Initial Environmental Examination

July 2011

VIE: Comprehensive Socioeconomic Urban Development Project – Viet Tri, Hung Yen, and Dong Dang (Viet Tri)

Prepared by Provincial Peoples Committee of Phu Tho for the Asian Development Bank

CURRENCY EQUIVALENTS (as of 01 June 2010)

Currency Unit – dong (D) D1.0 = $0.000049 $1.00 = D20,298

ABBREVIATIONS

ADB – Asian Development Bank BOD – biological oxygen demand CBMC – community-based monitoring committee CPC – city people‘s committee DONRE – Department of Natural Resources and Environment DOT – Department of Transportation EIA – Environmental Impact Assessment EMP – environmental management plan IEE – Initial Environmental Examination km – kilometer LEP – Law on Environmental Protection m – meter MOLISA – Ministry of Labour, Invalids, and Social Affairs MONRE – Ministry of Natural Resources and Environment NSEC – North-South Economic Corridor PPC – provincial people‘s committee PMU – project management unit ROW – right-of-way TA – technical assistance TSS – total suspended solids URENCO – urban and environment company

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

This initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature.

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

Table of Contents Page I. EXECUTIVE SUMMARY 1 II. INTRODUCTION 2 A. Background to Project and IEE 2 B. Assessment Context 3 III. POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK 4 IV. DESCRIPTION OF THE PROJECT 6 A. General Description of Road Components (VT1–VT3) 8 B. General Description of Solid Waste Collection Improvements (VT4) 9 V. DESCRIPTION OF AFFECTED ENVIRONMENT 9 A. Topography and Geography 9 B. Population and Socioeconomy 11 C. Land Use 12 D. Physical Resources 12 E. Ecological Resources 14 VI. PUBLIC CONSULTATION 16 A. Stakeholder involvement during project implementation 18 VII. POTENTIAL ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES 18 A. Project Benefits 18 B. Project Impacts and Mitigations 20 C. Strategic Assessment 26 D. Climate Change 26 VIII. INFORMATION DISCLOSURE AND PUBLIC GRIEVANCE MECHANISMS 27 A. Information Dissemination 27 B. Grievance Process 27 C. Access Hotline 28 IX. ENVIRONMENTAL MANAGEMENT PLAN 28 A. Institutional Arrangements and Responsibilities 28 B. Mitigation Plan 30 C. Monitoring Plan 44 D. Institutional Capacity Review and Needs 44 X. CONCLUSIONS AND RECOMMENDATION 49 XI. REFERENCES AND INFORMATION SOURCES 50

Table 1. Summary specifications of project components VT1–VT4 ...... 6 Table 2. Summary of major generic activities of VT1 – VT3...... 9 Table 3. Population in Viet Tri City ...... 11 Table 4. Summary of land use in Phu Tho to January 2009 (Unit: 103 ha) ...... 12 Table 5. Average air temperature in project area ...... 12 Table 6. Summary of baseline noise levels ...... 13 Table 7. Stakeholder Comments on Project in Viet Tri...... 16 Table 8. Applicable Laws Directives and Environmental Standards...... 23 Table 9. Environmental Impact Mitigation Plan...... 31 Table 10. Environmental Monitoring Plan ...... 46

Figure 1. Four branches of the North South Economic Corridor of the GMS...... 4 Figure 2. Location of road components VT1–VT3...... 7 Figure 3. Viet Tri in relation to major rivers and adjacent provinces...... 10 Figure 4. Complete ring road created by project...... 19 Figure 5. Potential future pond network for floodwater storage and pumping in Viet Tri ...... 26 Figure 6. Air quality and surface water monitoring sampling sites...... 45

1

I. EXECUTIVE SUMMARY

1. Viet Tri of Phu Tho province is one of three cities of the Comprehensive Socio-Economic Urban Development Project (the Project) along with Dong Dang of Lang Son province, and Hung Yen of Hung Yen province to be developed to ultimately join Hanoi as northern Viet Nam's economic center. The outcome of the Viet Tri subproject is improved urban infrastructure and municipal services with the impact of contributing to the Project, and overall transformation of the North-South Economic Corridor (NSEC) of the Greater Mekong Subregion (GMS) from a transport corridor to full-fledged economic corridor.

2. The initial environmental evaluation (IEE) of the Viet Tri subproject was prepared as part of project preparatory technical assistance (TA) 7516-VIE. The IEE presented herein has been reformatted and updated pursuant to the requirements of ADB‘s Safeguards Policy Statement (SPS, 2009). This category B project is at the feasibility design phase and defined by the following four components:

Viet Tri (VT)1: Phu Dong Road VT2: Truong Chinh Road VT3: Thuy Van Industrial Zone Road VT4: Solid Waste Collection/Transport Support

3. The evaluation of the pre-construction, construction, and operational phases of the three road components (VT1–VT3) which included input from two community stakeholder meetings indicates that the direct environmental impacts of the roads are short-term civil construction- related that can be mitigated. The provision of additional garbage compactor trucks (VT4) will increase truck traffic, and exposure of residents to compiled solid waste in and outside Viet Tri which can be managed.

4. The stakeholder meetings in Viet Tri underscored the need for effective management of noise, dust, traffic disruptions, and safety during the construction phase. A hotline telephone number to a responsive project management unit (PMU)/City People‘s Committee (CPC) office posted at all construction sites is proposed to facilitate continued community engagement through the construction phase.

5. The absence of critical wildlife habitat, rare or endangered species, ecological protected areas, and affected cultural or heritage structures along the three road segments focuses the short-term direct impacts of the project on the local community and workers that will be affected primarily by construction activities. The civil construction impacts of elevated dust, noise, traffic disruptions, erosion and sedimentation, and public and worker safety can be mitigated and managed effectively with provincial, national, and international construction management directives and guidelines.

6. Potential induced environmental impacts of the project are increased natural resource consumption and environmental degradation which could stem from the subproject impact of socioeconomic development in and around Viet Tri. These induced environmental impacts would potentially accumulate regionally with similar effects of the other two subprojects of the Project, along with other ongoing separate economic development projects of the region. Strategic-level environmental concerns of Project are normally addressed at the regional planning stage such as with the Government‘s Socioeconomic Development Plan. Consideration of anticipating the effect of climate change on the project components is provided, as well as measures to reduce the contribution of the project to climate change.

2

7. The IEE concludes that the project description at the feasibility design stage combined with available information on the affected environment is sufficient to understand the scope of potential construction-related environmental impacts of the project. Providing that major changes in the design of one or more of the project components do not occur at the detailed design phase, further more detailed environmental impact assessment (EIA) is not required.

8. An environmental management plan (EMP) has been prepared for the project, which prescribes impacts mitigation and environmental monitoring plans, and institutional responsibilities and capacity needs for the implementing unit of the project. The IEE recommends that the EMP be reviewed when the final detailed project designs are completed to ensure that the EMP fully addresses the project‘s adverse environmental impacts.

II. INTRODUCTION

A. Background to Project and IEE

9. The IEE presented herein is based on the IEE that was prepared as part of the TA Report for project preparatory TA 75161. The IEE from the TA Report is re-formatted here for the Asian Development Bank (ADB) with additional information on the project added where required pursuant to ADB‘s Safeguard Policy Statement (SPS, 2009)2.

10. Viet Tri is one of the three cities of the Comprehensive Socio-Economic Urban Development Project along with Hung Yen and Dong Dang to ultimately join Hanoi as northern Viet Nam's economic centers, and to contribute to the transformation of the NSEC from a transport corridor to full-fledged economic corridor3.

11. The four branches of the NSEC (Figure 1) which connect southeastern People's Republic of China (PRC) with the GMS are experiencing rapid economic development. The northeastern branch which links Hanoi and Hai Phong, Vietnam to Nanning and Kunming, China is the focus of the Project. The blue dots in Figure 1 indicate the locations of the three Project subproject cities of southern Hung Yen, western Viet Tri, and northeastern Dong Dang.

12. The Project aims to improve urban infrastructure and municipal services in the subproject project cities through investments in urban infrastructure development and rehabilitation, and capacity development and strengthening of local government in urban management. Weak urban infrastructure and services along with insufficient capability to plan for the growth is a significant constraint to the socioeconomic development in the area. Basic urban infrastructure and services are insufficient for existing demands, notwithstanding the additional demand expected to be induced by increased movements of goods and people in the economic corridor.

13. Viet Tri serves as the regional center and gateway to the country‘s northern-western mountainous region. It is strategically positioned to become a major logistics hub in northern Viet Nam. The city is located about 84km north-west of Hanoi, and just outside the administrative border of Greater Hanoi metropolitan region. Viet Tri has good access to various

1 Groupe Huit–Primex–SCC, 2011. Draft Final Report on the Socioeconomic Development Project: Viet Tri, Hung Yen, Dong Dang, submitted to ADB, TA 7516-VIE, Appendix XVa. 2 ADB. 2009. Safeguard Policy Statement, ADB Policy Paper. 3 ADB. 2010. Concept Paper for the Comprehensive Socioeconomic Development Project, Project No. 41462, 4 pgs, + 5 Appendices.

3 transport modes. Three rivers (Hong River, Da River, and Lo River) meet at Viet Tri where they merge into Red River.

B. Assessment Context

14. The overall Project was assigned Environmental Category B which requires an IEE pursuant to the ADB‘s safeguard policy, and environmental assessment guidelines4. A category B refers to projects which cause minor environmental and social impacts that can be prevented or mitigated.

15. The detailed designs for the road developments planned for Viet Tri have not been prepared. The IEE, including an EMP was conducted based on the information on the construction and operational phase activities of the roads available at the FS stage of the project combined with general knowledge of the potential environmental impacts of road development. The IEE was prepared using available data and information on sensitive cultural and ecological receptors that exist at the different project sites. The EMP will be updated where necessary to address the future detailed designs of the different road components when they are completed.

4 ADB. 2003. Environmental Assessment Guidelines of the Asian Development Bank.

4

Figure 1. Four branches of the North South Economic Corridor of the GMS.

III. POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK

16. The ADB SPS clarifies the rationale, scope and content of an environmental assessment as supported by technical guidelines (e.g., Environmental Assessment Guidelines, 2003). Projects are initially screened to determine the level of assessment that is required according to the following three environmental categories: Category A for projects that normally cause

5 significant or major environmental impacts that are irreversible, diverse or unprecedented such as hydroelectric dams (an environmental impact assessment is required); Category B projects which have potential adverse impacts that are less adverse than those of category A, and such impacts are site-specific, largely reversible and mitigation measures can be designed more readily than for category A projects (an initial environmental examination is required); and Category C projects that are likely to have minimal or no negative environmental impacts (environmental assessment is not required but environmental implications need to be reviewed).

17. The overall ADB environmental categorization of the Project is "B" as approved by the ADB Chief Compliance Officer on 19 February 2010. For the components of the Viet Tri subproject the negative environmental impacts are site-specific, will occur primarily during construction phase, are temporary, and can be mitigated. However, for involuntary resettlement the Project was classified as Category A.

18. The Viet Nam Law on Environmental Protection (LEP 2005) prescribes the requirements for environmental assessment for development and domestic project interventions that affect the natural and social environments. Government Decree 80/2006/ND-CP in conjunction with Decree 21/2008/ND-CP and the recently promulgated Decree 29/2011/ND-CP (18 April 2011) elaborate the EIA requirements specified by the LEP (2005).

19. The updated screening criteria of Decree 29 distinguish projects that require an EIA from projects requiring a simpler Environmental Protection Commitment (EPC). The difference between the two processes reflects the level of assessment, and ultimate review and appraisal that is required. Circular 05/TT-BTNMT supports Decrees 80, 21, and 29 with technical guidance for preparing and reporting both levels of assessments.

20. The Phu Tho Provincial Peoples Committee (PPC) is the executing agency of the Viet Tri subproject. The implementing agency is the Viet Tri CPC. The Viet Tri Project Management Unit (PMU) will manage construction of the new road developments under the direction of the CPC with Urban and Environment Company (URENCO) managing operational phase of new roads5. URENCO is also responsible for commissioning and operation of the new solid waste collection equipment provided by the project.

