to simulate the complex wide-range river network. The MIKE 11 model was chosen to simulate the flood conveyance capacity through the estuaries (MIKE 11 is the model commonly used to compute flow in river networks). For the impact of the project to be assessed accurately, the authors used the 2005 flood (the biggest flood in the recent decade) to simulate the water surface and the flood conveyance capacity of the area. After that the boundary conditions and the parameters used to simulate the above flood remained set. In order to simulate conditions after the project implementation, the cross-section of Cau Rao was relocated 10m from the left bank toward the right bank. Subsequently, the authors used the new cross-section to simulate 2005 flood effects on water surface and flood conveyance capacity of the Lach Tray River. Results are summarized as follows:

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1. Moving the left bank dike 7-10m toward the right bank does not have much effect on water surface (see Figure 27). The highest water level difference is about 1cm at about 27km upstream from Cau Rao. 2. The distribution of flood discharge among four river mouths would not be changed significantly before and after project implementation (see Table 14).

Figure 27: Water Level along the Lach Tray River before and after Project Implementation

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Table 15. Rate of the Largest Discharge through Four River Mouths (Van Uc, Lach Tray, Nam Trieu and Chanh) before and after Project Implementation.

Discharge rate Nam Triu Văn Úc Lach Tray Chanh Total (m3/s) (%) (%) (%) (%)

Before the project 14.983 75.7725 6.29614 2.9483 7024.587

After the project 14.983 75.7726 6.2961 2.9483 7024.591

Based on analyzed data and the actual survey, the results can be explained as follows: This area is near the estuary, so it is strongly influenced by tides; the bed slope is small, and the river system has many branches. On the other hand, the alluvial beach is quite high and wide, the discharge flows mainly down the riverbed, and the portion that flows over the alluvial plain is not significant. Therefore, the dike shifting toward the right bank with a relatively small space of 7 – 10m will not cause excessive increase in upstream water level. So the project plan can be implemented without adverse impact on water surface and flood conveyance capacity of the Lach Tray River. In addition to the above analysis, potential erosion and sedimentation at the curved bend of the river were also evaluated. A 2-D hydrodynamics model TREM (Two-dimensional Riverbed Deformation Model) was applied to estimate the velocity field and inshore velocity and evaluate the potential erosion and sedimentation resulting from constructing a 1.5-km dyke stretching along the Cau Rao curved bend – a segment of Lay Tray river (see Annexes for more details about the analysis).

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Figure 28. Topography of the River section analyzed. The raw elevation data were provided in AutoCAD format. The pre-processing of raw data was done using MapInfo and ArcView softwares. By applying hydrodynamics module of TREM model to simulate the velocity field and inshore velocity for the year 2005 flood, it can be concluded that: 1. The dyke shift from the left bank to the right bank (7 to 10 meters) caused the change of distribution of local velocity fields as well as inshore velocity. 2. At location SL8 in front of the narrowed cross-section of the most curved bend, the increase of inshore velocity can be seen more clearly under the impacts of dyke movement. 3. Similar situations were also found at the downstream of the curved bend (SL4 and SL5). The increase of erosion at the above locations equally occurs without the dyke shifting project implemented. However, the increase of velocity due to the contraction of cross-section as the project is implemented will add more erosion to the natural rate. Fortunately, the increase due to the project implementation is small, about 1 % (see Figure 29).

Figure 29. Nearshore water velocity along Rao curved bend before and after project implementation

From the outcomes of field surveys and model simulations of velocity field and near shore velocity, the following conclusions were derived: a) There will be no problem for flood drainage if dyke improvement is implemented as described in the report and official document 2053/BNN-ĐĐ dated on 13/7/2009 of the Ministry of Agriculture and Rural Development. b) The dyke improvement at the curved bend will increase the erosion velocity at downstream of Rao bridge. However, the magnitude of the increase is insignificant.

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The erosion still occurs naturally on the left bank even though the dyke improvement is not implemented. c) In order to mitigate the erosion after the dyke is improved, the new and current dyke systems need to be strengthened via stone embankments from the most curved point to the end of curved bend (approximately 1.5 km) according to the design of the Centre for design Consultancy - Department for Dyke Management, Flood & Storm Control Ministry of Agriculture and Rural Development.

Ecosystems and Protected Areas The project area is an agro-ecosystem. Humans have settled and managed the area for centuries, for agricultural production. The construction of the arterial road will not cause any major change in the present ecological situation.

Flora and Fauna Impacts No habitats of vulnerable, threatened, or endangered flora or fauna have been identified within the primary and secondary impact area of the Project. The removal of vegetation in preparation for construction will cause common animals (insects, rodents, frogs, small reptiles) in agricultural lands to move to nearby habitats within the same corridor. These animals reproduce quickly and readily adjust to the presence of humans. The following mitigating measures will be implemented during construction: (i) minimizing the clearing of areas to what is absolutely necessary for construction, (ii) using construction equipment that creates less noise, (iii) promptly replanting grasses to protect embankment slopes, and (iv) prohibiting workers from hunting, fishing, and collecting local animals, plants, and crops for food, v) avoid the introduction of invasive species (i.e., weeds). About 13,000 fruit trees including longan, jackfruit, mango, coconut, pomelo, orange, apple, sugar-apple and other trees, will be removed from the right-of-way. Furthermore, 25,000 combined trees (bamboo, papaw, wood trees) and about 65,000 amplexicaule tea trees will be cleared. The trees have no ecological significance, and their removal will have negligible impact on the agro-forest ecosystem. According to mitigation measures, trees will be planted in the road’s median strip in 2 rows along the 20 km equivalent to 60,000m2 of green space. The proposed green space covers a larger area than the area to be cleared of trees, therefore, the total green space of the city will not be affected.

Dust and Noise Project construction is expected to generate a short-term and temporary increase in ambient dust and noise. The increased dust level may disturb some people. The increased sulfur dioxide and carbon monoxide concentrations in the area are not, however, expected to exceed environmental standards because the construction equipment working on each section of highway will be few. Among the air pollution control measures for the Project are: (i) regular monitoring to ensure the use of fuel-efficient and well-maintained equipment to minimize exhaust emissions and noise; (ii) control of concrete batching, asphalt, and crusher activities according to Vietnamese emission standards; and (iii) location of asphalt hot-mix facilities

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downwind of sensitive receptors such as schools and hospitals, or at least an adequate distance upwind. Construction dust is one nuisance expected from project construction. But this phase is short- term, temporary, and limited in spatial extent. The rainy season is longer than the dry season in the project area; thus, any dust impact will be short-term. Tender documents will include requirements for limiting ambient dust to government standards at identified sensitive areas (residential areas close to the alignment, schools, hospitals, churches, and pagodas). Mitigating measures include: (i) avoiding the location of borrow sites near sensitive areas, (ii) regularly sprinkling excavated areas and open road sections on dry days, (iii) covering hauling trucks with tarpaulin, (iv) locating sand and earth stockpiles away from sensitive areas or at least providing adequate wind breakers between the stockpile and sensitive areas, and (v) limiting vehicle speeds to 20 kilometers per hour on unpaved roads in dry weather. The highest noise level is caused by trucks at a distance of 15m (70- 96 dBA). Source of noise impact is considered from the road’s centerline. Residential houses along transport-roads are those mostly affected; in such areas, noise level is higher than Vietnamese standard (60 to 75 dBA for residential area in the day time). Not only residents in the project’s construction area but also residents living along the two sides of the roads where vehicles carrying construction materials and wastes run by are mostly affected by noise. Transportation of materials and duration of construction phase (estimated at five years) would affect local residents if proper mitigation measures are not implemented.

Table 16. Noise from Construction Machinery

Machines and equipment Noise rate at the position Regulation of US Public Service 15m away from source Agency (dBA) Pneumatic hammer and 76-99 75 drilling machine Truck 70-96 75 Crane 72-96 75 Roller 72-88 75 Pulling machine 73-96 75 Leveling machine 77-95 75-80 Concrete mixer 70-90 75

Generator 70-82 75 Vibrating tamper 70-80 75

Maximum noise levels generated from cranes in construction sites to the nearest affected areas are about 15 to 30 dBA higher than the allowed Vietnamese noise standard. In practice, the crane used for pile driving works intermittently. Therefore, noise impact by pile-driving works on residential areas is MINOR when construction activities are conducted in day time. Hydraulic compression will be applied to pile-driving for foundation consolidation for the construction of bridges; thus, the noise and vibration generated from pile compression 98

machine is negligible. The Noise generated from construction of bridges is mainly from cranes moving concrete blocks supporting pile-driving activities Sensitive areas such as residential areas, schools, pagodas, and hospitals within 50 m of the construction limits will be provided with noise bunds of adequate height. As a rule: (i) heavy equipment should be operated only in the daytime; (ii) hammer-type pile-driving operations should be avoided at night; (iii) construction equipment that generates excessive noise should be enclosed; (iv) blasting activities should be allowed only in the daytime, blasting intensities controlled, and nearby residents notified beforehand; and (v) the effectiveness of mitigation measures should be monitored regularly through noise level measurements at sensitive sites. Projected noise levels should not exceed Viet Nam standards.

Table 17. Estimated Noise Level (dBA) Along Public and Residential Areas of the Proposed Road

No Construction Distance to Existence of Noise Calculated noise Permitted item nearest barrier level at residential noise level, residential area caused by Vietnamese area construction standard (in activities (crane’s day time) operation) (dBA) 1 Re bridge 170m No noise barrier; 50.9 – 74.9 60.0 within Bac Son Paddy field is commune between construction area and residential houses 2 An Kim Hai 30m No noise barrier. 66.0 – 90.0 60.0 bridge at Houses are located Km4+795, along the road and Dang Cuong near the bridge commune 3 Dong Khe 30m No noise barrier. 66.0 – 90.0 70.0 bridge at Houses are located Km9+452, along the road and Quan Tru ward near the bridge 4 Niem 2 bridge 20m No noise barrier. 69.5 – 93.5 60.0 at Km11+150, Houses are located Dong Hoa, along the road and Vinh Niem near the bridge wards 5 Tunnel under 80m Noise barrier as walls 57.5 – 81.5 70.0 Rao bridge of public structures and enterprises

Table 18. List of Noise-sensitive Receptors

N Noise Sensitive Km Measure Distance Existing o Receptors d Noise from road protectio level centerline n (dB) (m)

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N Noise Sensitive Km Measure Distance Existing o Receptors d Noise from road protectio level centerline n (dB) (m) 1 Village temple 3+900 77.21 32 Not (Pham Tu Nghi) fenced – Dang Cuong commune (Area in front of temple affected)

2 Kim Quang Tu 19+00 74.86 33 1 tree row pagoda (affect 0 of 4m on the south of width pagoda affected)

3 Lam Khe pagoda 9+700 74.86 38 1 tree row (affect on the of 2m south of pagoda width affected)

4 Le Loi Primary 1+300 77.21 96 1 fence School (01 wall of house row in the 1.2m west) width

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N Noise Sensitive Km Measure Distance Existing o Receptors d Noise from road protectio level centerline n (dB) (m) 5 Dang Cuong 3+500 77.21 125 Only the Secondary 1st floor is School covered; 2nd and 3rd floors are not covered

6 Hoang Mai 7+950 77.21 140 3 tree pagoda (affect rows of 25 on the south of m width pagoda affected)

7 Te Chu pagoda 6+900 77.21 217 7 rows of (affect on the trees of 70 south of pagoda m width affected)

8 Kien Phong 5+600 77.21 314 5 tree row pagoda (affect of 20 m on the south of width pagoda affected)

Air Quality Project construction is expected to generate a short-term and temporary increase in ambient dust. The increased dust level may disturb some people. The increased sulfur dioxide and carbon monoxide concentrations in the area are not, however, expected to exceed environmental standards because the construction equipment working on each section of