21. The Department of Natural Resources and Environment (DONRE) of Phu Tho is responsible for management and protection of the environment in the province. The Ministry of Natural Resources and Environment (MONRE) is the national environmental agency which provides policy and guideline support to the provincial DONREs, and who also is responsible for administering the Government of Viet Nam‘s (Government) environmental assessment safeguards to development projects of national or interprovincial significance.

22. The Viet Tri subproject falls under the responsibility of the Viet Tri DONRE. At the time of the ADB Loan Fact Finding Mission (9–21 May 2011) the DONRE indicated that the three road developments of the Viet Tri subproject would require individual Government EIAs. The Government environmental safeguards will be prepared by the implementing agency. With assistance from the Project Implementation Consultants (see below), the PMU will update the ADB EMP to serve the requirements of the detailed designs, and with support from the CPC will be responsible to ensure that the environmental safeguards implemented for the project meet the requirements of the EMP.

5 ADB. 2011. Memorandum of Understanding of Loan Fact Finding Mission for Comprehensive Socioeconomic Urban Development Project – Viet Tri, Hung Yen, and Dong Dang (20 May 2011).

6

IV. DESCRIPTION OF THE PROJECT

23. The subproject is at the feasibility stage. The subproject consists of the following four components (Figure 2), which are summarized in Table 1.

Component VT1: Phu Dong Road Component VT2: Truong Chinh Road Component VT3: Thuy Van Industrial Zone Road Component VT4: Solid Waste Collection/Transport Support

Table 1. Summary specifications of project components VT1–VT4 Components Dimensions Rationale Phu Dong (VT1) 3.6 km This road will become the connection to Noi Bai Lao Cai Connection to Lao Cai 6 lanes express way for the traffic from Viet Tri city area. This road highway 48m wide also connects transversal roads. With these characteristics, 0.5 km this road is defined as a primary or main urban access. The 4 lanes Phù Đổng road will boost development in the eastern part 26m wide of the city. Truong Chinh (VT2) 4.4 km This road makes the link between the northern dyke and Connection from north 4 lanes the new Phu Dong road and with NR2. It is an essential dyke to NR2, and 38m wide road in the overall development scheme of the city as part intersecting with of a consistent transport master plan. It will also complete Phu Dong Road the envisioned ring belt. Thuy Van IZ (VT3a) 1.9km These road sections will connect the Thuy Van Industrial Upgrading of existing 4 lanes Zone with the new Truong Chinh Road at the junction of the road from NR2 to Thuy 34m wide NR2, thus providing another segment that will complete the Van industrial zone transportation ring belt around the city. Thuy Van Industrial 2.0 km Zone (VT3b) 4 lanes They will also provide an alternate route for large cargo Road and bridge within 26m wide trucks coming from the port. Without this road, the trucks the Thuy Van industrial have to go through the city center, which creates various zone adverse effects including congestion, road damage, traffic Thuy Van Industrial 2.6 km accidents, dust and vehicle emissions. Zone (VT3c) 4 lanes Connection from Thuy 26m wide The completed road link will provide access to the industrial Van industrial zone to zone from the existing southern dyke that will by-pass the southern dyke city center. Solid Waste (VT4) garbage Strengthening of URENCO services for solid waste Equipment for solid compactor collection. Provision of additional 7 compactor trucks with waste collection and trucks 3.5 ton capacity each, 1,000 garbage collection carts, 2 transport inorganic waste collection trucks with 2.5 ton capacity each, and 2 industrial solid waste compactor trucks with 5 ton capacity each. km = kilometer, m = meter, NR = national road, URENCO = urban and environment company, VT = Viet Tri. Note: Adapted from footnote 1

7

Figure 2. Location of road components VT1–VT3.

24. The road improvements will contribute to the establishment a ring road around Viet Tri city to ease future traffic congestion brought about by the development of the area into a major logistics hub in the region. The road network improvement will provide an alternative route for the heavy vehicles coming to the Thuy Van industrial zone from either the port or the new Noi- Bai Lao-Cai expressway, so as to by-pass the busy central district.

25. Phu Dong (VT1) and Truong Chinh (VT2) have progressed to partial detailed design stage with varying detailed drawings completed. The route for proposed Phu Dong road is expected to go through communes of Phượng Lâu and Dữu Lâu. Segment from Châu Phong road to Hòa Phong road is based on existing earth road of width 6 meters (m)–8m within master plan boundary with the designed width of 26m.

26. The segment from Hòa Phong road to Nguyễn Du road is a new route, crossing rice fields. The segment from Nguyễn Du road to Sông Lô dike is also a new route which crosses rice field and low hills. The segment from the road going to Lo river dyke to Trường Chinh road, crosses rice fields and replanted forest.

27. The proposed route for Truong Chinh road starts from the intersection of National Road (NR) 2 to Lo River dyke and crosses the communes of Van Phu, Kim Duc, Phuong Lau and Hung Lo. According to the master plan of the Viet Tri city, forthcoming are (with some already built) north-south access roads such as Hùng Vương, Nguyễn Tất Thành, and Âu Cơ, Sông Thao roads. However, existing transversal roads are poorly sized. Conversely, there is no convenient connection from Thụy Vân to Phù Đổng to the new expressway connecting Hanoi

8 with Lào Cai. Therefore, this road will meet several needs by connecting most of the north/south roads and serving goods transportation to and from the Thụy Vân Industrial Zone. It will contribute to establishing the ring road of Việt Trì, reducing greatly the heavy traffic crossing the city center.

28. The description of the three road components (Figure 2) of the Viet Tri focus on generic construction and operational activities that could potentially affect natural and social environments. The complete description of the construction and operation activities will be provided with the future detailed designs of the project.

A. General Description of Road Components (VT1–VT3)

29. The detailed design phase of the project has not occurred which means the sequence of detailed civil and infrastructure work activities have not been defined. Provided below are general project activities from the TA report, which are supplemented with generic activities of similar road projects, and the needs for environmental safeguard requirements.

1. Pre-construction Phase

30. The major activities prior to the initiation of construction of the roads defined by VT1– VT3 are: (i) completion of detailed road designs; (ii) update and initiation of EMP; and (iii) land and asset acquisition and resettlement. After the detailed designs of the three road segments are completed the initial use surveys of affected lands, and land and asset acquisition requirements will be updated and finalized. This review is needed in order to finalize where necessary the resettlement and/or compensation required, and to clarify right-of-way (ROW) of new and upgraded roads. Similarly, the mitigation and monitoring plans of the EMP need to be updated to meet the detailed designs of the project.

2. Construction Phase

31. The construction of new road segments and the upgrading and expansion other sections that collectively form VT1–VT3 will employ standard civil construction techniques and practices for roads. The major generic construction activities for land-based works in the approximate order of execution are:

(i) finalization of alignments and ROWs for each road segment; (ii) development of construction camp(s); (iii) transport of heavy equipment and materials; (iv) land clearing including UXO survey and removal; (v) establishment of borrow pit(s); (vi) excavation; (vii) installation of service and utility conduits (e.g. water supply and electricity; (viii) backfilling and grading, (ix) (re)surfacing with asphalt or concrete; (x) placement of utilities, light standards, signage, rails, and road paint (xi) restoration (grass, shrubs, trees, brick).

3. Post-Construction Operation Phase

32. The roadways will divert and convey traffic around Viet Tri. Periodic maintenance of the completed roadways will be required which will be in the form of sweeping and solid waste

9 collection, lighting maintenance, and road surface maintenance.

Table 2. Summary of major generic activities of VT1 – VT3. Development Phase Summary of Expected Major Activities Pre-construction 1) Completion of detailed designs 2) Update and initiation of EMP 3) Land and physical asset acquisition. 4) Resettlement Construction 5) Finalization of ROWs and demarcation of construction areas with barriers, fencing and signage 6) Construction of worker camps and facilities. 7) Inform public along ROW of schedule of construction works. 8) Transport of heavy equipment and materials 9) Land clearing including UXO survey and removal 10) Establishment of borrow pit(s); 11) Excavation; 12) Placement of utility conduits; 13) Backfilling, grading; 14) Surfacing with asphalt or concrete; 15) Installation of light standards, rails, sidewalks, and signage; 16) ROW restoration (grass, shrubs, trees) Post-construction 17) Commissioning roads of VT1 – VT3 for public use. Operation 18) Routine maintenance of roadways. EMP = environmental management plan, ROW = right of way, UXO = unexploded ordnance, VT = Viet Tri.

B. General Description of Solid Waste Collection Improvements (VT4)

33. The operation of the seven new compactor trucks, two new inorganic waste collection trucks, and the two new industrial solid waste trucks will increase the amount of solid waste that is collected and removed from Viet Tri. The operation of the trucks will increase vehicle traffic in Viet Tri and on the road to the landfill site. There is no plan at feasibility design stage to conduct solid waste management differently in Viet Tri when the additional equipment is commissioned.

V. DESCRIPTION OF AFFECTED ENVIRONMENT6

A. Topography and Geography

34. Viet Tri city serves as the focal point of Vietnam‘s western northeast region which covers the six provinces of Phu Tho, Lao Cai, Yen Bai, Tuyen Quang, Ha Giang and Lai Chau (Figure 3). The city serves as the natural outlet of the northeast hinterland extending up to the border with China. It is the capital of Phu Tho province and sits at the junction of the coastal plain extending southeast toward the Red River delta, and the hilly and mountainous region extending north toward the China border.

35. Viet Tri is at the key-point of the whole basin justifying its past historic role and its future economic position: (i) at the exit of the main part of the Red River basin, and (ii) at the entrance of the delta. This location induces a set of functions based on transportation and trade, where transportation takes an essential place as the lever arm of the main economic activities.

36. Managing the area is a challenge. The city is a funnel-shaped peninsula, sandwiched

6 Data and information in part from Thanh Trinh Thi (2011). Report on Viet Tri prepared for TA 7516.

10 between two rivers, and concentrating much of the traffic at the south-eastern tip. The ground is largely covered by water and damp soils. The available land suitable for construction is confined to a narrow strip of dry land crossed by the Dai Lo Hung Vuong (NR2) which has a span of about twenty kilometers (km). The urban form is a backbone with lateral branches on the north and south sides.

Figure 3. Viet Tri in relation to major rivers and adjacent provinces.

37. A notable feature of Phu Tho topography at the end of the Hoang Lien Son Range is the transition between high and low mountains with hills and mounds from a gradual height slowing from the western north to eastern south with a total highland making up more than 64% of the total natural areas and rivers making up 4.1%. Accordingly, Phu Tho may be divided into following 3 main subregions.

Southern mountain subregion

38. This includes districts of Yen Lap, Thanh Son and part of Cam Khe at an average height of 200m–500m above the sea level. It is a region with much potential for forestry development and natural mineral resources exploitation.

Midland subregion

39. This subregion includes Phu Tho Township, districts of Cam Khe, Doan Hung, Thanh Ba, Ha Hoa and a part of districts of Phu Ninh, Tam Nong and Thanh Thuy. This region has a special topography with low hills and mounds of 50m–200m intermixed with field‘s slopes. It is very appropriate for industrial development and fruit cropping.

Delta subregion

40. Area includes the Viet Tri City, Lam Thao district and part of the neighboring district. It

11 has special topography with ancient alluvial soil and field along the rivers suitable for cultivation, livestock rising and aquaculture development. Some areas with low mounds and fairy even and flat terrain are suitable for building industry zones and social economic infrastructure.

41. The natural land represents 3,862 square km of which 79% is flat country. The mountainous area starts right in the South of the Red River, and covers Tan Son, Yen Lap and Thanh Son Districts. Viet Tri City is located at the entrance of the development axis of the province, at the confluence of Hong and Lo Rivers. It is the natural outlet of the whole hinterland till the border. This situation assigns to the city the status of Province Capital.

B. Population and Socioeconomy

42. Viet Tri city is the capital of Phu Tho Province, and is comprised of 184,784 inhabitants, among which 99,872 are classified urban residents (Table 3). The rate of urban population, 54%, does not reach the rate expected for a provincial capital especially with the prospect of a national urbanization rate to 45% in 2020. Since 2005, the average growth rate of the city has been around 1.38%, with immigration representing 0.6%. Among the 10,000 people leaving their home towns in Phu Tho province, 10% go to Viet Tri. The emigrants, for economic reasons, tend to choose Hanoi over Viet Tri.