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highway will be few. Among the air pollution control measures for the Project are: (i) regular monitoring to ensure the use of fuel-efficient and well-maintained equipment to minimize exhaust emissions and noise; (ii) control of concrete batching, asphalt, and crusher activities according to Vietnamese emission standards; and (iii) location of asphalt hot-mix facilities downwind of sensitive receptors such as schools and hospitals, or at least an adequate distance upwind. Construction dust is one nuisance expected from project construction. But this phase is short-term, temporary, and limited in spatial extent. The rainy season is longer than the dry season in the project area; thus, any dust impact will be short-term. Tender documents will include requirements for limiting ambient dust to government standards at identified sensitive areas (residential areas close to the alignment, schools, hospitals, churches, and pagodas). Mitigating measures include: (i) avoiding the location of borrow sites near sensitive areas, (ii) regularly sprinkling excavated areas and open road sections on dry days, (iii) covering hauling trucks with tarpaulin, (iv) locating sand and earth stockpiles away from sensitive areas or at least providing adequate wind breakers between the stockpile and sensitive areas, and (v) limiting vehicle speeds to 20 kilometers per hour on unpaved roads in dry weather. Once the road is constructed exhaust fumes and dust during operation will tend to increase along the road alignment. Mostly agriculture areas such as Bac Son, Dan Cuong will not be affected. However, more urban areas toward the east of the arterial link such as Quan Tru. Don Hoa, and Vinh Niem wards will be more exposed to exhaust fumes and dust. In order to assess the degree and potential increased of air pollution along the proposed road during the next 20 years, the consultants carried out a series of forecasts. The air pollution process from traffic is generally organized as follows: a. emission source (depending on type of facilities, equipment, machines, fuel quality); b. diffusion process (depending on topography, temperature, rain and wind); and c. receiving object (human, soil, fauna and flora). Based on some of these parameters forecasts METI_LIS modeling about air pollution scenarios (2010- 2030) along the proposed road were carried out. The METI_LIS model is a Gaussian dispersion model based on the ISC model of the Environmental Protection Agency of the United States (EPA); ISC is the standard model in United State and widely used in the world (see appendices for more details regarding the complete analysis). Analyses on generation of SO2, NO2, CO, and VOC due to exhaust emissions were calculated based on the following cases: 1) selected alternative is the most practical and feasible road operation method. Calculation parameters are based on average values to reflect regular impacts and following unfavorable conditions and local impacts; 2) the most unfavorable condition on the road with the highest traffic volume. A series of experiments in whirl tube and at site with the above model were carried out under the sponsorship of METI. Diffusion of NO2 and its concentration was calculated and adapted to a 2D model. Selected results are presented in the following figures based on case 2.

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Figure 30. Forecast on NO2 concentration, Quan Tru – Nam Hai , worst case scenario: at rush hour in winter, north wind of 1.5m/s in 2030. Blue and green are the lowest concentration values.

Figure 31. Forecast on NO2 concentration, Quan Tru – Nam Hai, worst case scenario at rush hour in summer, southeast wind of 1,5m/s in 2030. Blue and green are the lowest concentration values.

Calculation results following the METI_LIS model show that there is no case of air pollution. Regions with NO2 concentration (yellow – red) of 0.1-0.156 mg/l are seldom achieved. In terms of overall emissions and dust (SO2, CO, NO2, and TSP) concentrations, the analysis (following Sutton formula) indicated that road pollution even at close distances from the center of the road is negligible, excepting concentrations of NO2 which tend to decrease as distance from the road center increases (see Table 19 and annexes for full details about the analysis). Overall sulfur dioxide and carbon monoxide concentrations in the area are not, however, expected to exceed environmental standards according to Vietnam’s existing emissions norms.

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Table 19. Forecast of emissions; worst case scenario projected to 2030

TSP (mg/l) SO2 (mg/l) NO2 (mg/l) CO (mg/l) Distan ce Qua Qua Qua Qua from NH1 n NH1 n NH1 n NH1 n N road Diffusion coefficient 0 to Tru 0 to Tru 0 to Tru 0 to Tru o. center following z direction Qua to Qua to Qua to Qua to line n Na n Na n Na n Na x (m) Tru m Tru m Tru m Tru m Hai Hai Hai Hai 0,12 0,13 0.05 0.06 0.67 0.73 4.39 4.75 10 2,8463 1 14 67 83 31 73 31 40 57 0,06 0,07 0.03 0.03 0.38 0.42 2.52 2.73 20 4,7209 2 98 86 36 63 98 18 85 66 0,05 0,05 0.02 0.02 0.28 0.31 1.85 2.01 30 6,3471 3 13 78 47 67 65 01 87 17 0,04 0,04 0.01 0.02 0.23 0.25 1.49 1.62 40 7,8303 4 14 66 99 15 11 01 92 26 0,03 0,03 0.01 0.01 0.19 0.21 1.27 1.37 50 9,2156 5 51 95 69 83 58 20 05 50 0,03 0,03 0.01 0.01 0.17 0.18 1.11 1.20 60 10,5275 6 07 45 47 60 12 52 04 17 0,02 0,03 0.01 0.01 0.15 0.16 0.99 1.07 70 11,7814 7 74 08 32 42 28 54 11 27 0,02 0,02 0.01 0.01 0.13 0.14 0.89 0.97 80 12,9877 8 48 79 19 29 85 99 84 24 Allowed emission limit of the route 0.221 0,298 0,156 29,947 (Concentration which may cause pollution)

Solid, Hazardous, and Chemical Waste There will be a large quantity of waste soil excavated from cultivation plots, the Lach Tray River, Re River, An Kim Hai canal, and road-crossing farming canals. Additionally, soil from the existing road surface, dykes, and bridges will also be excavated. As described in the environmental baseline, rivers, canals and cultivating plots show no signs of existing pollution. Thus, soil disposal in these areas could be reused for other purposes namely lowland filling, river embankment, or canals/banks consolidation. The main potential impacts from soil disposal are dust generation and the formation of inundation/flooding regions within construction site and along roads for transportation to dumping sites. Mitigation measures and tender documents will include a detailed and solid waste control plan. All solid waste shall be disposed of offsite at an approved disposal site. Soil disposal will be located in temporary sites along the road alignment, waiting for transportation to permanent disposal sites. Massive soil distributed along the site would create either dust in dry season affecting nearby residential areas or localized flooding affecting local transportation, travelling, and living conditions of nearby residents.

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PMU will get the city’s written direction on the disposal site(s) that can be used for the project including temporary sites. All such permits and authorizations will be ensured before the initiation of construction activities. All hazardous and chemical waste (including used oil and grease, bitumen products etc.) shall be disposed of at an approved hazardous landfill site and in accordance with local legislative requirements. The contractor will need to handle bulk fuel on-site during construction. Without mitigating safety measures, if the fuel facility fails it could spill hazardous material into the surrounding area. To control risks and hazards in this respect, the contractors will be required to: (i) institutionalize an emergency and contingency plan for fuel and oil spillage, (ii) obtain appropriate permits for the transport and handling of hazardous materials, (iii) locate the refueling facility at the motor pool site on a cement pavement with a surrounding canal leading to an oil and grease separator to facilitate the capture and removal of spilled oil, (iv) place reflector signs on fuel tanks for night visibility, and (v) have protective posts that can withstand the accidental backup of heavy equipment.

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AVOIDANCE, MINIMIZATION, MITIGATION AND OFFSET MEASURES The following section describes those measures that will be implemented to reduce or eliminate the potential adverse impacts on the human and natural environment of the project area in selected sections of the alignment. These measures have been incorporated in more detail into the EMP document as specific guidelines for tender documents to be presented to contractors during the bidding and implementation process of the project. Prior to commencement of construction, the Contractor will be required to submit an EMP Implementation Plan to the PMU based on the Contractor’s actual construction methodologies, work program, and management of construction activities and the workforce during construction. The EMP Implementation Plan shall demonstrate compliance with Vietnamese environmental requirements, the mitigation measures set down in these specifications and The World Bank environmental policies. The project is based on a four -fold approach to minimize and mitigate environmental and social impacts: 1) Avoidance: Alternative analysis has been regarded as one of the most important mitigation measures to minimize potential adverse environmental and social impact. Minimizing land acquisition and resettlement to the extent possible has also been a key criterion for alignment selection during the feasibility and EA studies. 2) Sound Engineering for design and construction: The project has been designed and will be implemented with state-of-the art engineering. 3) Comprehensive Mitigation plans: detailed environmental mitigation plan. 4) Compliance framework: strict supervision and monitoring on implementation of mitigation measures during construction. The EMP contains guiding environmental principles and procedures for communication, reporting, training, monitoring and plan review to which all staff, consultants, supervisors, Contractors and sub-Contractors are required to comply with throughout the pre-construction, and constructions stages of the Road Project. Building the road in urban and peri-urban communities, and along heavily cultivate lands will require careful planning and management of impacts from construction. Potential impacts include: pollution of irrigation canals and cultivated lands; increased dust, noise and other nuisances on rural communities; increased traffic on local roads; construction work on and near canals and streams; the presence of a large workforce in and near rural communities; disposal of construction wastes. Other long term impacts such as increased noise from traffic and land use changes have been fully integrated into project design and the Master land use Plan of the city. Therefore, the management of impacts during construction constitutes the main focus of the EMP. Figure 32 illustrates the main instrument used to develop detailed mitigation measures along the alignment of the road. These measures were either: (i) incorporated in project design and hence already included in the bill of quantities; or (ii) included in the environmental specifications for contractors (see EMP). In addition, site specific measures were identified

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for all sensitive areas along the road. The types of measures include: special culverts for irrigation canal crossings, lining of canals during construction, special crossings for community connectivity, pedestrian crossings (flyovers), relocation of pumping stations for irrigation, shifting of irrigation canals. Table 20 summarizes the sensitive areas and activities and the mitigation measures during the pre- construction and construction stages for specific sections of the Road. These measures have been incorporated in the environmental specifications for contractors and will be supervised by environmental supervision teams as part of the technical supervision of construction. Construction involves the Project Management Unit (PMU) of the Department of Transport, the Environmental Management Unit in PMU, Contractors, and Environmental Supervision Engineers as part of the Construction Supervision team (CST) and the Independent Environmental Monitoring Consultant (IMC). Minimization and Mitigation measures are categorized by route sections, road design, and potential impacts. Mitigation measures include both “technical” and “management” methods which will be implemented by contractors and various stakeholders. Basically, adverse effects could be minimized and mitigated by: 1) Integrating measures into the technical design of the overall project, which could increase the budget; 2) Implementing on- site mitigation measures with the participation of stakeholders. These mitigation plans need to be ready before commencement of construction (Table 20; see EMP for more details). Minimization and mitigation key actions were highlighted on all segments of the proposed road (km 0 - km 19+869). Local maps, road design plans, and GPS were used to identify and locate specific locations within communes and wards, standing infrastructure, irrigation canals, cultivation plots, paddy fields, water bodies, public lands, draining culverts, dykes etc. that will be impacted by the new road during construction and operation. Minimization and mitigation guidelines and key actions were developed highlighting main issues in each road section. Images of each location along with selected infrastructure were overlapped with the technical road design for that section (See Annex: Environmental and Social issues along the Right of Way)).

It is essential to design the monitoring program and monitoring frequency appropriately to be able to demonstrate both the overall performance of the project works as well as the short- term impact due to peak construction activities (see EMP). More specifically, as the integral and critical part of the EMP, the environment monitoring program should have the following objectives: • Determine the actual extent of the impacts; • Control impacts which are generated from construction process and mentioned in EIA report; • Check environmental pollution standards applied to the project during construction; • Check and supervise implementation of environmental protection solutions during construction based on EIA report. • Suggest mitigation measures in case of unexpected impacts; • Suggest to the Client to coordinate with central and local environmental organizations to solve pending issues relating to environmental protection under the scope of the Project; 107

• Assess the effect of mitigation measures in pre-construction, construction and operation stages; • Confirm the impacts forecasted in the EIA.