43. The city population resides in 13 wards. The city is expanding, with plans for peri-urban administrative status in a number of communes officially changing to that of ‗city wards‘. The population growth is shared between the rural areas (42%) and the urban areas (58%). The urban population occupies about 12% of the whole area of the city.

44. The road alignments VT2–VT3 a-c will cross peri-urban-rural areas, and an expanding industrial area. The land is currently used for small agriculture and forestry (e.g., rice, fruit trees) or adjacent to light industry. The alignments are not near schools or hospitals. The Phu Dong road (VT1) which will connect the Lao Cai–Noi Bai expressway to the city centre is the most urban of the three road alignments. Similarly, VT1 alignment is not near schools or hospitals, and has been located to minimize loss of public and household assets, and resettlement.

Table 3. Population in Viet Tri City Total Natural Population Population Population growth rate growth rate Migration 2000 (‘000) 2005 (‘000) 2009 (‘000) (%) (%) rate (%) Viet Tri 162,617 174,090 184,784 1.43 1.32 0.11 Viet Tri urban 86,960 93,336 99,872 1.55 1.37 0.18 Viet Tri rural 75,657 80,754 84,912 1.29 1.27 0.03

45. Within the context of developing the regional transport corridor into an economic corridor, there are three basic functions that are envisioned for the city. The first one is logistics. As noted in the city‘s master plan, a priority in Viet Tri is improving the quality and adequacy of transportation infrastructure, especially the link to the new Noi Bai – Lao Cai expressway. The second one is business and trade. Creating the best conditions for the development of business activities requires development of an urban center that is free from congestion and adverse effects of heavy vehicle (cargo from the port) traffic that currently has to pass through the center of town. The third one is industry. The promotion of industries will focus on high-tech industries to be established in future science and technology parks. In addition, the promotion of tourism (centered on festivals) is also envisioned in the city master plan.

12

46. The majority of the population in Phu Tho and the outlying northern mountainous areas live in rural areas. Agriculture production represents 26% of the provincial gross domestic product (GDP). Despite increased numbers of employees entering Viet Tri City‘s industrial base between 2005 and 2008, this sector still only comprised 39% of its total GDP. Overall, the city experienced a significant decrease in its economic performance indicators. A low ‗technological representation‘ and low added value are indicative of the city‘s urgent need for urban investments.

47. Most of Viet Tri‘s poor are located within peri-urban areas. Phu Tho provincial average poverty rate in 2010 shows poor household rate of 22.28% and near poor household rate at 11.20%. The survey included 80,507 household/total of 362,987 households in province. Viet Tri‘s average poverty rate is considerably lower with 2,985 poor households (5.59%) and 1,919 near-poor households (or 3.60%). While the urban poverty rate has decreased in the last years, it is expected to double according to the new poverty criteria for 2011.

C. Land Use

48. Land use in Viet Tri ranges from perimeter agriculture defined primarily by rice, and fruit, urban developed, parks, industry, and some aquaculture. The major land use patterns in the province are summarized in Table 4.

Table 4. Summary of land use in Phu Tho to January 2009 (Unit: 103 ha) Among them there are: Total Agricultural land Forestland Specialized land Urban land 353.2 99.7 167.9 24.4 9.0 Source: MONRE, 2009

D. Physical Resources

1. Climate

49. The area has a monsoon tropical climate with a cold winter (November to March) and hot summer (April to August), with annual average temperature of approximately 23oC (Table 4). Annual average rainfall is 1,600 to 1800 millimeters, and the average humidity is 85%. Heavy rains occur during May to October. The wind regime is generally influenced by the Southwest monsoon during winter, by the Southeast monsoon in summer, and the trade winds during other months. During winter, the wind blows toward the southeast at speeds of 1 to 3 meter/second (m/s) in normal weather. In summer, the wind principally comes from the east and southeast direction at speeds of 2 to 5 m/s. The strongest normal wind velocity recorded in Viet Tri is 7 m/s. However, typhoon winds can reach 20 to 30 m/s.

Table 5. Average air temperature in project area Summer Winter Month 5 6 7 8 9 10 Ave. 11 12 1 2 3 4 Ave. Viet Tri 21.5 22.0 23.0 22.0 21.0 17.5 22.0 15.0 12.0 10.5 12.0 15.5 19.5 13.0 Hanoi 26.0 28.0 28.5 27.5 26.5 24.5 27.0 20.5 18.0 17.0 17.5 20.0 23.5 18.3 Source: MONRE, 2009

2. Air Quality

50. Air quality was confirmed by baseline testing of six parameters used as national ambient air quality standards (QCVN 05/2009 – applied to assess the ambient air quality and monitor

13

pollution status). In Viet Tri, as reported by MONRE for 2008, values for CO, NO2, SO2, HC were found to be within the QCVN 05/2009 standards. CO concentration ranged from 195 to 3 3 206 µg/m ; under QCVN 05/2009, the allowable ambient CO level is 30,000 µg/m . SO2 3 3 concentration ranged from 87 to 113 µg/m which is within the allowable level of 350 µg/m . NO2 concentration ranged from 41 to 77 µg/m3, also within the QCVN 05/2009 standard of 200 µg/m3. Hydro-carbon (gasoline) concentration is 22 µg/m3, very well below the allowable limit under QCVN 06/2009 (QCVN 06/2009 the ambient some hazardous air parameters quality of 5,000 µg/m3). Only total suspended particulates is higher than the allowable limit QCVN 05/2009 from 1.37 times to 3.45 times (as reported by Phu Tho DONRE, 2010). Under QCVN 05/2009, the allowable ambient level of Suspended Particulates is 300 µg/m3. The high dust levels is due mostly to truck traffic and wind erosion from open construction areas.

3. Ambient Noise Levels

51. The results of baseline noise level measurements (Table 6) show that noise in the project area ranges from 52.73 to 62.85 dB(A), which are within the allowable range of 75 to 70 dB(A) for industrial areas There is a marked difference between diurnal and nocturnal noise levels. The mean value of diurnal noise level is from 59.83 to 62.85 dB (A) and the range of mean value of nocturnal noise level is from 52.73 to 57.10 dB (A). The main reason is the lower number of transport vehicles operating at night.

Table 6. Summary of baseline noise levels Mean value of diurnal Mean value of Site noise level (dBA) nocturnal noise level (dBA) Hung Vuong road 59.99–62.39 52.14–55.11 (10 h – 15 / August, 2009) Vietnamese Standard 5949-1998 75 70 Source: MONRE, 2009

4. Water Quality

52. The Red River downstream of Viet Tri city is polluted. According to the Phu Tho DONRE for 2010, the COD levels are 1.23 times higher the allowable limit set under QCVN 08/2008 for B1-category water bodies. The biological oxygen demand (BOD) level was found to be 2.6 times higher than the standard; and total suspended solids (TSS) was 3.58 times higher. The sources of water pollution are household wastewater and effluents discharged by textile and chemical factories along the river. On the other hand, the water quality of the Lo River which traverses the boundary of Viet Tri city was reported to be within the standards set under QCVN 08/2008. The polluted state of surface water quality in Viet Tri is a result of the discharge of untreated domestic was waste from Viet Tri, and from upstream areas.

5. Groundwater Quality

53. Groundwater drawn from wells provides water supply for many communes. Ground water is exploited from depths of 25m–35m. Ground water quality in Viet Tri satisfy almost all potable water quality criteria specified under QCVN 09/2008, except for NH4+ which exceeded the potable limit by 1.02 to 1.33 times in 2010, according to the Phu Tho DONRE. The exceedance of ammonia in groundwater is not clear given other domestic waste pollution indicators meet potable water standards. It is not believed that groundwater at that depth is being influenced by domestic activity.

14

6. Hydrology

54. The large tributaries of Song Lo, Song Hong and Song Da (Figure 3) converge at Viet Tri to form the main channel of the Red River which flows southeast to Tonkin Bay. This location gives a strategic advantage to the city‘s port which has become a hub for river-based transport of people, goods and bulk cargo in the region. However, the same location also makes the city highly vulnerable to inundation when flood season flows of the three converging rivers meet at the Viet Tri junction. To protect the city, a ring dike has been constructed; it runs parallel to the city‘s north and south riverbanks, and the top of the embankment is used as a service road.

7. Drainage

55. While the ring dike system protects the city from flooding during the rainy months caused by the converging river flows, the dike also traps the rainwater and drainage channels inside the dike system. Until the high water level in the flooded river drops, water accumulated inside the dike cannot drain out through the sluice gates across the embankment system. Because of this, the city needs to maintain a network of interconnected ponds to serve as flood detention/storage areas and prevent widespread inundation. Loss of these ponds—for instance, because of indiscriminate reclamation for land development—would deprive the city of an important flood prevention mechanism. Yet, even this natural protection can be overwhelmed by extreme weather events, as happened in 2008.

56. While the ring dike system protects the city from flooding during the rainy months caused by the converging river flows, the dike also traps the rainwater and drainage channels inside the dike system. Until the high water level in the flooded river drops, water accumulated inside the dike cannot drain out through the sluice gates across the embankment system. Because of this, the city needs to maintain a network of interconnected ponds to serve as flood detention/storage areas and prevent widespread inundation. Loss of these ponds—for instance, because of indiscriminate reclamation for land development—would deprive the city of an important flood prevention mechanism. Yet even this natural protection can be overwhelmed by extreme weather events, as happened recently in 2008.

57. Over time, the dike system has prevented the natural spilling of sediments into the floodplain that is now separated from the river which has caused the river bottom to aggrade (build up) causing the water level in the river to rise more during the flood season. Even though aggradation is moderated by ongoing sand mining, the accumulation of river sediment makes it increasingly difficult for water trapped inside the dike system to drain into the river. This can result in water logging and stagnant water conditions. In the future pumping of the excess water into the river will become necessary.

E. Ecological Resources

1. Flora and Fauna

58. The assemblage of plants and animals in the study area is not diverse. No protected or endangered species of plants and animals from the Viet Nam Red Book, or declared by IUCN inhabit the alignments of the three road segments (VT1–VT3). There are recently grown plantations of bamboo, litchi, eucalyptus, banana, pear, mango etc. Some trees of medium growth are within 10 to 20 m of the existing road and few old growth trees are located about 30m–50m away from the road. There are no thick forests near the alignment. Terraced tea

15 gardens and rice fields are located in the steep locations with practices of swidden cultivation. No migrant wild fauna are reported along the study area.

2. Protected Areas

59. The three road alignments are not in protected areas. The closest protected area is the Xuan Son National Park which stretches over an area of more than 15,000 hectares. The park is located in located at the extreme south-eastern extent of the Hoang Lien Mountains in the watershed of the Red River approximately 50 km southwest of the city. It is the only national park with a primeval forest growing on limestone. It also boasts a diverse flora and fauna system, with over 700 flora species and nearly 400 different fauna species. In terms of plants, 1,217 species are identified belonging to 180 families180 of which 726 species are identified as rare and precious belonging to 40 families. According to survey data, the park is now hosts 282 vertebrate animal species in which there are 23 amphibian species, 30 reptile species, 168 bird species and 61 beast species. Some precious and rare species as horse-bear, tiger, black gibbon, langur monkey and snakes occur in the park.

60. With the exception of some large ponds located in the south-east of the city and which are marked in the city map as ―parks‖, there are no areas designated as national park or ecological conservation zone located inside the city boundary or in the surrounding area. There are no vulnerable ecosystems or rich areas of fauna such as birds and animals near the road construction corridors, which are existing agricultural and peri-urban areas.

3. Mineral resources

61. Phu Tho is rich of natural mineral resources. Mineral sources including mica, kaolin, and feldspar can be found in districts of Thanh Thuy, Tam Nong and Ha Hoa while iron, talc, and quartz can be found in Thanh Son. Phu Tho has popular mineral ores that are known all over the country. They include Kaolin and feldspar which have been discovered in 49 mines with an estimated potential yield of over 20 million tones.

62. Rock for construction industry is found in 55 areas with an estimated yield of 940 million cubic meter (m3). Areas with high yield include the Yen Mao in Thanh Thuy district, Huong Can in Thanh Son district, Ninh Dan in Than Ba district. This rock could support a cement factory.

63. Large sources of sand and gravel from many rivers and streams exist with an estimated yield of over 100 million m3. The potential yield is great for the Lo river which provides a high quality that will meet the demands of construction industries in the province and neighboring areas.

4. Cultural Resources

64. The only significant cultural property in the vicinity of the project area is the Hung Temple located northwest of the city centre. However, the temple is approximately 3.2 km from the nearest road alignment (VT2 and VT3a) and thus will not be affected by the road developments.

5. Public Health Service

65. The medical support in the province consists of 5 general hospitals at provincial and regional levels, 3 specialized hospitals and 6 others at district level. National medical programs

16 are fundamentally well performed. Annually, more than 90% of children are vaccinated sufficiently with 6 types of vaccines. Disease prevention activities have gained some achievements, particularly in preventing malaria, fever, tetanus, typhoid, etc.

VI. PUBLIC CONSULTATION

66. Consultations were held with Viet Tri project stakeholders to disclose information on the proposed road construction projects, and to gather feedback regarding concerns about environmental impacts, and various social impacts such as livelihood disruption and resettlement.

67. Two consultations were held with Viet Tri project stakeholders on 7 and 10 January 2011 to provide information on the proposed road construction projects, and to gather feedback regarding concerns about livelihood disruption and various social impacts, resettlement and compensation for affected households, and environmental impacts.

68. The consultation on 7 January was held at the Viet Tri People‘s Committee Office attended by 5 CPC officers and 12 community leaders, and representatives from the communes and wards affected by the proposed roads. The feedback and concerns raised are summarized in Table 7. The list of participants is found in Appendix A.

Table 7. Stakeholder Comments on Project in Viet Tri. Item Feedback Project Response Impression on Local living standards will be enhanced; project‘s road construction plan is suitable to the positive impacts development of the city and will help connect Viet Tri to other areas. Viet Tri is a tourist city, and this The planned outcomes and supports that vision. impact of the project directly Project will help promote the support stakeholder views of urbanization of rural areas, and provide project. Plan to coordinate road links to markets, services and new jobs. developments with service Suggest implementing road and basic development is consistent. services at the same time and make sure they are coordinated. Impression on In the past, road constructions were not Mitigations for the short-term project‘s done well, e.g., overloaded trucks construction impacts are negative spilling soil and emitting dust; sanitation prescribed in the EMP. impacts problems and traffic jams. Road projects are often delayed, Resettlement and compensation adversely affecting livelihoods strategy have been developed (especially among farmers). under separate cover Resettlement difficulties including (Resettlement Plan) for the changing jobs. Farmers who stand to project lose their land need to develop new skills and adjust to new way of life. Drainage planning for roads is required Drainage associated with new to prevent floods. roads will be a major component of detailed designs due to existing drainage and flooding issues in Viet Tri. See assessment and EMP.

17

Item Feedback Project Response Waste Demand for solid waste collection and The increased demand for solid collection disposal would increase with influx of waste collection and disposal is new business, tourists and residents— an integral design component of resulting from better infrastructure. the provision of new solid waste Current garbage dump site in the city collection and compacting center is not appropriate. equipment (VT4). Uncollected waste causes odors, vermin; Households not served by URENCO just bury their garbage. Need for separate facility to handle A new or upgraded landfill to toxic/industrial/medical waste. accommodate the increase in New sanitary landfill site further away; solid waste is outside the scope need more vehicles to transport of the project but is an integral garbage collected. Trucks on longer component of the master planning road will cause dust, traffic jams. for Viet Tri. Must cover garbage trucks on way to Management (mitigation) of the disposal sites. effect of increased solid waste collection trucks on traffic, noise and odor is specified in the EMP for the project. Community- Piloted through a German development based waste project in 2002; local people were management taught to separate trash (organic from inorganic). Such initiatives are effective and should be sustained. Some communities still involved in Outside scope of project organizing trash collection in their area. Sourcing of Must ensure worker safety, hiring and construction social order clauses within the bidding workers documents. Local people usually hired in Provisions for workers‘ safety and construction, but not always. Sometimes use of local worker force as much companies bring their own teams from as possible is an explicit outside. Include provision for local hiring mitigation measure in EMP in bidding documents. EMP = environmental management plan, URENCO = urban and environment company, VT = Viet Tri.

69. In the follow-on community-level consultations held at Phuong Lau Commune, Du‘u Lau Ward and Van Phu Commune on 10 January 2011, community members expressed concern that even though construction companies usually promise to use workers from the locale, they bring in their own workers from the outside. There was a general sense that even though the road would bring about future benefits to the local communities near the road and the city as a whole, during construction the effects would be disruptive—in terms not only of the disruption to livelihoods and residences, but also due to the various nuisance effects of being in close proximity to construction works or hauling routes for construction materials.

70. Wider information disclosure regarding the Viet Tri project subcomponents will be done through dissemination of the IEE report through the Viet Tri PMU, and on-line through the ADB website (www.adb.org). During implementation, the monitoring reports for the environmental safeguards will be made available through the PMU.

18

A. Stakeholder involvement during project implementation

As part of information disclosure and grievance mechanism during project implementation (see chapter IX) further interaction of the stakeholders with the CPCs during implementation will occur. The stakeholder interaction already completed is meant to form the basis for additional interactions between stakeholders and the CPC as the project is implemented.

VII. POTENTIAL ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A. Project Benefits

1. Roads

71. The proposed Phu Dong Road, Truong Chin Road, and Thuy Van Industrial Zone Road—in addition to the existing north and south dykes—will create a complete ring belt around the city. The proposed Phu Dong Road, on the other hand, will provide a direct route from the Noi Bai–Lai Cai expressway (and future logistics area adjacent to it) to the city center, avoiding the need to have to use a longer route through the northern dyke or through the NR2 via the new Truong Chin Road.

72. Aside from the socioeconomic benefits of promoting the development of the city as a regional logistics hub centered on the proposed logistics area near the entrance to the Noi Bai– Lao Cai expressway and the Thuy Van industrial zone, the completed road ring belt will generate cumulative direct environmental benefits by diverting the traffic away from the city center. This will reduce the adverse effect on public health of vehicle emissions, notably particulates (whose present level is already high) especially from diesel trucks and bulk cargo vehicles whose volume is expected to increase as logistics and trading activities accelerate. Also, by diverting the cargo traffic to the ring road, the mixing of cars and motorbikes with large vehicles in the main city road (Hung Vuong) will be avoided, which will minimize traffic accident hazards, including hazards posed to pedestrians. It will also improve the aesthetics of the city center.

19

Figure 4. Complete ring road created by project.

73. Without direct access to the Thuy Van industrial zone, cargo vehicles coming to and from the zone have to pass through the city center through NR2. At present, traffic from the port to the Thuy Van industrial zone passes through the southern dyke, enters NR2 and finally to the industrial zone. Based on the traffic count conducted by the project preparatory TA in December 2010, there are at least 3,245 motorized vehicles going into or from the industrial zone via the NR2 every day–about 16% of which consists of medium-size trucks, 14% are heavy trucks, 56% are cars, 6% are buses, and 9% are lorries. Motorbikes dominate the traffic in terms of number (15,078) and bicycles number 951 units daily. On an annual basis, this volume of daily traffic translates to about 973,500 vehicles travelling along this particular route that passes through the city center. Their number adds to road congestion, accelerates road damage, increases vehicle operating costs, and exacerbates pollution.

74. The new roads will serve as trunk lines for influencing how the future land use and urban development in the city will progress. One way to enhance benefits from the road subcomponents is to construct them in tandem with adjacent land development for residential, commercial and other uses. For instance, surrounding land can be developed to preserve and utilize ponds as part of the landscape design (for water storage, waterfront recreation, bird habitat).

20

2. Solid Waste Collection

75. The provision of additional equipment (mainly compactor trucks) for the handling and transport or household solid waste will enable the city to expand the coverage of the garbage collection services from the present 17 wards to 23 wards, and also to improve the efficiency of the collection system. The new equipment will also complement the planned transfer of the solid waste disposal site from the existing city dump to a new sanitary landfill outside the city. The improvement of the road system will provide complementary benefit in improving the efficiency of the city‘s garbage collection system.

B. Project Impacts and Mitigations

76. The negative environmental impacts of the project are associated primarily with the construction phase and secondarily with the pre-construction and operation phases of the project. The potential impacts and mitigations for each of three project stages are discussed below.

1. Pre-construction Phase

77. Negative impacts associated with the pre-construction phase concern primarily land acquisition and resettlement. These impacts and management actions are addressed in the resettlement plan for the project which is under separate cover. During the pre-construction phase impact mitigations and required environmental monitoring which form the EMP are finalized with the detailed designs of the project.

2. Mitigation Measures

78. Key impact mitigation measures of the pre-construction phase include implementation of the resettlement plan, completion of detailed designs of road segments, and updating and initiation of the EMP. The EMP is updated to more accurately address the detailed designs of the road developments. Initiation of the EMP involves articulation of sub-plans to manage potential impacts such as erosion, sedimentation of surface waters, noise, dust and air quality, spoil disposal, traffic, and worker and public safety at the project sites. Details of the mitigations of the pre-construction phase are detailed in Table 9 of the EMP (below).

3. Construction Phase

79. The construction impacts are generally short-term and can be mitigated. The different potential impacts of the construction phase are discussed below followed by management measures to mitigate the potential impacts. Table 9 of the EMP provides detailed mitigation measures for potential impacts of the construction phase.

80. Road construction activities and the transport of construction materials will take place near where people live. These activities will cause disruption and various kinds of temporary nuisance such as dust, vehicle exhaust fumes, and noise. Improperly stored fill material for the road embankments could erode and impair water quality in nearby ponds and streams. Frequent movement of dump trucks and other large construction equipment could pose hazards to pedestrians and motorists. Borrow pit areas for fill could cause land and wind erosion problems.

21

81. Excavation related to infrastructure construction is one of the main causes of accidental detonation of unexploded ordnance in Vietnam. This is a potential issue given the proximity of some road sites to populated areas.

82. Negative impacts are unavoidable but can be mitigated and are reversible. Transport activities (notably of gravel and earth embankment fill for the roads) should be properly managed to prevent traffic obstruction, and to minimize nuisance caused by dust from storage areas and the movement of dump trucks carrying fill material. Prolonged use of temporary storage sites for embankment fill should be avoided, and the areas should be watered regularly to prevent excessive dust production. Dump trucks carrying soil should be covered. Sand extraction in rivers for road embankment fill should be done at licensed areas only.

83. At construction areas close to surface waters such as ponds and streams sandbag silt traps should be used to prevent excessive water turbidity and sediment load. Equipment and trucks should be cleaned regularly and their emissions checked. During the dry season the transport route near residential areas should be sprayed with water to prevent excessive dust. Borrow areas for the embankment fill should be rehabilitated and steep slopes stabilized. These safeguards will be incorporated as conditions in the construction tender documents, to be monitored as part of construction contract supervision.

84. If contractors have to handle bulk fuel on-site, the fuel facility at the motor pool site must be put up on a cement pavement with an interceptor drain leading to an oil and grease separator. Fuel tanks must be clearly marked, protected and lighted. Contractors should be required to have an emergency plan to handle fuel and oil spillage.

85. The dewatering of excavation works for drainage culverts, piles and other structures that go below the water table—especially in areas close to streams and ponds—should be done with care to ensure that highly turbid water is not discharged directly into the canals and drains. Sand bag silt traps should be used.

86. The road construction activities could attract migrant workers which, if not managed, may pose risks of spreading HIV/AIDS to the local communities and among the construction workers themselves. The city administration has noted that most road construction workers are to be sourced from the immediate locale. However, contractors might bring workers from the outside, leading to concentrations of workers in construction campsites. Workers camps are often composed of unaccompanied men away from their families and communities for extended periods, and who might induce the influx of sex workers. If such a situation comes about, the local population can face increased risks of HIV/AIDS infection. HIV/AIDS awareness and prevention measures should be included in construction contractors‘ contracts.

87. The construction of the new road network will disrupt normal traffic patterns, expose residents to increased noise and dust (from above), and potentially expose the public to risk of injury or accidents. The civil construction works can expose workers to risk of injury. Accidents and injury can arise from use of heavy equipment, and work in excavated cavities.

88. Construction of new roads in Viet Tri could temporarily exacerbate ongoing seasonal problems with flooding and drainage that occur in the city area by disrupting normal surface water movement and storage.