Table 20. Summarized Road Characteristics, Impacted Places, and Minimization and Mitigation Actions.

Road Road characteristics Affected places where minimization and mitigation section actions are recommended Km 0 The route will run through Bac - The project will build a bridge crossing the Re river. (Bac Son and Le Loi communes which The river is raw water source of the proposed An Son are suburban communes of Hai Duong drinking water treatment plant (WTP) which is commun Phong city. These two located 7 km down stream of the river. The WTP has e) – Km communes present their typical being designed in 2010 and construction is expected in 2+100 characteristics of Northern 2011. Control of sediments during construction (at the agricultural area with pure and activities is suggested. No need for special mitigation. end of fresh air, unpolluted water in - The route will run through residential areas: Village Le Loi irrigation & drainage system, No.5 in Bac Son commune (Km 0+050), Luong Quy commun scattered wastes on cultivation village in Le Loi commune. It will separate some e) plots or along canals, etc. households in village No.5 from their cultivation areas The route section will mainly cut which are located in the southern area of the route; cultivation areas and - The route will mainly run through cultivation areas irrigation/drainage canals and cut multipurpose canals thus; irrigation and drainage in some areas might be affected; - The route will cut some inter-village roads of 3.5m width in average with low traffic density; - The route will cross Re river (Km 0+700). Cultivation areas and fishing ponds are mainly located along the river sides. Some 4th-grade houses (<10 households) with weak foundation and some temporary houses are distributed 50m around the alignment next to the position of Km0+700; - Residential area in Le Loi commune will be separated into two regions by the route. The west region will be located by Trang Due, Tram Bac village and the remaining will be located by Luong Quy village; - The route will partly separate houses (Luong Quy and Trang Due village) from their cultivation areas; - The route will cross by a canal of 2m in width at km1+100. Water is conveyed from a pumping station in the north by this canal to supply cultivation area in Le Loi commune and some cultivation plots in Dang Cuong commune; - The route will cross an inter-commune road at km1+400. This is a main road in the local area supporting transportation to communal administration area. Surrounding the intersection at this station (Km1+400) within 100m, mainly one-floor and flat-roof houses are located; - About 30m far east from the intersection, Le Loi

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Road Road characteristics Affected places where minimization and mitigation section actions are recommended secondary school is located and about 20m in the west, An Kim Hai canal is located along the main road; - The route will cross main inter-village road at km 1+700; - The route will run closely along AKH canal at km 1+880. Km The route will separate Dang - The route will mainly run through cultivation areas 2+100 – Cuong commune into two and irrigation systems generating irrigation/drainage Km regions. This is a suburban problems to some cultivation plots; 5+500 commune of agriculture. The - The route will divide Dang Cuong communes into (from commune presents their typical halves running along the boundary of Tri Yeu and the characteristics of Northern Dong Du villages. Tu Lap, Dan Hanh and Hoa Nhat beginnin agricultural area with pure and villages will be located in the northern part of the route g fresh air, unpolluted water in and Doan Tien, Chien Thang, Dong Quang and Nhat section irrigation & drainage system, Tri villages will be located in the southern region. The of Dang scattered wastes on cultivation advantage is that the proposed route nearly overlaps Cuong plots or along canals, etc. administrative boundary of 2 separating villages before commun integrating into Dang Cuong commune. Therefore, e to the there will not be so much changes in social interaction end of of the residential community; Dang - Tu Lap, Dan Hanh and Hoa Nhat villages will be Cuong separated from administrative areas of Dang Cuong commun commune; e) - The route will cross the following villages: Chien Thang village (Km2+700), Tu Lap village (Km3+700), Hoa Nhat village (4+350) and Hoan Kiem village (Km3+300); - The route will cross some earthen canals supporting irrigation, drainage and sewerage for the whole commune, especially at stations of Km2+100, Km2+800, Km2+550, Km3+150, Km3+980, Km5+100; - The route will cross An Kim Hai canal at Km 4+800; - The route will cross some inter-village roads especially at station Km4+360 for residents’ transportation to An Kim Hai canal; - The route will cross 2 inter-commune roads at Km3+680 which are main roads for residents’ demand of administration in Tu Lap, Dan Hanh and Hoa Nhat villages to communal administrative areas and at Km 4+820 with a road next to AKH canal; - The route will cross road No.351; - The route will be close to Dang Cuong secondary school; - The route will run to the middle of 2 high-voltage (220 KV) poles at Km5+300 with high clearance of 19m and poles’ height of 36m. The route will run through Dong - The route will mainly cross cultivation areas and 109

Road Road characteristics Affected places where minimization and mitigation section actions are recommended Km5+55 Thai and Dong Thai communes irrigation systems generating some irrigation/drainage 0 – which are suburban communes problems to some cultivation plots; Km9+50 of Hai Phong city. These two - The route will cross Hong Thai and Dong Thai 0 (the communes have typical commune; route environmental characteristics of - The route will cross northern edge of Hy Tai village at section Northern agricultural area with Km5+550 (Hong Thai commune); located pure and fresh air in which, water - The route will cross some earthen canals for between in rivers and canals has not been agriculture and sewerage of the two communes at Dong polluted, rubbish has not been remarkable stations of Km5+500, Km5+900, Thai and collected and scattered on Km6+780, Km8+330 and Km8+770; Hong cultivation plots and canal Thai regions, etc. - The route will cross some inter-village roads of small traffic density with 3.5m in average-width and commun The route will nearly overlap the especially inter-commune road between Hong Thai es) boundary between Hong Thai and Dong Thai commune at Km7+150; and Dong Thai communes thus; it will be the boundary of these - The route will cross high-voltage (220 KV) electric two communes. pole at Km8+140 with height clearance of 19m and pole’s height of 40m. 01 electric pole must be

relocated; - The route will run closely to the site of Hoang Mai cemetery in Dong Thai commune; - The route will cross Lach Tray river at Km9+400. The route will cross the area of - The route will mainly cut through cultivation areas Km9+50 Quan Tru and Dong Hoa wards and irrigation system in Dong Hoa commune, 0 – which are suburban of Hai Phong generating some problems to some cultivation plots. Km10+9 city with remarkable differences - The route will run through Quan Tru and Dong Hoa 80 in socio-economy and wards; (Quan environment. While Quan Tru - The route will cross residential area No. 4 of Quan Tru and ward has features of an urban Tru ward along Truong Chinh road at Km9+500, as Dong area such as industry and well as residential area No. 4 (Km9+650), residential Hoa service economy with dust area No. 5 (Km10+960) in Dong Hoa ward; wards) pollution along traffic roads and - The route will cross some earthen canals for polluted surface water by agriculture and sewerage, especially the main industrial zones, Dong Hoa ward irrigation and drainage canal at Km 10+450 taking in presents its characteristics of a charge of conveying drainage water to Ket culvert; mainly farming area in which, air and water environment have not - The route will cross 3 main roads of Dong Hoa ward: been polluted. However, almost * Dong Tam road at km10+040 connecting residential land in Dong Hoa ward has been groups 2 and 4; changed into schools and new * Cau Phao road at Km10+450, a main road urban area … connecting Da Phuc area to Kien Thuy ward; The route will cross Lach Tray - The routes will be close to the cemetery in Dong Hoa river and Truong Chinh avenue Commune at Km10+520. (main traffic road of Hai Phong with high traffic density). The route will run through Vinh - The route will cut through some areas such as (i) Km10+9 Niem ward with rapid aquaculture pond; (ii) areas that have been changed 80 – urbanization speed bringing by land-use purpose at section from Km11+200 to

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Road Road characteristics Affected places where minimization and mitigation section actions are recommended Km14+0 about changes of environment: Km12+300; (iii) the southern part of residential area 20 (Vinh * Land has been changed from No. 4 at km12+500; (iv) new residential area at Niem agriculture to resident purpose. km12+610 of Vinh Niem ward; (v) temporarily unused ward) * Surface water has been land under the management of Vinh Niem ward at polluted by Vinh Niem industrial section from km13 - km13+200. zone and residential area. - The route will cut through the dyke and Lach Tray * Air is polluted at some river at Km11+100; residential areas near traffic - The route will run through alluvial ground of the river roads; (Km11+200) with many ponds for aquaculture and The route cross alluvial area in unused land; Lach Tray river and some - The route will cross planned road of Vinh Niem ward unexploited ponds; (Km12+100). This road is connected to Nguyen Van The route will cross some Linh which will be constructed in the future; cultivation plots which has been - The route will cross on-going constructed Ho Sen – changed the purpose of land- Cau Rao 2 road at Km13+300; use. - The route will cross one alley of Thien Loi road (Km12+600) serving residential area No. 4, new residential area and administrative agencies of Vinh Niem ward and the center of Hai Phong city; - The route will cross canal of 12m width at Km12+220 which is the branch of southwest drainage canal of Vinh Niem ward; - The route will partly cut through Goc Gang cemetery of Vinh Niem cemetery at km12+240; - The route will cross Ba Tong culvert which is the city- drainage-culvert to Lach Tray river at km14+020; The route will run through Dang - The route will not cut through residential areas; Km14+0 Giang and Cat Bi wards which - The route will run along Lach Tray river, through 20 – Km are suburban wards of Hai some business area and some areas of constructional 15+500 Phong city. Both have material exploitation; (Dang transportation system with high - The route will cross the backside of Cau Rao bus Giang traffic density bringing about dust station from Km14+334 to Km14+500; and Cat and noise pollution; - The route will run under Cau Rao bridge’s foundation Bi The route will run closely to dyke (Km14+500); wards) of Lach Tray river and one - The route will overlap part of dyke-line and the section of dyke will be changed. remaining of route section will run in nearly parallel with the dyke-line; - The route will be laid between Cat Bi harmonization reservoir and Lach Tray dyke; - The route will cross a culvert linking Cat Bi reservoir and Lach Tray river (Km15+400). The route will cut through Cat Bi - The route will cross part of the land under Km15+5 and Thanh To wards. There has management of DOD; 00 – not been any sign of pollution of - The route will run through fishing ponds and some Km17+7 air/water environment areas for upland crops; 50 (Cat surrounding the project area; - The route will cross Cat Bi road (Km16+800) which

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Road Road characteristics Affected places where minimization and mitigation section actions are recommended Bi and The route will overlap part of the drives to Cat Bi airport. Thanh dyke-line; To The route will be located wards) between Cat Bi reservoir and Lach Tray river; The route will cross almost through the land under the management of Department of Defense (DOD).

The route will cut through Dang - The route will cross Le Hong Phong – Ngo Gia Tu Km17+7 Hai and Nam Hai wards with intersection (km17+820) at which, city waste has been 50 – general characteristics: transported to Trang Cat dumping yard through Ngo 19+869 * Dust and noise pollution at Gia Tu street; (Dang some areas along the main - The route will cross a pumping station at km19+147 Hai and roads; supporting irrigation/drainage water for field of flower in Nam Hai * The wards are newly founded Nam Hai and Dang Hai wards and some flower wards) from communes thus; air quality growing areas; has been maintained in good - The route will cut through two crowed residential condition; areas: Lung Dong residential area (Km18+450) of * Surface water has a sign of Dang Hai ward and Residential area No. 4 pollution due to waste water from (Km19+400) of Nam Hai ward; residential areas; - The route will cross a new resettlement area from 2 The route will cross Le Hong projects (Km17+950): Hai An administrative area Phong street and some crowded project and Cat Bi road project; residential areas. - The area which is located between the expected route and new urban area of Dang Hai ward will be in a risk of water-logging if drainage system in this area is not completed before the completion date of the route (Km18+600 to Km18+850); - The route will cross some inter-ward roads, especially Dang Hai road (Km18+600) and Nam Phong road (Km19+390); - The route will cross some planned roads of the city, (Km18+850; Km19+390); - The end-point of route will connect with on-going constructed Hai An road (Km 19+869).