22

a. Mitigation Measures

89. Example management measures to mitigate potential impacts associated with the construction phase of the roads network are summarized below. Table 9 of EMP provides much more detail.

(i) Care must be taken to ensure that road corridors are surveyed for presence of unexploded ordnance prior to construction. If such ordnance is detected clearing work will need to be commissioned prior to undertaking civil works following procedures mandated by the Ministry of Defense (Decision 117/2007/QD-BQP). (ii) Regular use of wetting agents should be employed at construction sites to minimize dust. (iii) All vehicles and equipment should be maintained in proper working order, and not operated at night if possible to minimize noise. (iv) Speed limits should be posted and adhered to by construction vehicles. (v) Where possible construction vehicles should use different roads or dedicated lanes of roads shared by the public. (vi) Trees and other vegetation along road corridors should be protected. (vii) Present and past land use should be reviewed and the quality of soil excavated examined to determine if excavation will produce contaminated spoil. Contaminated spoil should be disposed at a landfill or a location agreed upon with Phu Tho DONRE. (viii) Berms and/or silt curtains should be constructed around excavation sites and along water courses to prevent soil erosion and sedimentation of water courses. (ix) Local workers should be used as much as possible to prevent or minimize influx of migrant workers. (x) Worker camps must have adequate domestic waste collection facilities and sufficient pit latrines that are located away from public areas and surface waters. (xi) Dedicated fuel storage areas must be established away from public areas and marked clearly. (xii) To protect the urban environment and minimize the impact of construction on the public, workers, and existing directives of the Department of Transport (DOT) and Ministry of Labour, Invalids, and Social Affairs (MOLISA) that govern the safe and orderly operation of road works in Phu Tho should be consulted (Table 8). (xiii) The construction site safety guidelines provided by the World Bank (2007) should be applied to all construction areas (Table 8). At a minimum, workers should wear safety approved construction helmets, and proper footwear. (xiv) Careful drainage planning for each new road segment

4. Operation Phase

a. Increased traffic

90. The operation of the new roads will expose adjacent residents to car and truck traffic that did not exist before the roads were built. The new exposure will create risk of accident and injury of residents in particular children not accustomed to living near roadways. Also, noise and air pollution levels (dust and hydrocarbons) will increase along the new roadways.

23

b. Increased Solid Waste Collection

91. Similarly, the operation of the expanded fleet of garbage trucks in the city and to/from the landfill will also increase risk of pedestrian injury and traffic accidents, and will increase noise and air pollution. The increased activity of solid waste collection trucks will also potentially increase the incidence of odor, thrown solids from the trucks, and increased leachate from trucks and piled solid waste. Additional collection equipment could add to ongoing issues of worker and public safety and health that are associated with solid waste collection.

c. Mitigation measures

92. Standard traffic practices and procedures should be applied to accommodate and manage the increased vehicle traffic. This includes sufficient traffic signals and controls, adequate signage, and enforced speed limits. A requirement should be put in place, with periodic inspection, that all vehicles using the roadways must be maintained in good working order.

Table 8. Applicable Laws Directives and Environmental Standards. Laws Law on Environmental Protection (LEP) No. 52/2005/QH11. (see section IV above) Law on Construction No. 16/2003/QH11 Cultural Heritage Law 28/2001/QH10 dated 29 June 2001 Biodiversity Law 20/2008/QH12 dated 13 November 2008; Land law No.13/2003/QH11 dated 26 November 2003 Construction / Ministry of Labour, Invalids and Social Affairs Decree No. 12/2009/ND-CP on managing construction and investment projects Decree No. 209/2004/ND-CP dated 16 December 2004 on managing the quality of construction projects. Decree 110/2002/ND-CP, supplementing some articles of Decree 06/1995 on labor code of occupational safety and health Decree 06/1995, Elaborating provisions of labor code on occupational safety and health Department of Transport Phu Tho / Viet Tri City Existing directive(s) for environmental protection during construction of roads. Existing directive(s) concerning traffic safety during road construction. Existing directive(s) for labor safety for construction of investment projects. International Guidelines World Bank Group, 2007. Environmental Health and Safety Guidelines, Wash. DC. Environmental Protection Standards QCVN 08:2008/BTNMT: national regulation on surface water quality QCVN 09/2008/BTNMT: national regulation on groundwater quality QCVN 05:2009/BTNMT: national technical regulation on ambient air quality QCVN 15/2008/BTNMT: national regulation on allowable pesticide residues in soil QCVN 03/2008/BTNMT: national regulation heavy metals concentrations in soil TCVN 6962:2001: allowable vibration and shock from construction activities TCVN 5949:1998: allowable noise levels in residential and public areas

93. The feasibility design does not indicate that URENCO will alter their current solid waste collection and transport procedures with the new collection equipment. This indicates that the mitigation of increased odor and solids thrown from additional trucks will need to rely on current management practices. However, the new transport and compacting equipment will be equipped with built in load covers which should reduce those potential impacts.

24

94. However, despite the new equipment URENCO will need to review current solid waste management practices to determine where increased care and efficiency can reduce odor and thrown debris. Collected and piled solid waste from city streets will need to be become more efficient so that piles of solid waste are not left for extended periods of time causing odor and leachate problems on city streets. Similarly, URENCO needs to review their management practices to ensure the safety and health of workers and the public to determine where improvements can be instituted.

5. Induced Impacts

95. Potential induced impacts of the new road developments are at different spatial scales. The desired economic and social development in and outside Viet Tri will increase land development pressure.

96. At the local level the new roads will increase access leading to land development in the area. Potential induced impacts will be further reclamation and filling of low-lying areas and loss or fragmentation of natural storage ponds. As changes in land use progress due to road construction and the opening of new zones for housing and commercial/industrial development, it is unavoidable that some of the natural depressions and ponds that provide stormwater storage will be backfilled to provide foundations for roads, housing construction, utilities and other supporting infrastructure.

97. This process is already happening in some parts of the city. Sensitivity of these areas to seasonal flooding will increase. Increased access and land development will further decrease natural vegetation cover, and shift land use from agriculture/aquaculture to housing and industrial/urban development.

98. The influx of new residents and commercial establishments in the areas opened up by these roads could create conditions in which improper reclamation and back-filling for construction could create waterlogged pockets that eventually get polluted by sewage (i.e., seepage from septic tanks and pit latrines). Polluted stagnant water is prone to thick water hyacinth growth and other unsightly water weeds, and become breeding areas for mosquitoes. Backfilling of low areas should be comprehensively planned and integrated with the design of the drainage system and other supporting infrastructure.

99. At the regional level are potential induced environmental impacts associated with the desired subproject impact of socioeconomic development outside Hanoi. Economic development is commonly linked to environmental degradation such as air and water pollution, and natural resource consumption. Socioeconomic development of an area is normally manifest by population growth and the increase in living standards. Both can lead to increased individual and family consumption leading directly and indirectly to increased natural resource consumption, and waste production, and environmental pollution.

6. Cumulative Impacts

100. The outcome and impact of the Viet Tri subproject of increased municipal service and regional socioeconomic development are meant to combine with the similar outcomes and impacts of the other two subprojects (Dong Dang and Hung Yen) of the Project. By design the combined impact of the three subprojects is social and economic development outside of Hanoi as a means to reduce, inter alia, rural emigration to Hanoi. Thus, there is potential cumulative

25 environmental impact the Project on natural resources and environmental quality in northern Viet Nam.

101. In addition to the other two Project subprojects are the potential cumulative effect of other ongoing economic development projects in the region. For example are the ADB projects in southern PRC located in the NSEC, namely, The Guangxi Beibe Gulf Cities Development Project, and the Guangxi Southwestern Cities Development Project. Further, the enhanced Huu Nghi border gate of the Dong Dang subproject will benefit those projects which in turn will act to accelerate regional development surrounding the three subproject cities of the Project.

a. Mitigation Measures

102. At the local level, land development adjacent to the new roads should be planned carefully with consideration to environmental impacts. Coordinated and well-planned reclamation of low-lying areas along the sides of new roads is probably the most practical long term solution for Viet Tri. The backfilling of areas along the new road corridors and housing development areas should preserve vital drainage channels and flood detention basins. Drainage channels should be inter-connected so that excess water can be channeled to designated areas for detention/storage and, if necessary, for pumping out into the river. Lateral drainage and flood water movement that exists now will be maintained and improved where possible with the use of carefully placed culverts under the new road segments to prevent artificial ponding and impeded natural drainage. The detailed designs of the flood management aspects of the new road alignments are forthcoming. Overall, future land development— spearheaded by new roads--should be planned within a broader urban development strategy that integrates concerns for flood control and drainage, sanitation, as well as preservation for ecological purposes and tourism development.

103. Even though the city is already investing in future floodwater pumping, it will still be necessary to maintain a viable system of flood detention ponds to temporarily store excess water during the very wet months or during storms. Storage areas for excess water should be sited properly so that they are effective in channeling and concentrating the water in locations near the dike where they can be easily/economically pumped out into the river, and in such a way that isolated waterlogged areas are not created.

104. In Figure 5, the green areas are existing permanent ponds that can be connected together to form an integrated network with future pumping discharge point into the Lo River. The blue areas are perennially flooded during the wet season and could serve as temporary flood basins where dry season agriculture in the drawdown areas can be further developed. Construction of a diversion channel and pumping station roughly according the scheme outlined above is actually underway, and this will serve as an effective mitigation measure for any adverse effect that the new road constructions might cause on the city‘s natural drainage system.

26

Figure 5. Potential future pond network for floodwater storage and pumping in Viet Tri

C. Strategic Assessment

105. At the regional level, ongoing planning such as the Government provincial and national Socioeconomic Development Plans, Master Plans for Urban Development, and large spatial and temporal scale development strategies such as ADB‘s Regional Cooperation Strategy and Program for the GMS should be assessed for potential environmental and natural resource impacts. This IEE along with the IEEs for Dong Dang and Hung Yen subprojects should represent the project-level environmental assessments that stem from the strategic environmental assessments (SEA) of the underlying socioeconomic development plans. It appears that SEA was not applied to the parent development plans

D. Climate Change

106. Drainage provisions for the road segments (e.g., culvert sizes and spacing), may have to be risk-adjusted to reflect the expectation for more frequent occurrences of extreme rainfall due to climate change—or the larger magnitude of rainfall events associated with a given frequency of occurrence based on historical records. In addition to drainage road heights and shoulder design need to be reviewed in a higher rainfall scenario in order to protect the road investments. In Pacific regional climate models, for instance, extreme rainfall events that are relatively rare at present (e.g., likelihood of occurrence in one year less than 5%, or in other words an average interval of 25 years between occurrences) are projected to become relatively common as a result of climate change.

107. The planning of new road corridors and housing zones should be done together with comprehensive drainage planning to anticipate extreme storm events caused by a changing climate and to channel floods into permanently designated (and preserved) ponds and natural depressions. The ponds, if protected and maintained, can have multiple beneficial uses aside from flood mitigation; they can be developed for aquaculture in permanently inundated areas, for farming in the drawdown zone during the dry season, for waterfowl habitat, and for water recreation (and potential tourism attraction). The southeastern part of the city has the lowest

27 elevation close to the embankment (and are currently labeled as ―parks‖ in the city map) where a pond system for floodwater storage and future pumping can be sited, as shown schematically in Figure 5.

108. Consideration of climate change includes consideration of measures to reduce the contribution of the project to greenhouse gas production. Effort needs to be taken to reduce the carbon footprint of the project by ensuring that speed limits of the new roads are enforced, that the new solid waste trucks are maintained in good working order, and that effort is taken to encourage residents and users of the new roads also ensure their vehicles are in good working condition. The lighting of the new roadways should use light bulbs that are energy efficient.

VIII. INFORMATION DISCLOSURE AND PUBLIC GRIEVANCE MECHANISMS

A. Information Dissemination

109. Information on the project components was provided to stakeholder meetings held at PPC office and in Phuong Lau Commune, Du‘u Lau Ward and Van Phu Commune on 7 and 10 January 2011. Verbal and written presentations of the project were provided.

110. The formal disclosure of information to affected persons and stakeholders during the IEE is meant to form the beginning of continued information disclosure and stakeholder involvement as the project is implemented. Regular information exchange meetings with stakeholders and the CPC/PMU in Viet Tri are strongly encouraged.