Offset Project next to the Vinh Niem Ward The Bac Son – Nam Hai road project will be implemented according to specific minimization and mitigation measures associated to anticipated impacts. Basically, potential impacts on the local biodiversity are negligible given the lack of protected areas or endangered species along the alignment and surrounding areas. However, there is one particular zone on the Vinh Niem riverside area that resembles a country-side harmonized with ponds, cultivation plots, and small secondary forested areas (Figure 33). This green space attracts diverse bird species which contribute to increase the quality of life of the local residents. Mitigation measures for this road section have already been presented (See EMP).

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However, as a result of the local master plan developed for the provincial authorities a very interesting compensation (offset-like) project could be implemented in this zone. Developers should pursue biodiversity offsets only at the end of the mitigation hierarchy, after they have reduced and alleviated residual environmental harm as much as possible. Biodiversity offsets can be used to compensate for the residual impact to biodiversity that cannot be mitigated onsite and therefore balance the impact of the project. Each offset must demonstrate additional, measurable conservation outcomes. While appropriate offset activities will vary from site to site, a range of different land, freshwater and marine management interventions could typically be involved in biodiversity offsets, including: strengthening ineffective protected areas, safeguarding unprotected areas, addressing underlying causes of biodiversity loss, establishing biological corridors, buffer zones, and zoning marine or freshwater areas. Even though, the current project does not involve major biodiversity loss, the Vinh Niem riverside area has already been zoned, including important habitat for terrestrial and aquatic birds (both resident and migratory) and for the local flora (Figure 34). The potential offset project could support sustainable aquaculture initiatives for the ward families to compensate for lost income while preserving the natural values of the site. Should the offset project be implemented, government institutions such as the Department of Agriculture and Rural Development (DARD) and the Department of Natural Resource and Environment (DONRE) ought to include it into the land use plans of Vinh Niem. The local land is managed by DARD and DONRE which together oversight aquaculture and agricultural cultivation activities.

Figure 33. Biodiversity Profile along the Project Road Alignment in Figure 32. Vinh Niem area next to Project Vinh Niem area Alignment The Vinh Niem riverside area is not in the list of protected areas in Vietnam. Vinh Niem riverside is about 208 hectares, located between Km11+145 – Km13+990 of the proposed road.

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Figure 35 illustrates the essentials of the local master plan. Currently, the resettlement area across the river within 150m from the project alignment (Hai Phong Urban Upgrading Project sponsored by the World Bank), a new residential area within 200m of Vinh Niem riverside area, and the Ho Sen – Cau Rao road, crossing the riverside area, are under construction. Moreover, a new reservoir and treatment area will also be constructed at Vinh Niem riverside area (see Hai Phong Environment and Sanitation Improvement project, sponsored by JBIC, Japan). After completion of those projects, the riverside area and cultivation plots will be reduced as a result of the new residential infrastructure; creating the conditions for implementing the Offset project. Figure 34. Master Plan of the Vinh Niem Ward

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COMMUNITY CONSULTATION PROCESS

The World Bank safeguard policies and Vietnam Decree No.80/2006/NĐ-CP about environmental impact assessments require involving stakeholders, including project-affected groups, relevant local authorities, and organizations, as early as possible, in the preparation process and ensure that their views and concerns are made known to decision makers and taken into account. Continue consultations throughout project implementation are necessary to address EIA related issues that affect them. For all Category A and B projects during the EIA process the borrower consults project-affected groups and local interested parties about the project’s environmental aspects and takes their views into account. For Category A projects, the borrower consults these groups at least twice: (a) shortly after an environmental screening and before the terms of reference for the EIA are finalized; and (b) once a draft EIA report is prepared. Finally, in accordance with the World Bank’s requirements and Decree No. 80/2006/NĐ-CP of the Vietnamese government, the final draft version of EIA /EMP report should be disclosed for public access. Consultation of local authorities and communities of the project area during the environmental impact assessment will contribute to implement effectively negative mitigation measures particularly social issues related to the resettlement project. Furthermore, the consultation will help optimize environmental and monitoring activities during preparation, construction, and operation phases while maximizing the economic benefits of the project. During the preparation of the EIA project consultants conducted participatory meetings and workshops involving affected residents of 10 wards / communes in four districts of Hai Phong city. Consultants explained to all wards and communes the basic contents of the project, including information about the goal and objectives of the road project, construction scale in each resettlement area, the criteria to ensure project success, compensation policies, relocation plans, and resettlement policies of the World Bank, Vietnam Government, and the People's Committee of Hai Phong city. They also explained the environmental impacts associated to the project, location and construction of resettlement areas, proposed mitigation measures for various stages of the project. As a result of these meetings they obtained main comments from each commune/ward and discussed them with local authorities.

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The general opinions of all stakeholders are summarized as follows (detailed comments and responses are presented in the Annex): • Most households agreed with the policy of project construction as part of the Hai Phong Urban Traffic Development Project including the construction of resettlement areas. “The project will bring huge benefits to Hai Phong city: improving infrastructure, reducing housing demand, improving people's living standards, environmental conditions ... thereby promoting local economic development in accordance with the policies of economic and social development of Hai Phong city.” • Hai Phong urban traffic development project will contribute to: - Upgrade the traffic and housing infrastructure of the city. - Improve the landscape of both the project area and the city. - Contribute to improve infrastructure facilities and living conditions in resettlement areas. - Gradually improve people’s quality of life in the project area by advancing existing and new infrastructure (electric grid, roads, schools, markets…). - Gradually improve environmental conditions of resettlement areas. • The project owner is expected to compensate, support, and help to stabilize the livelihoods of resettled families • The project should adequately restore the affected infrastructure such as irrigation canals, power and water supply etc. • The project must guarantee its timely completion • The project should ensure construction site waste management after completion of construction • The project should abide by policies of the State and Hai Phong People's Committee. • During construction and operation of resettlement areas, the project owner should coordinate with the People's Committees of communes to ensure security, and traffic safety. Contractors shall furnish adequate firefighting equipment and regularly check chemical safety, fuels, and other hazardous wastes to avoid leakage into the surrounding environment. 116

• Finalizing adequate labor and employment plans was a major concern. • Mitigation measures ought to be implemented seriously and fully to prevent environmental pollution and minimize impacts on domestic activities, and health conditions. Recommendations - Land and housing compensation plans will be developed by independent consultant agency and submitted to the People's Committee of Hai Phong city. - Compensation and support policies will follow the resettlement policy framework approved according to Decision 130 of the People's Committee of Hai Phong city. - Construction plans of resettlement areas will restore all public buildings affected by the project. Infrastructure conditions of resettlements will be improved in relation to present infrastructure to properly mitigate impacts on local people. - The project will be monitored by an independent environmental consultant agency which will report to PMU, and Hai Phong People's Committee. - During the entire project construction and operation process, the investor will coordinate with the People's Committees of communes to ensure security and traffic safety in the area. - The project will coordinate with the People's Committees of communes to guarantee the employment of local labor. - The project will follow specific minimization, mitigation, and compensation measures as stated in the EIA report and EMP plan.

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CONCLUSION, RECOMMENDATION AND COMMITTMENT

Based on analysis and evaluation of all components and policies about preventing environmental problems of the Haiphong Urban Traffic Development Project (including EIA , RAP, and EMP plans) the following conclusions, recommendations and commitments were established :

Conclusions 1. The implementation of the Haiphong Urban Traffic Development Project, along with the respective documentation (EIA, RAP, and EMP), is required urgently given the increasing transport pressures of the city of Hai Phong. 2. The project will significantly contribute to better the quality of life of rural and low income families reducing the gap between the rich and the poor in the region. 3. It is acknowledged that project construction is expected to generate a short- term and temporary increase in ambient dust, noise, water pollution, and waste. However, these impacts will disappear after construction completion. 4. It is expected that traffic density, road accidents, and congestion will be significantly reduced along other routes of Hai Phong as a result of the project. 5. Sustainable urbanization and industrialization will be promoted. 6. Effectively minimizing negative environmental impacts of the project not only depends on the project owner but also on the cooperation of communities, authorities, management agencies in general and environmental and agriculture state agencies in particular. 7. The project will change local people's awareness about environmental issues.

Recommendations Relevant Departments of Hai Phong City should support and coordinate with project owners to fully implement minimization and mitigation measures described in the EMP. Furthermore, project owners should harmonized key institutions and policies suitable to promote and develop the project region after resettlement areas begin operations. Construction of resettlement areas will not only bring economic - social benefits to Hai Phong city, especially the Le Chan District, Kien An, Hai An and An Duong districts, but also environmental sustainability, bringing real benefits to local residents. Accordingly, investors 118

in coordination with local authorities should review the EIA report to cover all legal bases for project implementation, operation, and future ventures.

Project Owner Commitments The Project Management Unit of Regional Traffic Works (RTWMU) in the Haiphong Department of Transportation is committed to implement environmental protection measures as follows: a. RTWMU will strictly implement mitigation and monitoring measures, and environmental pollution control actions proposed during construction/operation activities in accordance with Environmental Protection Law . b. To ensure environmental sanitation at resettlement areas in all three phases (pre- construction, construction, and operation phases); c. To implement noise control and dust pollution measures d. To implement safety measures for project workers during infrastructure and road project construction; e. To take measures with local authorities and area police to ensure security; f. To take preventive measures about potential fire and explosion incidents; g. To implement clearance compensation in an equitable manner (in collaboration with People's Committees). h. To fully abide by environmental protection regulations; educate officials and employees while raising awareness for environmental protection. i. RTWMU is committed to implement the following Vietnam environmental regulations and standards:

Regulation on Water Environment 1. National Technical Regulations for Surface Water Quality 08:2008 / MONRE 2. National Technical Regulations on the quality of underground water 09:2008 / MONRE 3. National Technical Regulations on wastewater quality 14:2008 / MONRE. Regulation and standards on environmental air 4. National Technical Regulations on air quality around 05: 2009/MONRE 5. National Technical Regulations on certain hazardous substances in ambient air 06: 2009/MONRE Environmental regulation of land 6. National Technical Regulations on pesticide content in soil 15:2008 / MONRE 7. National Technical Regulations on KLN content in soil 03:2008 / MONRE 8. The standard of solid waste management

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9. Decision No. 27/2004/QD - BXD dated 09-11-2004 of the Ministry of Construction issuing 320:2004 TCXDVN "burial sites for hazardous waste - Design standards." Standards on noise and vibration 10. VS 5948:1999 - Acoustics - Noise from road transport emits the same speed - the maximum allowed noise level. 11. VS 5949:1998 - Acoustics - Noise in public areas and residential maximum allowable noise level. 12. VS 6436:1998 - Acoustics - Noise from vehicles. The standard of occupational health 13. Decision of the Ministry of Health 3733/2002/QD-BYT issued on 10/10/2002 regarding the application of 21 occupational health standards Standards and regulations on safety in construction 14. VS 5308-1991, VS VS 4086-1995 and 4244-1986: Technical and safety in construction 15. QD 955/1998/QD-BLDTBXH: regulations on labor safety j. Prevention of incidents: The project applies and maintains fire protection measures, labor safety and pollution mitigation as described in the report, and strengthen management capacity, and minimize the environmental pollution. k. If violating international conventions, environmental regulations, standards of Vietnam, the environmental protection regulations of Hai Phong City, the occurrence of incidents, and risks of environmental pollution, the RTWMU will take full responsibility in handling problems during both construction and operation phases.

List of Preparers Environmental Impacts Assessment Consultants THANG LONG INFRASTRUCTURE DEVELOPMENT JOINT STOCK COMPANY (INFRA-Thanglong) Address: Suite 1001, Building 101 Lang Ha, Dong Da, Hanoi Tel : +84-(0)4 – 3 562 47 09 / 3 562 47 10 ; Fax: +84-(0)4 – 3 562 47 11 Email: [email protected] ; [email protected] List of staff involved in the EIA report 1. Mr. Tran Dinh Khai - Associate Professor, Ph.d – EIA Senior expert (EIA Team Leader) 2. Msc. Hoang The Anh - Team leader of environmental survey/ EIA Deputy Team Leader 3. Msc. Nguyen Thi Ha - Expert on public consultation 4. Ms. Dinh Thi Nguyet - Expert on monitoring and measurement of environmental data

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5. Mr. Hoang Trung Thanh - Expert on EMP preparation 6. Mr. Nguyen Hoang Sam – Expert on environmental monitoring – Member. 7. Mr. Dao Tuan Kien - Expert on environmental monitoring - Member. 8. Msc. Vu Chi Cong – Member. 9. Ms. Le Thi Vinh – B.A in foreign language - Member 10. Mr. Nguyen Son Tung – Water and Environment Engineer - Member 11. Mr. Nguyen Van Duc – Construction Engineer – Member 12. Mr. Nguyen Dinh Chinh – Construction Engineer - Member 13. Mrs. Nguyen Dam Huong – B.A in foreign language – Translator, supporting staff. 14. Mrs. Ha Thi Hoang Lan – B.A in foreign language – Translator, supporting staff

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ANNEX Result of public consultation Community consultation is a key component in EIA process which is required by World Bank safeguard policies and Vietnam decree No. 80/2006/ND-CP. Extensive consultation has been carried out with government agencies and potentially affected communities since the early stage of EIA preparation and will be continued through detail engineering design and construction phase.

Consultation with Government Authorities in relation to scope of works covered in EIA TOR

Date & Consulted Form of Reponses Action undertaken/ Venue authority Consultation and mitigation measures Issues Raised proposed 27th, An Hai Project’s potential Bridge crossing Re Considerations of project’s March Irrigation impacts on irrigation river and An Kim Hai potential impacts on 2009 Management services canal should be irrigation included in EIA Company properly designed TOR. No water way EA team discussed with FS demand that should engineering team to ensure be considered comments received are allowed height for considered in engineering construction of design of replacement bridge crossing Re canals river and An Kim Hai This issue will be followed canal; up during detail engineering A dual box culvert design crossing An Kim Hai canal is a proper solution to existing condition.

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Date & Consulted Form of Reponses Action undertaken/ Venue authority Consultation and mitigation measures Issues Raised proposed 7th, April Hai Phong Project’s potential Culverts dimension Considerations of project’s 2009 Drainage impacts on drainage and their elevation potential impacts on Company and flooding issue should be designed drainage/flooding included corresponding to in EIA TOR. discharge required EA team discussed with FS by local condition; engineering team to ensure comments received are considered in engineering design of replacement canals This issue will be followed up during detail engineering design 7th, May Kien An Face to face Culverts dimension Considerations of project’s 2009 District discussion and joint and their elevation potential impacts on People’s field visit should be designed irrigation included in EIA Committee Project potential corresponding to TOR. and Da Do impacts on irrigation irrigation/ drainage EA team discussed with FS Irrigation discharge required engineering team to ensure Management by local comments received are Company irrigation/drainage considered in engineering system; design of replacement Compatibility of canals crossing-road- This issue will be followed culverts to existing up during detail engineering irrigation system design

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Date & Consulted Form of Reponses Action undertaken/ Venue authority Consultation and mitigation measures Issues Raised proposed May MARD PMU send official MARD issued FS team is responsible for 2009 (Ministry of letter informing Document No. engineering design of the Agriculture MARD and request 2053/BNN-DD new dyke in which dyke and Rural their comments on issued on 13th July, stability is one of the design Development) proposals on 2009 giving no- criteria. This issue will be relocation of dyke, objection to dyke- further followed up in detail section from 14 to relocation at the engineering stage. 15+500 (Rao section from PMU HP requested the EIA bridge) in order to K25+750 to Rao consultant to run minimize bridge, equivalent to hydrological model for resettlement Km14 to Km15+500, assessing the potential and calculation on impacts of dyke relocation stabilization and on sedimentation, erosion flood discharge and flood discharge. The should be carried out results of modeling were to ensure presented in the EIA report, appropriate design which indicated that very of replacement dyke minor change in flood water level (1cm), erosion potential would be caused by dyke relocation thus no mitigation were proposed 17th Jan. Department Biodiversity value of The area is not EIA TOR included 2010 of Natural river-side area in protected by city or requirements on survey in Resources Vinh Niem ward province because of Vinh Niem area. EA and Environmental availability of city’s Consultant concluded that Environment requirement for master plan. the area is not of high relocation of local EPC (Environmental biological values thus no business/companies Protection mitigation measures were along the dyke Commitment) should proposed. section be made by the relocated companies at the resettlement area and certified by local districts or DoNRE.

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Date & Consulted Form of Reponses Action undertaken/ Venue authority Consultation and mitigation measures Issues Raised proposed March Dept. of Send written DCST issue letter 2010 Culture, Sport queries No. 169/VHTT&DL- Managers of Kim Quang, th and Tourism The presence of VHCS dated 15 , Hoang Mai, Lam Khe, Kien (DCST) cultural, known Mar, 2010 advising Phong pagodas have been archaeological sites that the alignment consulted (detailed in the in project area will not cut through table below) to follow up any existing with the mitigation pagodas, temples, measures proposed by known DCST archaeological however mitigation

measures such as tree planting should be carried out to minimize the Chance find procedure has project’s impacts on been developed and visual values as well included in the EMP as the effect of noise, dust, vibration Cost estimate in the EMP onto some pagodas proposed 50,000,000 VND located near the for emergency responses proposed road. including cultural DCST also archaeological issues recommended that they should be informed about construction start date and progress for coordination, and a contingency budget at 50 million VND be put in place for addressing cultural archeological issues that may be arisen during construction phase.

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Date & Consulted Form of Reponses Action undertaken/ Venue authority Consultation and mitigation measures Issues Raised proposed 17 April Hai Phong Send written A provision of Parameters of main canals 2009 DARD queries on Project’s existing main canal were incorporated in the potential impacts on parameters technical design of waterworks supporting proper crossing-over structures by structure design of FS engineering team. crossing-over road; Coordination should be made to other agencies (An Hai and Da Do irrigation management companies and relevant divisions of districts and communes along the road. 7 August Army Send written Height clearance This issue was considered 2009 queries on the must be considered by FS engineering team to elevation of Lach in construction of ensure comments received Tray bridge in Niem 1 and Dong in engineering design. relation to flight Khe bridges. This issue will be followed management and Maximum height up during detail engineering aviation warning clearance for Niem 1 design requirements and Dong Khe bridges are 20.36m and 40m above the sea level, respectively.

25 Inland Send written Height clearance This issue was considered March Waterway queries on (should be 7m) and by FS engineering team to 2009 Department Clearance width clearance ensure comments received requirements of (should be 50m) of in engineering design. bridges crossing the Lach tray and This issue will be followed Lach Tray river Niem 1 bridges up during detail engineering should be design considered to facilitate water-way transport; Bridge piles should be designed facilitating water flow and for river bank protection.

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Date & Consulted Form of Reponses Action undertaken/ Venue authority Consultation and mitigation measures Issues Raised proposed 25 Vietnam Written request to Based on Master This issue will be noted for February Airlines comment on plan of Cat Bi cooperation between PMU 2009 alignment selection airport, Vietnam and relevant agencies in relation to the Airline Bureau during construction phase. operations of Cat Bi agrees with the airport selected road alignment and be ready for cooperation during construction of the road when crossing the Cat Bi airport.

29 July Ministry of Written queries on Agree on the road EA team discussed with FS 2009 Transport connection of the connection with engineering team to ensure proposed road with National road No.10 comments received are the existing National as crossing road considered in engineering Highway No.10 instead of T-junction. design with warning signs Safe-working and and traffic light system. traffic regulation This issue will be followed must be followed up during detail engineering during construction design on working site and the road No.10

Consultation with community leaders and representatives of affected households on draft EMP

Consultations with Community Leaders

No. Communes/wards Location Date Time Number of participant 1 Dang Cuong Commune Monday 27th April 14h30 24 PC 2 Hong Thai Commune Wednesday 29th April 14h00 14 PC 3 Dong Hoa Commune Monday 27th April 8h30 22 PC 4 Dang Hai Commune Tuesday 28th April 14h00 14 PC Issues Raised Mitigation Measures/ Reponses

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No. Communes/wards Location Date Time Number of participant 1. Preservation of local roads and Traffic in commune roads should be maintained during maintaining traffic flow construction phase; Traffic safety signs must be arranged at intersections; Pedestrian crosses (if any) would be sited near residential areas. Roads crossing agricultural production areas should ensure smooth connection for residents. 2. Replacement of irrigation system for road-crossing culverts of proper sizes and dimensions or agricultural production replacement canals will be provided to replace the canals potentially affected. Pumping stations will be relocated timely to meet irrigation demands for cultivation areas and fish ponds. 3. During road operation stage, vibration Mitigation measures to address this concern should be might affect the houses of residents proposed by engineering consultants as number of items located along the road. It is necessary to and locations of works on the routes like pedestrian have protection or solution for the bridges, intersections, culverts, bridges should be in affected houses at road edges. (like compliance with design standards for urban roads. creating anti-vibration wall); 4. Coordination with other projects to Close coordination among PMUs, Contractors, CMC implement land compensation and would be established during construction of this project to resettlement (Vinh Niem ward). minimize generated environmental impacts.

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Consultation with Managers of Pagodas

Date & Participants Issues Raised Mitigation Measures EIA/EMP Venue discussed documentation 1st to Managers of Environmental Mitigation measures The proposed 3rd, pagodas: impacts during proposed during mitigation measures October Kim Quang, construction: construction: The days of were incorporated in 2009 Hoang Mai, Traffic disturbance incense-offering ceremony the EMP st th Lam Khe, and noise (normally on the 1 , 15 and Kien Phong generation could last day of the month in lunar affect ceremonies year) in pagodas should be EA team discussed at pagodas considered in construction with FS engineering plan to reduce impact of Environmental team to ensure traffic disturbance and noise impact during comments received to pagodas’ areas; operation: Noise are considered in and dust affect Mitigation measures engineering pilgrim, people in proposed during operation: consideration. This the pagodas and New trees planting in issue will be followed its solemn combination with existing up during detail surrounding walls to reduce engineering design noise and dust generation might be the best choice because of its solemn scenery;

Meetings with affected communities

Ward/Commune Public concerns raised / Project Responses Date and place of additional mitigation measures consultation proposed Participants 1 Bac Son commune Irrigation: The proposed road will FS consultant checked and found 2 June 2009, cut through a lined irrigation canal that the existing D 0.7m pipe Commune Cultural serving cultivation areas in Dam culvert on road No.10 will not be House Sau and Dam Chieng; affected by the proposed road 30 participants from replacement canal should be built thus no additional mitigation affected households measures would be necessary Drainage: canal located along Engineering design proposed a National Highway no.10 will be boxed culvert 1x1 m under the cut through by the proposed road; proposed road and connect with

replacement canal should be the existing drainage canal. provided Inter-communal road: The section at Dam Sau and Dam Intersection with the existing road Chieng will be interrupted. That will be designed with appropriate will affect agricultural production traffic control tools such as and cultural exchange activities pedestrian crossing, traffic lights,