B. Grievance Process

111. Future grievances related to any aspect of the Project will be handled through negotiation aimed at achieving consensus. Complaints and grievances may pass through two stages before resolution. The project owner, through the PMU, should pay for all administrative costs that might be incurred in the resolution of such grievances and complaints. This mechanism will be integrated with that which will be used to settle grievances related to resettlement and compensation.

112. The first stage venue for raising and resolving complaints and grievances are the community-based monitoring committees (CBMC) to be established by the CPC. An aggrieved party may bring a complaint or petition before any member of the CBMC, or directly to the CPC in writing or verbally. Grievances may also be raised during follow-up consultations with local residents. The CBMC first investigates the complaint and, if warranting project management action, notifies the PMU. The PMU will then meet with the complainant–arranged and facilitated by the CBMC. The PMU will have 15 days after the lodging of the complaint to resolve the grievance, say, by requiring contractors to remedy the complaint or submit a plan of action. The PMU may get assistance from the DONRE in evaluating the technical basis of complaints related to environment-related impacts (e.g., vehicle emissions, dust, noise, vibration). The CBMCs will record all complaints that are lodged with the local committees.

113. The aim is for community grievances to be resolved at the level of CPC. However, if not resolved at that level, the second venue is the PPC. If after 15 days the aggrieved party or complainant does not hear from the PMU/CPC, or if the complainant is not satisfied with the decision, the affected party may bring the case to any member of the PPC. The PPC has 15 days within which to resolve the complaint to the satisfaction of the concerned parties. The PPC

28 secretariat is responsible for documenting and keeping a record of all complaints lodged with the committee.

114. In the event that the grievance remains unresolved the final proposed resort is mediation of grievance by a third party selected by the PPC and CBMC.

C. Access Hotline

115. In support of the process described above the PMUs/contractors need to establish a telephone hotline to provide easy and instant contact with the CPC by the public. A clearly marked phone number for a responsive PMU/CPC officer office should be placed at all construction sites of the road components. The purpose of the hotline is to enable affected persons to convey to PMU/CPC at any time their concerns or issues of the project during the construction and operation phases with the construction phase being most important.

IX. ENVIRONMENTAL MANAGEMENT PLAN

A. Institutional Arrangements and Responsibilities

116. The environmental management of the project will occur in accordance with Government policy on decentralization pursuant to Decree 131/2006/ND-CP on management and utilization of Official Development Assistance. The primary management framework for the EMP will be defined by the: (i) PPC of Phu Tho who is the executing agency (or the line agency in Vietnamese); (ii) the Viet Tri CPC who will be the implementing agency (or the project owner in Vietnamese), and (iii) the implementing units under the CPC defined by the City PMU for civil works–roads, and URENCO for solid waste collection management.

117. URENCO is the municipal agency responsible for the collection and disposal of solid waste in Viet Tri. The new waste collection vehicles and compactors will be received by URENCO.

118. The CPC‘s PMU for civil works will implement the road components for the project. However, the DOT is responsible for the management of the roads in Phu Tho. The DOT should provide directives and guidelines for road construction including the placement of adjacent utility conduits.

119. DONRE is the provincial agency which oversees environmental management of Phu Tho. The DONRE, inter alia, provides direction to project proponents on the requirements for conducting EIA according to the LEP (2005), and guidance on use of the environmental quality standards that are in place protect the environment (e.g. Table 8).

120. The EMP for Viet Tri project will be implemented by the PMU and where applicable by URENCO under the supervision of the CPC with assistance from the project implementation consultant. The project implementation consultant will provide, amongst others, two key roles defined by detailed design consultant support, and project supervision consultant support. The project implementation consultant will review and finalize the detailed designs, ensure mitigation and monitoring safeguards of the EMP are updated to serve the detailed engineering designs, ensure proper implementation of the EMP by the PMU (and URENCO) including preparation of monitoring reports, and oversee necessary training/capacity building of PMU and URENCO.

29

121. The PMU and URENCO are responsible to ensure that the updated safeguards are incorporated into the bid documents and construction contract documents, and to ensure that prescribed mitigation measures are implemented during construction phases of project by the contractors. The PMU and URENCO and PPC will be responsible to respond to all public complaints associated with the construction phase of the project.

122. An environmental sub-unit under the PMU will be assigned by the CPC to assist the PMU with the EMP. It is expected that the PMU will need to hire an environmental consultant/institute on a part-time basis to implement the environmental monitoring requirements of the EMP.

123. The DONRE may independently conduct random environmental monitoring and inspection before, during, and after construction, as well as in the event of emergencies or public complaints. It will also review the monitoring reports submitted by the PMU. If violations to government regulations are found, the DONRE may impose fines and issue a notice of rectification with a specific deadline to the responsible contractors. If complaints are formally received from the public through the CPC-PMU, the DONRE will carry out verification inspections, as described in the grievance redress mechanism.

124. Important duties of the PMU environment sub-unit with support from the PMU/CPC are:

Prepare an updated EMP during detailed design and engineering with assistance from the project implementation consultant, and ensure that contractors prepare their respective site-specific plans based on the EMP and the actual site conditions. Check that the safeguards are adequately addressed in the bidding documents (instruction to bidders), and in the evaluation criteria for awarding contracts; With the PMU oversee successful implementation of all impact mitigation measures of EMP by the construction contractors; Coordinate with the DONRE on periodic regulatory compliance issues (e.g., for air quality, and surface water quality affected by construction, drainage or erosion from storage areas for road embankment fill, noise and vibration from construction sites, sanitation in workers campsite, etc); Prepare terms of reference (TOR) for the survey of the road alignment/route to detect unexploded ordnance as needed; Prepare TOR for water and air quality sampling for national consultant/institute, including assistance if necessary with follow-up interviews with local residents on issues and concerns arising during project construction; Advise the PMU head on environment-related concerns arising during project construction, and recommend corrective measures; Disseminate to stakeholders the results of environment quality monitoring and implementation of safeguards, especially among households or small businesses near the road construction works; Conduct follow-up consultations and interviews with local residents to identify concerns or grievances arising during road construction. Prepare a quarterly status report on environment and public safety protection to be submitted (through the PMU head) to the PPC and DONRE.

30

B. Mitigation Plan

125. The mitigation measures of the EMP are formulated into the comprehensive mitigation plan for the project which is summarized in Table 9. The plan includes the environmental issues and concerns raised at the stakeholder meetings. The plan identifies responsible parties, location, and indicative costs, and timing.

126. The mitigation plan identifies management subplans for different areas of potential impact. The subplans need to be completed to meet the detailed designs of the road segments. The mitigation plan combines the construction phase activities common to all road components while highlighting any activities or mitigations specific to a single road segment.

Table 9. Environmental Impact Mitigation Plan7

Potential Estimated Responsibility Environ- Marginal Project mental Activity Cost for Super- Implement- Activity Impacts Proposed Mitigation Measures Location Timing Reporting Project ($) vision ation Pre-Construction, Design Completion Phase Confirmation of No negative 1. Affected persons well informed well Affected Before See See CPC Resettlement required environmental ahead of project implementation. persons in project resettlement resettlement committees resettlement impacts project area implemented plans plans and temporary relocations Disclosure, and No community 2. Implement Information Disclosure and For all Beginning of Quarterly No marginal PPC CPC and PMU engagement of impacts Grievance process of IEE construction project cost community sites. Government No negative 3. Notify DONRE of project initiation to Entire project Before As required No marginal PPC and CPC approvals impact complete Government EIA construction cost PSC8 requirements, and obtain required project permits and certificates. Detailed Minimize 4. Work with design Institutes to All VT1–VT4 Before Once with No marginal DDC9 CPC and PMU designs of negative complete detailed designs of road construction detailed cost project, environmental developments that incorporate the initiated designs impacts following measures: documents a) drainage designs that ensure new road segments do not contribute to ongoing seasonal flooding problems in Viet Tri. Ensure adequate cross and lateral drainage of new road segments that can handle 100 year storm events; b) no disturbance or damage to culture property and values; c) minimal acquisition of agriculture and forested lands; d) locate aggregate borrow pits and rock supply areas away from human settlements with fencing and access barriers; e) no or minimal disruption to water supply, utilities, and electricity with

7 To be reviewed and updated to serve detailed designs 8 PSC is project implementation support role of Project Implementation Consultant 31 9 Detailed Design Consultant (DDC) is detailed design support role of Project Implementation Consultant

Potential Estimated Responsibility 32 Environ- Marginal Project mental Activity Cost for Super- Implement- Activity Impacts Proposed Mitigation Measures Location Timing Reporting Project ($) vision ation contingency plans for unavoidable disruptions; f) no or minimal disruption to normal pedestrian and vehicle traffic along all road segments with contingency alternate routes; g) For VT1 include specific plan to notify and provide merchants and residents of construction activities and schedule to minimize disruption to normal commercial and residential activities in the urban area. Update EMP Positive 5. Update mitigation measures and All VT1–VT4 Before Once with No marginal PSC CPC and PMU environmental monitoring requirements of EMP construction detailed cost impacts where necessary to meet detailed initiated designs designs. documents 6. Identify any new potential impacts of project and include in EMP. 7. Submit updated EMP with new potential impacts to ADB to review. 8. Develop individual management subplans for: a) Drainage b) Erosion c) Noise and Dust d) Contaminated Spoil Disposal e) Solid and Liquid Waste Disposal f) Construction and Urban Traffic g) Utility and Power Disruption h) Worker and Public Safety i) Tree and Vegetation Removal and Site Restoration j) Construction Materials Acquisition, Transport, and Storage. UXO survey, Injured worker 9. Ensure military is consulted and All Beginning of Once $125.00/ha PPC and military and removal or public clears areas where necessary construction project military sites. Develop bid No negative 10. Ensure updated EMP is included in All project Before Once for all No marginal PSC CPC and PMU documents environmental contractor tender documents, and that areas construction tenders cost impact tender documents specify begins

Potential Estimated Responsibility Environ- Marginal Project mental Activity Cost for Super- Implement- Activity Impacts Proposed Mitigation Measures Location Timing Reporting Project ($) vision ation requirements of EMP are budgeted. 11. Specify in bid documents that contractor must have experience with implementing EMPs, or provide staff with the experience. Capacity No negative 12. Develop and schedule training plan All project Before Initially, No marginal PSC CPC and PMU development environmental for PMU (Environmental Units) to be areas construction refresher cost impact able to fully implement EMP, and to begins later if manage implementation of mitigation needed measures by contractors. 13. Create awareness and training plan for contractors whom will implement mitigation measures. Recruitment of Spread of 14. Use local workers as much as All work Throughout Worker No marginal PPC Contractor‘s workers sexually possible, reducing number of migrant forces. construction hiring stages cost bid documents transmitted worker phase disease Construction Phase of VT1–VT4 Initiate EMP Prevent or 15. Initiate updated EMP including For all Beginning of Once No marginal PSC PMU and and subplans minimize individual management subplans for construction construction cost contractors impacts different potential impact areas that sites are completed in pre-construction phase (see subplan guidance below). Obtain and Prevent or 16. Contractors to comply with all For all Beginning of Once No marginal PSC PMU and activate minimize statutory requirements set out by construction construction cost contractors permits and impacts DONRE for use of construction sites licenses equipment, and operation construction plants such as concrete batching. Worker camps Pollution and 17. Locate worker camps away from All worker Throughout Monthly No marginal PSC and contractor social human settlements. camps construction cost PMU problems 18. Ensure adequate housing and waste phase disposal facilities including pit latrines and garbage cans. 19. A solid waste collection program must be established and implemented that maintains a clean worker camps 20. Locate separate pit latrines for male

and female workers away from worker 33 living and eating areas.