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Ward/Commune Public concerns raised / Project Responses Date and place of additional mitigation measures consultation proposed Participants between Bac Son and Le Loi sign boards etc. communes. Engineering solutions should be introduced to minimize Pedestrian crossing (overpass) these impacts will be provided at Km 3+380 There is no intersection at Km 3+380 thus for crossing the road,

pedestrians will have to walk to one of the nearest crosses which Traffic lights included into road inconvenience as these are about design 1 km away. Alternatives should be provided Km 3+680 is near a collection road and the commune administration centre of Dang Cuong commune thus adequate traffic control would be necessary 2 Le Loi commune Irrigation and drainage: the 12 August 2009, existing systems at Dong Vai and Commune Meeting Luong Quy, Dang Cua and Cua Dinh areas will be separated by Room the proposed road. Replacement 47 participants from affected households canals should be adequately Revised design to boxed culvert and 2 of CPC officers designed to maintain irrigation and drainage demands. The 1x1 m consultants were required to Revised design to piped culvert check the following preliminary D1.5 m design proposals: Piped culvert D1.25 m at Km Add road crossing culvert D1.5 m 1+020 at Km 1+705 Box culvert 2x2 m at km 1+540 at FS consultant checked and Duong Vai where the existing confirmed that proposed box canal has B=1 m culvert is adequate drains along the proposed road to ensure drainage for both Dang Cuong and Le Loi communes Box culvert 2x2m at Km 2+090 as the connecting canal has B=70

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Ward/Commune Public concerns raised / Project Responses Date and place of additional mitigation measures consultation proposed Participants Inter-communal road: An intersection with provincial The proposed road divides Le Loi road no. 208 has been added. commune into two parts, cross Intersection with the inter- provincial road no. 208 and inter- commune road has been added commune road. Traffic control with: Pedestrians cross; Median measures should be provided to strips will be paved to allow ensure safety at intersection with bicycles to pass by; and provincial road. signboards Overpass or underpass should be A flyover has been updated by FS placed at Cong Phat T junction engineering team for pedestrian (Km1+700) Dust generation during construction phase: Dust and noise are normally unavoidable during construction as local understandings. However, regularly water-spraying The mitigation measures were local road surface could be a incorporated in the EMP; mitigation measure; Existing road could be degraded by construction vehicles that should be repair or reconstructed after construction. Anti-vibration walls should be The issue was discussed with FS constructed for local houses engineering team and will be located nearby the road. followed up in detailed design step. 3 Dang Cuong commune Irrigation and drainage: the 7 June 2009, Meeting existing systems at Doc Bien, room of CPC Dam Nang, Dong On, But Chi, Cai Coc will be affected by the 71 participants Revised design to move canal proposed road. Some closer to roadside recommendations were made on the proposed replacement Culvert D1.5 m added at Km canals/culverts: 3+400 Replacement canal at Km 2+353 Add drainage/irrigation culverts to 2+832 should be closer to road D1.2 m for Dan Hanh village, this side culvert also part of irrigation system of Dan Hanh and Doan Ensure irrigation service for Dan Tien villages Hanh and Doan Tien villages Design checked and revision not Check compatibility between D1.5 required m culvert Box and existing canal with B=4m at Km 3+980 Road crossing culvert D1.5 m at Revised design to 2x1.5 m at Km

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Ward/Commune Public concerns raised / Project Responses Date and place of additional mitigation measures consultation proposed Participants Km 5+120 is small compared to 5+117 existing canal (B=4 m)

Inter-communal road: Impacts on existing rural roads Intersections are designed with: should be minimized. - Pedestrians cross; The proposed road cut through - Median strips will be paved to inter-communal road and access allow bicycles to pass by road to agricultural production areas. Proposed design allowed access to agricultural production in Dam Nang at km 2+850 be maintained for Chien Thang village, connectivity between Le Loi and Dang Cuong commune would be maintained Noise generation during The proposed mitigation measure construction was written in the EMP;

Construction at night is not Niem temple will not be relocated. permitted. However, impact by noise should Niem (Pham Tu Nghi) temple be considered during operation. belong to a group of residents Noise level was calculated in the within Dang Cuong commune is EIA and mitigation measure as located nearby the road that trees-planting was also discussed should be considered for with FS engineering team. The relocation or not mitigation measure will be followed up in the next step of technical design. 4 Dong Thai – Hong Thai Irrigation and drainage: Pipe culverts D1.5m at Km5+490 Commune The proposed project runs along and Km6+770 were proposed to 3 June 2009, CPC the border between Dong Thai support the irrigation system in meeting room and Hong Thai communes. Hong Thai, Dong Thai and Dang 71 participants However, existing irrigation Cuong communes and the /drainage canals will be cut irrigation system in the cultivation through. As irrigation for Hong area near Trung Tam cemetery, Thai commune sourced from respectively; Dong Thai commune, the Box culvert (2x1.5)m at Km8+330 proposed road mainly affect was proposed to support irrigation irrigation of Hong Thai commune for the remaining small cultivation areas after being separated by the route. However, culvert

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Ward/Commune Public concerns raised / Project Responses Date and place of additional mitigation measures consultation proposed Participants construction should be reconsidered because the said irrigation’s support to a small area (2 ha in Hoang Mai cultivation

area) might be inefficient and the land-use purpose could be changed by the owners’ desire; A culvert crossing road (2x2) proposed at Km8+710; Design replacement canals in 4 sections in 2 communes (at Km5+490; near central cemetery near Km8+330, at Km8+710); Rehabilitate irrigation and drainage canal at Dong Chu area Rehabilitate canal near Km8+330 along the route. D1.5m culvert at Km6+357 has been added; Local roads and traffic: The route The following solutions were will cross the boundary between proposed: Dong Thai and Hong Thai Intersections near Hoang Mai commune; therefore, it will pagoda and at Km8+330 to primarily affect inter-commune maintain accessibility to small roads and farming roads. farming and residential areas; Traffic safety at intersection The followings will be added: should be considered Traffic lights or pedestrian overpasses to connect the road from Hy Tai in Hong Thai to Kien Phong in Dong Thai with Two households (Mr. Thu and Mr. pedestrians cross and paved Trong’s families in Hy Tai village) median strips which allow bicycles houses will be separated from the to pass by community by the road. Their This issue will be considered houses are also located below during marking and detail existing high-voltage poles, which measurement and/or detail is dangerous. The project should engineering design. consider this issue

5 Quan Tru Traffic: at the intersection with The intersection has been 9 June 2009, Office of Truong Chinh road. The designed with traffic lights and Ward People’s intersection should be well- sign boards Committee equipped with safe traffic signals. Participants from 7 households

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Ward/Commune Public concerns raised / Project Responses Date and place of additional mitigation measures consultation proposed Participants 6 Dong Hoa Irrigation: The route will cross 27 April 2009, CPC the existing cultivation area; Valves were added to box culverts Office therefore, the canal system will be at Km10+450; 32 participants separated. Culverts and division Box culverts at Km10+670 are not gates on the canal should be equipped with valves because equipped with water resistance they only supply water for small gates to facilitate the operation of cultivation areas; the following replacement

proposed by the project:

canal at sections from Km9+800 – Km10+450 and after Km10+450; The dimension of culvert box 2 box culvert along the route 2x2m was checked in conformity 2x2m in Dong Hoa commune with current canal situation; therefore no revision in design 3x2m culvert crossing road at would be necessary Km10+450; (1x1) m box culvert crossing road at Km10+670 Traffic: at intersection with the Intersection include pedestrians riverside road at the end of Dong cross and paved median strips Khe bridge. which allow bicycles to pass by Construction safety This issue was incorporated in Temporary material site for the EMP construction should be properly arranged that will not affect local travel demand 7 Vinh Niem Irrigation culverts and division 8 June 2009 gates on the canal should be of CPC office water resistance type gates to facilitate the operation of the 7 participants No valves at Km12+270 as proposed structures at: agreed with local irrigation replacement canal from agency; no actions required from Km11+780-Km11+960 around the remaining two proposals Dong Say gate and a 7.5 m wide canal from km12+220 to km12+275 near residential area No.4; a box culvert 2x(3x2) m at Km12+270 2.1 Create a joining point with Requirement: the intersections planned roads; should be well-equipped with safe 2.2 Create a crossing point with traffic signs Intersections will be planned roads; designed with pedestrians cross 2.3 Create a crossing point with and paved median strips which

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Ward/Commune Public concerns raised / Project Responses Date and place of additional mitigation measures consultation proposed Participants inter-village road, near new allow bicycles to pass by residential area; 2.4 Create crossing point with Ho Sen road. 3. Other works affected It is necessary to improve the Transformer at Km12+570 will be Transformer station to ensure separated. sufficient electric capacity for the Goc Gang cemetery will be partly local area. Following final design affected. of the route, this transformer will not be affected;

Very minor part of Goc Gang cemetery was assessed and has been considered in the Resettlement Action Plan Traffic safety Traffic lighting system should be fully installed at the intersection These issues were incorporated There are 13 projects that have in the EMP been implemented in the ward thus; cooperation among PMUs should be considered to avoid the uncontrolled soil disposal. 8 Dang Giang Traffic at intersections near Intersections are designed with 9 June 2010, CPC Hoang Giang Company and near pedestrians cross, sign boards Office Cau Rao bus station. It is and paved median strips which 14 participants proposed that the joining points allow bicycles to pass by should be well-equipped with safety traffic signs. Drainage a 2x(3.5x2.5)m box culvert crossing road proposed at Km14+20 Irrigation: Pumping station for Final design of the alignment residential area at Km14+150 will confirmed that the pumping be relocated. Pumping system system (water intake, stations, (including water intake, pump canals) will not be affected; houses and canal) should be relocated to adjacent places for rehabilitation of water supply system. 9 Cat Bi Road and traffic safety at Intersections are designed with intersections with proposed Hai pedestrians cross, sign boards An ring-road, Dong Xa road and and paved median strips which Cat Bi road (cross-road). The allow bicycles to pass by intersections should be well- 135

Ward/Commune Public concerns raised / Project Responses Date and place of additional mitigation measures consultation proposed Participants equipped with safe traffic signs

Drains: community agree with the Culvert crossing road with relocation of canal with B = 2m at dimension 2x3.5m proposed at Km17+390–Km17+450; and a Km15+355 function as box culvert 2x1.5m at Km17+390. conveyance/ drain for Cat Bi reservoir. 1 Thanh To Disturbance to local Traffic and Additional intersection at 0 6 June 2009, CPC traffic safety residential area T3 and Office aquaculture area with well- 30 participants equipped traffic signs. Intersections will be designed with Existing infrastructures affected pedestrians cross and paved by the project should be median strips which allow bicycles rehabilitated to pass by A mitigation measure with responsibility of PMU and contractor (by TOR) was proposed in the EMP Power Supply: There is a 35KV This issue will be followed up sub-station located in between an during detail design phase. If army base Thanh To farm. relocation of the sub-station is Relocation/shifting as an required, project owner will alternative might be required. It is coordinate with power authorities necessary to improve transformer for relocation. Design of the road and take into consideration the will ensure safety in relation with short distance between the the existence of this power sub- transformer station and road station corridor to ensure the safety and capacity of the transformer station Dust generation during construction This could be an option for Providing funds for periodical mitigation measure written in the health checking in the local EMP. medical stations with average 100,000 VND/person in the commune. 1 Dang Hai Drainage: community agreed with No actions required 1 6 June 2009, Dang Hai the proposals on: CPC office replacement canal B=2m at 62 participants Km18+235 – Km18+350; piped culvert D 1.5m at Km18+270 canal 0.5x0.7m at Km19+110– Km19+220;

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Ward/Commune Public concerns raised / Project Responses Date and place of additional mitigation measures consultation proposed Participants Box culvert of 2x(3x3)m at Km19+200; Traffic: Le Hong Phong street; Intersections will be designed with Intersections at Km18+270 and pedestrians cross and paved Km19+00 should be well- median strips which allow bicycles equipped with safety traffic signs. to pass by Irrigation: Replacement of The location of the new pumping pumping system (water intake, station will be determined in pump house, canal) should be consultation with local irrigation provided nearby existing pumping agency during detail design station. phase; Vibration and ground settlement These issues were incorporated should be considered for existing in the EMP houses locating nearby the road during construction phase. 1 Nam Hai Add additional intersection, Intersections will be designed with 2 7 June 2009 connection road between Sam Bo pedestrians cross and paved CPC Office pagoda and Sam Bo temple or median strips which allow bicycles build an pedestrian overpass to pass by Dust, noise and exhaust gas impact on local residents’ health nearby the road during construction. Mitigation measures should be: regularly water- spraying, construction at day time Vibration caused by heavy vehicles for material The issue was incorporated in the transportation in construction will EMP with mitigation measures affect existing local roads and and compliance monitoring during residential houses construction Safety issues should be considered during construction, especially at intersection with local roads. Temporary material storage area should be properly arranged to reduce impact on local travelling.