Potential Estimated Responsibility 34 Environ- Marginal Project mental Activity Cost for Super- Implement- Activity Impacts Proposed Mitigation Measures Location Timing Reporting Project ($) vision ation 21. A clean-out or infill schedule for pit latrines must be established and implemented to ensure working latrines are available at all times. 22. Worker camps must have adequate drainage. 23. Local food should be provided to worker camps. Guns and weapons not allowed in camps. 24. Transient workers should not be allowed to interact with the local community. HIV/Aids education should be given to workers. 25. Camp areas must be restored to original condition after construction completed. Training and Prevent of 26. Implement training and awareness PMU offices, Beginning of After each No marginal PSC PSC and PMU capacity impacts plan for PMU (Environmental Units) construction construction event cost through and contractors. sites education Implement Pollution, 27. All borrow pits and quarries should be For all Throughout Monthly No marginal PSC and contractor Construction injury, approved by DONRE. construction construction cost PMU materials increased 28. Select pits and quarries in areas with areas. phase acquisition, traffic, low gradient and as close as possible transport, and disrupted to construction sites. storage access 29. Required aggregate volumes must be subplan carefully calculated prior to extraction to prevent wastage. 30. Pits and quarries should not be located near surface waters, forested areas, critical habitat for wildlife, or cultural property or values. 31. If aggregate mining from fluvial environments is required small streams and rivers should be used, and dry alluvial plains preferred. 32. All topsoil and overburden removed should be stockpiled for later restoration. 33. All borrow pits and quarries should

Potential Estimated Responsibility Environ- Marginal Project mental Activity Cost for Super- Implement- Activity Impacts Proposed Mitigation Measures Location Timing Reporting Project ($) vision ation have a fence perimeter with signage to keep public away. 34. After use pits and quarries should be dewatered and permanent fences installed with signage to keep public out, and restored as much as possible using original overburden and topsoil. 35. Unstable slope conditions in/adjacent to the quarry or pit caused by the extractions should be rectified with tree planting. 36. Define and schedule how materials are extracted from borrow pits and rock quarries, transported, and handled and stored at sites. 37. Define and schedule how fabricated materials such as steel, wood structures, and scaffolding will transported and handled. 38. All aggregate loads on trucks should be covered. 39. Piles of aggregates at sites should be used/or removed promptly, or covered and placed in non traffic areas. Concrete and Air pollution, 40. Locate concrete mixing and asphalt For all Throughout Monthly No marginal PSC and contractor asphalt land and water plants well away from all human construction construction cost PMU production, contamination, activity and settlements, and cultural areas. phase transport, and and traffic and (e.g., schools, hospitals), and use access ecological receptors. Bitumen problems, production and handling areas should be isolated. 41. Contractors must be well trained and experienced with the production, handling, and application of bitumen. 42. All spills should be cleaned immediately and handled as per hazardous waste management plan, and according to Government regulations. 43. Bitumen should only be spread on 35 designated road beds, not on other

Potential Estimated Responsibility 36 Environ- Marginal Project mental Activity Cost for Super- Implement- Activity Impacts Proposed Mitigation Measures Location Timing Reporting Project ($) vision ation land, near or in any surface waters, or near any human activities. 44. Bitumen should not be used as fuel. Implement Contamination 45. Uncontaminated spoil to be disposed All excavation Throughout Monthly No marginal PSC and contractor Spoil of land and of in DONRE-designated sites, which areas construction cost PMU and management surface waters must never be in or adjacent surface phase DONRE subplan from excavated waters. Designated sites must be Testing of spoil, and clearly marked and identified. contaminated construction 46. Spoil must not be disposed of on or soil $5,000.00 waste near water courses, steep-sloped land, near cultural property or values, ecologically important areas, or on/near any other culturally or ecologically sensitive feature. 47. Where possible spoil should be used at other construction sites, or disposed in spent quarries or borrow pits. 48. A record of type, estimated volume, and source of disposed spoil must be recorded. 49. Contaminated spoil disposal must follow Government regulations including handling, transport, treatment (if necessary), and disposal. 50. Suspected contaminated soil must be tested, and disposed of in designated sites identified by DONRE as per Government regulations. 51. Before treatment or disposal contaminated spoil must be covered with plastic and isolated from all human activity. Implement Contamination 52. Management of general solid and All Throughout Monthly No marginal PSC and contractor Solid and liquid of land and liquid waste of construction will follow construction construction cost PMU and construction surface waters Government regulations, and will sites and phase DONRE waste subplan from cover, collection, handling, transport, worker camps construction recycling, and disposal of waste waste created from construction activities

Potential Estimated Responsibility Environ- Marginal Project mental Activity Cost for Super- Implement- Activity Impacts Proposed Mitigation Measures Location Timing Reporting Project ($) vision ation and worker force. 53. Areas of disposal of solid and liquid waste to be determined by DONRE. 54. Disposed of waste should be catalogued for type, estimated weigh, and source. 55. Construction sites should have large garbage bins. 56. A schedule of solid and liquid waste pickup and disposal must be established and followed that ensures construction sites are as clean as possible. 57. Solid waste should be separated and recyclables sold to buyers in community. Hazardous Waste 58. Collection, storage, transport, and disposal of hazardous waste such as used oils, gasoline, paint, and other toxics must follow Government regulations. 59. Wastes should be separated (e.g., hydrocarbons, batteries, paints, organic solvents) 60. Wastes must be stored above ground in closed, well labeled, ventilated plastic bins in good condition well away from construction activity areas, all surface water, water supplies, and cultural and ecological sensitive receptors. 61. All spills must be cleaned up completely with all contaminated soil removed and handled with by contaminated spoil subplan. Implement Dust 62. Regularly apply wetting agents to All Fulltime Monthly No marginal PSC and contractor Noise and dust Noise exposed soil and construction roads. construction cost PMU subplan 63. Cover or keep moist all stockpiles of sites. construction aggregates, and all truck 37 loads of aggregates.

Potential Estimated Responsibility 38 Environ- Marginal Project mental Activity Cost for Super- Implement- Activity Impacts Proposed Mitigation Measures Location Timing Reporting Project ($) vision ation 64. Minimize time that excavations and exposed soil are left open/exposed. Backfill asap. 65. As much as possible restrict working time between 07:00 and 17:00. In particular are activities such as pile driving. 66. Maintain equipment in proper working order 67. Replace unnecessarily noisy vehicles and machinery. 68. Vehicles and machinery to be turned off when not in use. 69. Construct temporary noise barriers around excessively noisy activity areas where possible. Implement Loss or 70. Develop carefully a plan of days and All Fulltime Monthly No marginal PSC and contractor Utility and disruption of locations where outages in utilities construction cost PMU and power utilities and and services will occur, or are sites. Utility disruption services such expected. company subplan as water 71. Contact local utilities and services supply and with schedule, and identify possible electricity contingency back-up plans for outages. 72. Contact affected community to inform them of planned outages. 73. Try to schedule all outages during low use time such between 24:00 and 06:00. Implement Damage or 74. Contact local forestry department for All Beginning Monthly No marginal PSC and contractor Tree and loss of trees, advice on how to minimize damage to construction and end of cost PMU vegetation vegetation, and trees and vegetation. sites. project removal, and landscape 75. Restrict tree and vegetation removal site restoration to within ROWs. subplan 76. Within ROWs minimize removals, and install protective physical barriers around trees that do not need to be removed. 77. All ROWs to be re-vegetated and landscaped after construction

Potential Estimated Responsibility Environ- Marginal Project mental Activity Cost for Super- Implement- Activity Impacts Proposed Mitigation Measures Location Timing Reporting Project ($) vision ation completed. Consult forestry department to determine the most successful restoration strategy and techniques. Implement Land erosion 78. Berms, and plastic sheet fencing All Throughout Monthly No marginal PSC and contractor Erosion control should be placed around all construction construction cost PMU subplan excavations and earthwork areas. sites phase 79. Earthworks should be conducted during dry periods. 80. Maintain a stockpile of topsoil for immediate site restoration following backfilling. 81. Protect exposed or cut slopes with planted vegetation, and have a slope stabilization protocol ready. 82. Re-vegetate all soil exposure areas asap. Implement Public and 83. Proper fencing, protective barriers, All Fulltime Monthly No marginal PSC and contractor worker and worker injury, and buffer zones should be provided construction cost PMU public safety and health around all construction sites. sites. subplan 84. Sufficient signage and information disclosure, and site supervisors and night guards should be placed at all sites. 85. Worker and public safety guidelines published by MOLISA should be followed. 86. Population near blast areas should be notified 24 hours ahead, and evacuated well before operation. Accepted Government blast procedures and safety measures implemented. 87. Speed limits should be imposed on all roads used by construction vehicles. 88. Standing water suitable for disease vector breeding should be filled in. 89. Worker education and awareness seminars for construction hazards should be given. A construction site 39

Potential Estimated Responsibility 40 Environ- Marginal Project mental Activity Cost for Super- Implement- Activity Impacts Proposed Mitigation Measures Location Timing Reporting Project ($) vision ation safety program should be developed and distributed to workers. 90. Appropriate safety clothing and footwear should be mandatory for all construction workers. 91. Adequate medical services must be on site or nearby all construction sites. 92. Drinking water must be provided at all construction sites. 93. Sufficient lighting be used during necessary night work. 94. All construction sites should be examined daily to ensure unsafe conditions are removed. Civil works Degradation of 95. Protective coffer dams, berms, All Throughout Monthly No marginal PSC and contractor water quality plastic sheet fencing, or silt curtains construction construction cost PMU and aquatic should be placed between all sites phase resources earthworks and surface waters. 96. Erosion channels must be built around aggregate stockpile areas to contain rain-induced erosion. 97. Earthworks should be conducted during dry periods. 98. All construction fluids such as oils, and fuels should be stored and handled well away from surface waters. 99. No waste of any kind is to be thrown in surface waters. 100. No washing or repair of machinery near surface waters. 101. Pit latrines to be located well away from surface waters. 102. No unnecessary earthworks in or adjacent to water courses. 103. No aggregate mining from rivers or lakes. 104. All irrigation canals and channels to be protected the same way as rivers, streams, and lakes

Potential Estimated Responsibility Environ- Marginal Project mental Activity Cost for Super- Implement- Activity Impacts Proposed Mitigation Measures Location Timing Reporting Project ($) vision ation Civil works Degradation of 105. All construction sites should be All Throughout Monthly No marginal PSC and contractor terrestrial located away forested or all construction construction cost PMU resources plantation areas as much as sites phase possible. 106. No unnecessary cutting of trees. 107. All construction fluids such as oils, and fuels should be stored and handled well away from forested and plantation areas. 108. No waste of any kind is to be discarded on land or in forests/plantations. Implement Traffic 109. Schedule construction vehicle All Fulltime Monthly No marginal PSC and contractor Construction disruption, activity during light traffic periods. construction cost PMU and urban accidents, Create adequate traffic detours, and sites traffic subplan public injury sufficient signage and warning lights. 110. Post speed limits, and create dedicated construction vehicle roads or lanes. 111. Inform community of location of construction traffic areas, and provide them with directions on how to best co-exist with construction vehicles on their roads. 112. Increase the number of pedestrian crossings away from construction areas. 113. Increase road and walkway lighting. Implement Loss of 114. Provide adequate short-term All areas with Design and Monthly No marginal PSC and contractor Construction drainage and drainage away from construction surface construction cost PMU Drainage flood storage sites to prevent ponding and waters phases subplan flooding. 115. Manage to not allow borrow pits and quarries to fill with water. Pump periodically to land infiltration or nearby water courses. 116. Install temporary storm drains or ditches for construction sites 117. Ensure connections among surface waters (ponds, streams) are 41

Potential Estimated Responsibility 42 Environ- Marginal Project mental Activity Cost for Super- Implement- Activity Impacts Proposed Mitigation Measures Location Timing Reporting Project ($) vision ation maintained or enhanced to sustain existing stormwater storage capacity. 118. Protect surface waters from silt and eroded soil. Civil works Damage to 119. As per detailed designs all civil works All At the start , Monthly No marginal cultural should be located away from all construction and cost PSC and contractor property or cultural property and values. sites throughout PMU values, and 120. Chance finds of valued relics and construction chance finds cultural values should be anticipated phase by contractors. Site supervisors should be on the watch for finds. 121. Upon a chance find all work stops immediately, find left untouched, and PMU and CPC notified. If find deemed valuable, provincial cultural authorities must be notified. 122. Work at find site will remain stopped until authorities allow work to continue. Post-construction Operation of Roads and New Solid Waste Vehicles Operation of Increased risk 123. Enforced well marked speed limits, All solid Fulltime Biannual No marginal DOT and URENCO roads and new of public or place guard rails along roads, and waste cost URENCO solid waste worker educate public on safe driving. collection vehicles accident or 124. URENCO to review current solid areas and injury. waste management procedures in along all new Vie Tri to determine where and existing operations can become more roadways Increased air efficient, clean, and safe to workers pollution, and public. noise, solid 125. Solid waste collected and piled on waste, streets should be picked up and leachate, and transported to landfill immediately traffic. not left for extended periods. 126. Ensure solid waste collection vehicles, and resident vehicles maintained in proper working condition. 127. Solid waste pickup should be scheduled during low traffic periods. 128. Ensure truck drivers are properly

Potential Estimated Responsibility Environ- Marginal Project mental Activity Cost for Super- Implement- Activity Impacts Proposed Mitigation Measures Location Timing Reporting Project ($) vision ation trained on operation of vehicles on roadways. 129. Develop and implement a safety program which will include, but not limited to; general instructions, safety procedures and corresponding orientation/ training for garbage collectors and garbage truck drivers. 130. Provide garbage collectors with appropriate personal protective equipment such as gloves, safety goggles, steel-toe boots, orange safety vest, industrial protective helmet/safety hat, etc. 131. Loaded solid waste trucks must be covered to reduce odors, and thrown solids. 132. Loaded solid waste trucks should not be left parked but should be driven to landfill site and discharged after loading. ADB = Asian Development Bank, CPC = city people‘s committee, DDC = detailed design consultant, DONRE = Department of Natural Resources and Environment, DOT = Department of Transport, EMP = environment management plan, IEE = initial environmental examination, MOLISA = Ministry of Labour, Invalids, and Social Affairs, PMU = project management unit, PPC = provincial people‘s committee, PSC = project supervision consultant, ROW = right-of-way, URENCO = urban and environment company, VT = Viet Tri.