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Environmental and Social issues along the Right of Way

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Annex Road section from Km 0 to Km 0+800 Expected location of Environmental issues along the right of way pedestrian bridge uh

Canal to be separated; culverts should be built for replacement

Traffic signs and cross-over bridge

ENVIRONMENTAL BASELINE - The road cuts through an irrigation canal area. Culvert crossing road should be added to the design;

- There are some residential areas located close to the

road - Re river (as natural water source) with good water Re bridge construction quality is supplied for the irrigation system of this area,

ATTENTIONS & NOTES IN CONSTRUCTION PHASE - Establish construction methods in consideration of Re agricultural/cultivation conditions to reduce effects on crops. In order to easily acquire land for construction, it is possibly implement compensation for agricultural land areas around the road to ensure the construction progress and cost. - It is necessary to consider the harvest time and coordinate 97 with the locality to set up a temporary water transfer alternative to ensure the smooth irrigation activities. - During constructing river-crossing bridge, it is necessary to establish a waste water collection system. It is prohibited to

Road section from Km 0+800 to Km 1+780 Noise impact on Le Loi primary school

Separated canal should be replaced with box culverts

Crossing road designed with full traffic sign

ATTENTIONS & NOTES DURING ATTENTIONS & NOTES DURING ATTENTIONS & NOTES DURING CONSTRUCTION ON CULTIVATION CONSTRUCTION AT THE OPERATION AREA INTERSECTIONS BETWEEN ROADS - The intersections are near the densely populated - Should consider the harvest time and discuss - There is a high population density in this area; area; therefore, it is necessary to arrange warning with locality on water transfer plan during therefore, attention should be paid to traffic safety signs at rush hours. construction. Priority should be given to methods, arrangement of sufficient traffic signs implementation of water transfer and supply and signals. - It is required to intensify communication and works. propagation on traffic safety at this area. - It is necessary to establish a temporary detour - Maintain temporary road at the place bordering road to bypass the intersections - Le Loi primary school will be affected by noise and with chicken farm so that residents can do it is advisable to plant trees with large canopies for cultivation activities at the northern part of the - Limit activities of machinery at rush hours (as protection. not to cause impacts on schools and commune alignment - Depositing tanks should be placed at ends of road administrative areas nearby). - This section will be implemented just after crossing culverts to reduce the culvert congestion and finishing the section 1 to directly use section 1 as difficulties in culvert operation and maintenance temporary road (NH10-Re river direction) 98

Road section from Km 1+780 to Km 2+920 The canal will be separated by the road. It is necessary to design culvert or improve the existing ditch

The canal will be separated by the road. It is necessary to design culvert or improve the The expected location for building local existing ditch roads and canals

Typical cross section of drainage ditch along the alignment

ATTENTIONS & NOTES IN CONSTRUCTION PHASE ATTENTION S & NOTES IN OPERATION PHASE - Prepare construction plan in suitability with harvest time of the locality and ensure a - Ensure signing system at the crossing point with local road. temporary flow diversion system for smooth operation of irrigation system. - Establish row of trees at the beginning of the road (near residential area) to – Temporary road should be constructed at KM1+780 facilitating residents in the minimize dust/noise. North area. Local road along An Kim Hai canal should be maintained. - Study and prepare urban development plan along the road, soon publicize - The temporary road should be used following NH10 direction and run along the information for stabilizing production plan and cultivation activities of project road residents. Some cultivation plots in small area should be considered for - On the road section near An Kim Hai canal, it is necessary to implement changing using target. waste/rubbish management at site..It is prohibited to directly discharge rubbish/wastes into canal. This area is empty and it is possibly establish mixing plant and tents in conformity 99 with requirements on site management and standards on waste discharging

Road section from Km 2+920 to Km 4+60 Thanh Niem temple

Culvert and local roads to be separated Crossing point with local road

Crossing road designed with full traffic sign Crossing road designed with full

traffic sign

Divided canal should be replaced by culverts

ATTENTION & NOTES DURING CONSTRUCTION PHASE ATTENTION & NOTES DURING OPERATION PHASE - The Contractor shall not only ensure the smooth operation of - Ensure the system of signs and signals at the crossing point irrigation system on the road section which runs through cultivation with commune administrative area. area but also establish detailed mitigation measures during construction at commune administrative area, for example: avoid - Implement communication programs on traffic safety in the constructing at rush hour, intensify methods on decreasing dust, noise. communes and give authority for schools. Erect fencing and warning signs systems surrounding the site and near - It is necessary to pay attention to implementation of methods resident road. on reducing noise at the works near the road (by establishing - Get opinions of local residents to avoid constructing at festival time fencing wall, rows of trees), including commune administrative of Duc Thanh Niem temple (adjacent to the project route). area and Thanh Niem temple 100

Crossing road and telephone line Road section from Km 4+60 to Km 5+220

Cross existing canal The route will run through residential areas and cut the local road

ATTENTION & NOTES IN CONSTRUCTION PHASE

- Arrange sufficient fences and staff in charge of traffic control and diversion

- At intersections, it is necessary to establish temporary road, implement cleaning and spraying water for reducing dust.

ATTENTION & NOTES IN OPERATION PHASE

- Establish sufficient of signs and signals

S f i h l hi d d d i d

Intersection with full traffic signs equipped Road 351 intersection with full traffic signs equipped

The route will cut An Kim Hai canal and a ditch which is perpendicular with Road No. 351, and run under the high-voltage electric line. The road will cross Road No. 351 where there is a high traffic density with unstable curve radius and traffic accidents always ATTENTION & NOTES DURING CONSTRUCTION: happen. - It is necessary to ensure the operation of irrigation system and it is prohibited to directly ATTENTION & NOTES DURING CONSTRUCTION: discharge/throw rubbish/wastes into this canal - Arrange warning signs from far distance and staff in charge of - Arrange storages and work-shops for vehicle maintenance which is 100m far away from the traffic control/diversion canal. - Limit using Road No. 351 as temporary road. - Deflection of existing wire is only about 8-10m from the ground surface, it is necessary to check EMF (Electromagnetic Field) in order to ensure construction elevation under the high-voltage ATTENTION & NOTES DURING OPERATION101 electric line. - Sufficiently establish signs, warning lamps and traffic signals at

Road section from Km 5+220 to Km 6+365 CURRENT SITUATION The road will runs through the outer corner of residential Kien Phong Pagoda area and some households (which will be affected in construction phase but be isolated) The cultivation area is quite small; some areas of existing ditch will be cut by the route and should be replaced by road-crossing culverts as designed.

Separated ditch

Typical cross section of drainage ditch along the road

ATTENTION & NOTES DURING OPERATION ATTENTION & NOTES DURING - Soon change the land using purpose for the remaining CONSTRUCTION PHASE cultivation area at the beginning of the road (following community opinions), because it will create many difficulties - Intensify mitigation measures and limit for operation and maintenance for culvert system and the construction activities out of administrative time smooth irrigation for this cultivation area. (break of residents) near residential areas - Study the solution for local roads of remaining households or - Noise and emission fromATTENTION vehicles might & NOTES cause DURINGintersection OPERATIONs or local roads which are connected with road effects on nearby cultivation plots; therefore, the No.351 or An Kim Hai canal Contractor- Soon change should the land pay using attention targeted to for implement the remaining cultivation area at the beginning section of the inventoryroute (following and compensation community for opinions), these damages because and it will- createEstablish many row difficulties of trees for for reducing operation noise and and air pollution for maintenance for culvert system and the smooth irrigationresidential for this cultivation areas (in area. Hy Tai village) and following the direction effects. 102 - Study the solution for local roads for remaining householdsof Kien or Phongintersection pagoda. or local roads which are

connected with road No.351 or An Kim Hai canal

- Establish row of trees for reducing noise and air pollution for residential areas (in Hy Tai village) and following the direction of Kien Phong pagoda.

Road section from Km 6+365 to Km 7+455

section CURRENT SITUATION

- The route mainly runs through cultivation area. It is far away ATTENTION & NOTES DURING CONSTRUCTION from residential areas and nearly overlap the administrative PHASE border between Dong Thai and Hong Tai communes. ATTENTION & NOTES DURING OPERATION PHASE - During implementing construction activities on cultivation areas, -The road cuts the local road of Xich Tho village at the ending of it is necessarry to follow mitigation measures, pay attention to - Establish rows of trees to ensure that the noise level meets the the road. factors like harvest time, maintain temporary drainage system, limit of the standard which is applied for residential areas near the - Some households (which shall not be relocated) will be nearly ensure smooth irrigation and drainage as well as quickly road and Te Chu 20cm far away from the road edge. implement compensation for asiring problems (for example, compensation for losses due to rice damages caused by dust, noise - Arrange warning signs at intersection with local road. - Te Chu pagoda is located near the road will be likely affected by and waste water from the site) the noise. - Minimize using service road and utilize the project road as service road in construction phase. Priority is also given to Crossing road designed with full waterway along Lach Tray river traffic sign

The beginning section of the ditch is separated

For ditches which are no longer used for irrigation, there is no need to Typical cross section of drainage place culvert at this place ditch along the road

103

Road section from Km 7+455 to Km 8+565

Hoang Mai pagoda – sensitive place

CURRENT SITUATION - The route will mainly cut through cultivation area and be far away from Road at river residential areas. There are only some households close to the road. dyke - At the ending section, the road runs close to the river, near Hoang Mai pagoda where is potentially affected by noise after the road is put into operation.

Typical cross section of drainage ditch along the road

ATTENTION & NOTES DURING CONSTRUCTION PHASE ATTENTION & NOTES DURING OPERATION PHASE - Implement main mitigation measures during constructing on cultivation area: - Establish rows of trees for reducing dust and noise for the road section near implement temporary water transfer for irrigating at separated positions, prepare Hoang Mai pagoda and Tan De residential area which is going to be under construction plan in suitability with harvest time, planning. - Priority should be given to construction at this place and local road for serving - Cultivation area at dyke footing (at road end), the productivity is not high, the 104 preceding road sections (N5-N7) remaining area is too small; therefore, it is necessary to soon prepare an alternative on changing using purpose (with reference to opinions of community).

Road section from Km 8+565 to Km 9+765 Cross section designed of Dong Khe bridge

ATTENTION & NOTES DURING CURRENT SITUATION CONSTRUCTION PHASE - The entire road which runs along the left river bank - The road will cut the cultivation area; create is cultivation area which close to the dyke footing. many favorable conditions for construction space. During construction, it is necessary to - At section where the bridge crosses Truong Chinh collect waste water from the site and dust road, there is a high population density and many covering methods at areas near aquiculture difficulties will be encountered during construction areas (close to dyke footing). - Waterway traffic density is rather high on this Lach - Attention should be paid to waterway traffic Tray river section. safety during bridge construction - Control surface water pollution - Check safety for overhead construction, especially electric safety at the section where the 110kV electric line is cut by the route. - Implement traffic control and arrange staff in charge of traffic diversion (coordination of traffic police will be required at this section), in order to ensure the safety during construction. - Priority should be given to establish reasonable storages, especially gasoline storage; workshop for maintaining construction vehicles should be 100m far away from the river.

110kV high-voltage line under which the road will Waterway traffic on Lach Tray river run through

ATTENTION & NOTES DURING OPERATION PHASE - Constantly check the deflection of 110kV electric line where the road runs by and limit arising risks in stormy weather. - Implement planning and changing land using purpose for the cultivation plot close to dyke footing (with small area) for reducing cost. - Consider space under the bridge. It is advisable to establish flower garden and parking place to prevent land occupation for business and 105 selling purposes.

Road section from Km 9+765 to Km 10+980

Intersection designed with full traffic sign

Irrigation canal

Inter-village road Irrigation canal

CURRENT SITUATION ATTENTION & NOTES DURING OPERATION PHASE ATTENTION & NOTES DURING CONSTRUCTION Attention should be given to - The road section is located at PHASE the following matters residential area in Dong Hoa ward, - Return the canal system, road-crossing culvert to ensure the Hang Hai college and cultivation area smooth irrigation for agriculture activities; - Implement mitigation measures to reduce dust concentration, - Irrigation system which serves noise and traffic jam on residential area, schools near the road; agriculture activities; - Install traffic signs and signals at intersections with local roads; - Ensure the water supply for trees in cultivation areas; - Intersections with inter-village roads; - It is necessary to implement anti-noise methods for schools, - Install warning signs at site and safety signs at intersections; Lam Khe church 106

Road section from Km 10+980 to Km 11+965

CURRENT SITUATION - The road is located at residential area, Lach Tray river embankment, ponds and fruit gardens (banana, coconut and wood trees) - The road will cut through residential area No.5, Dong Hoa ward, Lach Tray river (by Niem bridge No. 2, ponds and fruit gardens and wood trees);

Ponds and fruit gardens Fish ponds and fruit cultivation areas

Interchange has been Attention should be paid to the following matters: designed between dyke and road - Water supply system of aquiculture pond will be cut; - Dust and noise will be generated from construction of the road section which cuts residential area No.5, Dong Hoa ATTENTION & NOTES DURING CONSTRUCTION PHASE ward; Water supply canal from Lach Tray river - For material transport by waterway, it is necessary to strictly follow methods on - Transport roads: following the dyke or waterway safety and avoid any crash. Warning signs and other safety devices waterway and local road system; should be arranged at parking and anchoring places; ATTENTION & NOTES DURING OPERATION PHASE - Vegetable layers and green space of the - The loading capacity of transport vehicles should be checked to avoid causing - Traffic safety sign system is installed at intersections between roads and damages to the existing dyke structure during travelling along the dyke; dyke at river banks; - Ensure the water supply for cultivation areas and aquiculture ponds; - Arrange trees at road edges to minimize effects from dust and noise on adjacent residential areas, ponds and trees surrounding the river - Implement anti-noise methods to minimize effects of noise and dust on 107 embankment; residential areas;

- Arrange road-crossing culverts and ensure water supply for ponds and trees - Wastes and debris which is generated from construction should be controlled as ll i d ff d f id lii h d

Road section from Km 11+965 to Km13+170

Intersection designed to planned road with full traffic sign

Inter-village

Intersection designed with full traffic sign

ATTENTION & NOTES DURING OPERATION PHASE ATTENTION & NOTES DURING CONSTRUCTION PHASE Attention should be paid to the following matters - Road-crossing culverts will be - For material transport by waterway, it is necessary to strictly follow methods on installed for irrigation purpose at the waterway safety and avoid any crash. Warning signs and other safety devices - The path will serve irrigation position where the route cuts the should be arranged at parking and anchoring places; for aquiculture ponds and some fruit gardens which are divided; path; - Transport alignment is not overlapped with the alignment for which the loading - Traffic signs are arranged at capacity should be considered to avoid damages to existing structures; - Transport road: following the dyke or waterway and local road intersections; - Ensure water supply for ponds and cultivation areas; system; - Arrange trees at road edge to - Avoid traffic jam when construction site is local roads; 108 minimize effects of dust and noise on adjacent residential areas; - Relocation of some tombs at Goc Gang cemetery should be soon disseminated to households prior to construction commencement so that they can initiatively

Route section from Km 13+170 to Km 14+50

Intersection designed with planned road with full traffic sign

Intersection with Ho Sen – Cau Rao road The road cuts pond and fruit garden

Regulated canal and culvert

CURRENT SITUATION - The road is located at residential areas, ponds and army bases; - The route runs through planned roads which are being constructed, aquiculture ponds and some

ATTENTION & NOTES DURING OPERATION PHASE - Local authority should have management methods for rubbish from residential areas and enterprises at river banks and from other social Attention should be given to the following activities; matters - For material storage and exploitation yards of enterprises, it is - The culvert will collect water into adjacent necessary to protect water environment and strictly manage generated divided canal at Km14+50; rubbish to avoid effects on adjacent areas such as filling soil of canals - The road and dyke might have effects on and ditches; transport activities of material exploitation and - It is necessary to arrange traffic safety signs at intersections, exploit storage yards as well as production areas of 109 materials from river embankments of enterprises; enterprises at river banks. ; - It is necessary to arrange trees to minimize effects of dust and noise on M t i l t t d l th dk b

Route section from Km 14+50 to Km 15+240

Residential area at dyke edge Storage yard at river banks

Cross section of tunnel designed beneath Rao bridge

ATTENTION NOTES IN CONSTRUCTION PHASE - Change the existing dyke-line of Lach Tray river; - For material transport by waterway, it is necessary to ENVIRONMETNAL BASELINE strictly follow methods on waterway safety and avoid any - Dust, noise, traffic safety and construction safety crash. Warning signs and other safety devices should be - The route will runs along existing at residential areas by the dyke; arranged at parking and anchoring places; dyke of Lach Tray river. - The road will run through Rao bridge footing; - It is necessary to have fencing wall to separate construction - The route is located between and residential area adjacent to existing dyke and - The road and dyke might impact on transport residential area and river harmonization reservoir; ensure construction safety at site, activities of material exploitation and storage traffic safety; and minimize dust and noise on residential d ll d i f i areas; ATTENTION & NOTES DURING OPERATION - Waste water generated from construction should be strictly SAFETY SOLUTIONS DURING DESIGN - Local authority should have management methods for rubbish from residential STAGE managed to avoid impacts on harmonization reservoir and areas and enterprises at river banks and from other social activities; Lach Tray river; - Dyke structure is consolidated by reinforcement - For material storage and exploitation yards of enterprises, it is necessary to steel with narrowed cross-section and re-aligned - Temporary road for material transportation110 should not be methods to protect water environment and strictly manage generated rubbish to route, increasing drainage capacity and reducing on the dyke that loading capacity should be in consideration avoid affects on adjacent areas such as filling soil of canals and ditches; erosion; to avoid damages to existing structures; - It is necessary to arrange signs along the dyke and curved sections; Th t i d d th d th f - Attention should be paid to the water level increate due to

NOTES IN CONSTRUCTION PHASE Route section from Km 15+240 to Km 16+580 - Proper methods for reduction of dust and noise on residential areas, especially residential areas at dyke edge; it Crossing road designed with full is proposed to use closed wall to separate construction site ENVIRONMENTAL BASELINE MAIN ATTENTION traffic sign and flyover from residential area and construction site from reservoir; - The road runs along the existing dyke of - Dyke relocation along Lach Tray river; Lach Tray river, residential area near the - Regarding to temporary road, ensure traffic safety and pay - Dust, noise, traffic safety and construction attention to reduce dust and noise due to material transport; dyke and Hai An harmonization reservoir (Cat Bi), aquiculture pond and apartment safety at residential areas at dyke edge and at - Ensure water supply for aquiculture ponds and lakes; blocks on Road No. 7-3, the section 7/3 road sides; between aquiculture pond and Cat Bi road. - Install warning signs at site and traffic signs at crossing - Aquiculture ponds and lakes are separated; points with inter-village road; - The risk of reservoir water quality - Labour safety for workers at river dyke, especially during degradation during construction; flood-tide at night.

Cross section of road and dyke for relocation

Interchange designed with traffic sign

Interchange designed with traffic sign NOTES IN OPERATION PHASE - Install road-crossing culverts to ensure water for ponds and lakes; - Plant trees at road edges, dyke sections and nearby houses, harmonization reservoir and residential areas at the end of route section to reduce dust111 and noise of vehicles running on road; - Arrange traffic safety signs at intersections at

Route section from Km 16+580 to Km 17+600

ENVIRONMENTAL BASELINE - The project road is adjacent to the apartment block in Thanh To ward, residential area and army region; - The road crosses Cat Bi and Nguyen Van Hoi Interchange designed with roads; and 2 adjacent roads in Dang Lam traffic sign and flyover resettlement area;

NOTES IN CONSTRUCTION PHASE NOTES IN OPERATION PHASE - Coordinate with road authority in implementing traffic control/ traffic diversion methods by arranging signs and - Install traffic signs at project site partitions to avoid traffic jam; intersections – Nguyen Van Hoi – Cat Bi, intersections at Dang Lam MAIN ATTENTION - Strictly follow regulations on traffic safety during road; transport of materials and methods on construction safety - The risk of traffic congestion at existing roads like at site; - Re-align the canal and construct Nguyen Van Hoi, Cat Bi; road-crossing culvert at - Ensure the demand on water supply and irrigation and Sta.Km17+390 to ensure water - Dust, noise, construction safety and traffic safety during drainage for cultivation area; demands for cultivation and construction and material transport that impact on aquiculture areas 112 residents living nearby the road - Canals are separated, affecting water supply and

Road section from Km 17+600 to Km 18+790

ENVIRONMENTAL BASELINE The road will run through residential areas; Le Hong Phong – Ngo Gia Tu intersection; cultivation area, local roads in Dang Hai commune Intersection designed at Le Hong Phong road Irrigation canal should be recovered by culvert crossing road Intersection designed with full traffic sign

Attention should be paid to the following ATTENTION & NOTES DURING matters CONSTRUCTION ATTENTION & NOTES DURING - High risk of traffic jam at existing roads like Le - Coordinate with road authority in implementation OPERATION Hong Phong, Ngo Gia Tu, Dang Hai; of traffic control/ traffic diversion methods by - Arrange sufficient safety signs at intersections; arranging signs and site partitions to avoid traffic jam; - Irrigation canals will be separated, as a result - Build 4 pedestrian bridges at the crossing point the cultivation area will be isolated by the road; - Strictly follow traffic laws and regulations on with Le Hong Phong road; construction safety at site; - Dust, noise and safety during construction and - Relocate the irrigation canal at cultivation area and material transport - Ensure the demands on water supply and irrigation construct culvert crossing road at Km18+330; and drainage for cultivation area; 113

Route section from Km 18+790 to Km 19+917 (end of road)

ENVIRONMENTAL BASELINE - The alignment crosses residential area of Nam Hai and Dang Hai communes and cultivation area for upland crops

Kim Quang Pagoda The new road crosses the existing inter-village road Attention should be paid to the following matters - Relocation of pumping station and its canal; - The road is close to Kim Quang Pagoda; - The route cutting inter-village road; - Dust, noise and safety during construction and

Crossing road designed with full Canal relocation for irrigation recovery traffic sign and flyover ATTENTION & NOTES IN ATTENTION & NOTES DURING OPERATION CONSTRUCTION PHASE - Build fencing wall for affected temples and pagodas - Ensure water demands for cultivation and like Kim Quang, Sam Bo pagodas to minimize impacts aquiculture areas; of noise; - Implement traffic safety methods (vehicle - Reasonable solutions for irrigation and remaining quality, restriction velocity and traffic volume), minor cultivation and aquiculture areas and residential site safety (signing system) and methods on area development should be considered; minimizing dust and noise on residents living at road edges; - Install traffic safety signs at intersection between the inter-village road and the project road 114