43

44

C. Monitoring Plan

127. The environmental monitoring plan for the EMP is provided in Table 10. Sampling sites for air and surface water quality are shown in Figure 6. The monitoring plan focuses on the construction phase of the project and consists of environmental indicators, the sampling locations and frequency, method of data collection, responsible parties, and the estimated costs. The purpose of the monitoring plan is to determine the effectiveness of the impact mitigations, and to document unexpected positive or negative environmental impacts of the project. The PMU will be required to oversee the implementation of environmental monitoring plan.

128. After the construction phase is completed and all road components, and new solid waste collection equipment are in operation, the impact of the roads and increased solid waste collection on traffic patterns, urban development, and incidence of urban flooding and road accidents should be monitored by the URENCO and the CPC.

129. Monitoring the success of the resettlement the few households that have to be moved, and the temporary relocation of secondary structures will be undertaken as part of the separate resettlement plan prepared for the project.

1. Reporting

130. Regular reporting on the implementation of mitigation measures, and on monitoring activities during construction phase of the project is required. Reporting is the responsibility of PMU and should be conducted in conjunction with the regular meetings with stakeholders as requested by the public meetings. The mitigation and monitoring plans (Tables 9 and 10) summarize the approximate timing of reporting.

131. Environmental monitoring reports will be prepared quarterly for the EA by the PIUs and sent to the DONRE, and ADB. The reports will table all indicators measured from the monitoring plan of EMP, and will include relevant Government environmental quality standards (e.g., QCVN and TCVN).

2. Estimated Cost of Mitigation and Monitoring Plans

132. The marginal costs for implementing the mitigation measures during the construction phase of the project (Table 10) are estimated to be approximately $5,000. Estimated costs for field sampling and laboratory analyses for the monitoring plan are $4,500 to supplement the baseline during pre-construction phase, and $21,000 annually to the end of construction phase. Costs for follow-up monitoring during the operation of the new roads and solid waste collection equipment are estimated at $6,000 annually for 5 years. The estimated costs are based on the national cost norms for environmental sampling and analyses (Circular 83/2002/TT-BTC). All cost estimates need to be updated at detailed design stage.

D. Institutional Capacity Review and Needs

133. The capacity of the existing PMU in Viet Tri for environmental management is expectedly weak, and likely will need to be strengthened. Full-time staff dedicated to environmental management normally does not exist in these project management units, and is usually outsourced. Outsourcing is either from other line departments or from the institute

45 sector. Understanding of potential project environmental impacts and their management will be required by the PMU in order to implement the EMP.

134. Moreover, the PMU will need environmental assessment capacity in order to fulfill their obligations pursuant to the LEP (2005) including implementation of Government environmental safeguards. The Phu Tho DONRE indicated that an EIA for each road component is expected with an EPC required for the solid waste equipment, both of which will require a Government EMP.

135. As part of the institutional capacity development plan for the project an environmental specialist should be outsourced and trained on the LEP (2005), and use of the recently updated support Decree for implementation of EIA. The training should include the environmental assessment process, and most specifically development and implementation of an EMP. Skills and capacity development of the Viet Tri PMU for environmental management will also be provided by the environmental specialists of the implementation consulting team whom will assist the PMU with updating the EMP in accordance with the detailed designs of the project

136. If formal training on the implementation of an EMP is required coursework should focus on two thematic areas. The first area should be principles environmental management focused on the potential impacts of infrastructure development on the natural and social environment. The second area should be environmental safeguard requirements of the ADB and Government with specific focus on the EMP.

45

Figure 6. Air quality and surface water monitoring sampling sites.

Table 10. Environmental Monitoring Plan10 46

ENVIRONMENTAL EFFECTS MONITORING Responsibility Supervision / Implementation Super- Implement- Estimated11 Environmental Indicators Location Means of Monitoring Frequency Reporting vision ation Cost ($) Pre-construction Phase – Update Baseline Conditions Update baseline on sensitive VT1–VT3 Original field work, Once Once PSC and Monitoring $1,000 receptors along ROWs (e.g., community consultations CPC Consultant cultural property and values, new schools or hospitals, rare/endangered species, critical habitat A. Air quality: dust, CO, NOx, Using field and analytical One PMU Monitoring A. $700 SOx, noise, wind, A–B: See Figure 6 for air and methods described in A–B: baseline Consultant temperature, and vibration water quality sampling sites. QCVN and TCVN One day and supplement levels standards for ambient air one night report Groundwater should be sampled and surface water quality measurement before B. Surface water and at domestic wells near landfill monitoring. during rainy construction B. $1,000 groundwater quality: TSS, site. and dry phase starts heavy metals (As, Cd, seasons Pb,) oil and grease, fecal and total coliform, pH, DO, BOD, temperature, and nutrients (N&P) Inventory of present and past Possible contaminated lands all Use field and analytical Once Once PMU Monitoring $1,000 land uses that could cause along VT1–VT3 methods described in Consultant contaminated soil. QCVN and TCVN standards for soil quality monitoring. Analysis of soil quality (heavy Possible contaminated lands all Use field and analytical D. Once if Once PMU Monitoring $800 metals (As, Cd, Pb, oil and along VT1–VT3 methods described in needed Consultant grease, hydrocarbons). QCVN and TCVN standards for soil quality monitoring.

10 To be reviewed and updated where necessary to serve detailed designs. 11 Estimated field sampling and laboratory analysis costs include field and laboratory technicians. Cost for part-time national monitoring consultant to assist PMU with EMP will be part of cost estimate for project implementation consultants.

ENVIRONMENTAL EFFECTS MONITORING Responsibility Supervision / Implementation Super- Implement- Estimated11 Environmental Indicators Location Means of Monitoring Frequency Reporting vision ation Cost ($) Construction of Road Components of VT1–VT3 A. Air quality: dust, CO, NOx, A–B: See Figure 6 for air and A–C: Using field and A–B: Monthly A–D: A. $8,400/yr SOx, noise, wind, water quality sampling sites. analytical methods Quarterly PMU Monitoring temperature, and Groundwater at same domestic described in QCVN and during Consultant B. $8000/yr vibration levels well sites sampled during pre- TCVN standards for construction B. Surface water quality: construction phase (see above). ambient air and surface periods TSS, heavy metals (As, water quality monitoring. Cd, Pb,) oil and grease, Daily visual fecal and total coliform, Include visual observations records pH, DO, BOD, of dust and noise from temperature, and nutrients contractor and public (N&P) reports . C. Analysis of soil quality C. At sites where contaminated C. Once at C. $3,600/yr (heavy metals (As, Cd, soil is suspected all along start of Pb, Hg, Mn), VT1–VT3 excavations hydrocarbons. D. Domestic (worker) and D. All construction sites and D. Visual observation D. Monthly D. With A-C construction solid waste worker camps (no marginal inside and outside cost) construction sites including worker camps. E. Public comments and E. Using hotline number placed E. Information transferred E. Continuous E–F: and daily E. $1,000/yr complaints at construction areas by telephone hotline public input observations: number CPC and Contractor F. Incidence of worker or F. At all construction areas F. regular reporting by F. Continuous PMU F. No public accident or injury contractors/PMU marginal cost Operation of New Roads and Solid Waste Collection Equipment Air quality: dust, CO, NOx, See Figure 6 for air quality Using field and analytical Quarterly for 5 Biannual URENCO and DOT $2,400/yr SOx, noise and vibration sampling sites methods described in years levels QCVN and TCVN standards for ambient air quality monitoring. Traffic accidents on new On new roadways. Regular observations and Continuously For each URENCO and DOT No marginal roads reporting by URENCO event cost Incidence of problem odor and Collection routes and parking Public complaints, Continuously For each URENCO No marginal leachate from solid waste areas of solid waste trucks URENCO observations event cost collection. 47

ENVIRONMENTAL EFFECTS MONITORING 48

Responsibility Supervision / Implementation Super- Implement- Estimated11 Environmental Indicators Location Means of Monitoring Frequency Reporting vision ation Cost ($) Incidence of worker and public injury associated with solid waste collection. Groundwater quality: TSS, At same wells near landfill site Using field and analytical Quarterly for 5 Biannual URENCO $1,600/yr heavy metals (As, Cd, Pb,) oil sampled during pre-construction methods described in years and grease, fecal and total phase QCVN and TCVN coliform, pH, DO, BOD, standards for ambient air temperature, and nutrients and surface water quality (N&P) monitoring. Incidence of flooding Areas affected by roads of VT1– Surveys, public complaints Seasonal for 5 Seasonal URENCO and DOT $2,000/yr VT3. years As = arsenic, BOD = biological oxygen demand, Cd = cadmium, CPC = city people‘s committee, DO = dissolved oxygen, DONRE = Department of Natural Resources and Environment, DOT = Department of Transportation, Hg = mercury, Mn = magnesium,Pb = lead, PMU = project management unit, TSS = total suspended solids, URENCO = urban and environment company. VT = Viet Tri.

49

X. CONCLUSIONS AND RECOMMENDATION

137. The evaluation of the four project components (VT1–VT4) which included input from two public meetings with the affected community indicates that the potential direct environmental impacts of the project are minor, short-term civil construction related impacts that can be mitigated. The civil construction impacts of elevated dust, noise, traffic disruptions, erosion and sedimentation, and public and worker safety can be managed effectively with existing municipal- provincial, national, and international construction management directives and guidelines.

138. The public meetings in Viet Tri underscored the need for effective management of noise, dust, traffic disruptions, and safety during the construction phase of the project. A hotline telephone number to a responsive CPC office and project component implementation units that is clearly posted at all construction areas is proposed. Follow-up meetings with consulted stakeholders to address any construction related issues are also proposed.

139. The new roads (VT1–VT3) that will form the south and western segments of the ring road will not cause permanent terrestrial or aquatic impacts, or impacts to culture resources. The absence of critical habitats, rare or endangered species, ecological protected areas, or affected cultural or heritage structures in the project area focuses the short-term impacts of the project on communities and construction workers that will be directly affected by the construction and facilities rehabilitation activities. The published guidelines and regulations of MOLISA that govern workplace and public safety should be applied to the project.

140. The IEE concludes that the description of the feasibility design of the project combined with available information on the affected environment is sufficient to identify the scope of potential environmental impacts of the project. Providing that no significant changes occur to the design of one or more of the project components, further detailed EIA of the project is not required.

141. The EMP developed for the project provides an impacts mitigation plan, an environmental monitoring plan, and specifies the institutional responsibilities and capacity needs for the environmental management of the project. The CPC with the PMU will be responsible for implementing the EMP with the assistance of external consultant/institute.

142. The IEE recommends that the EMP be reviewed at the detailed design phase and update if necessary to ensure that it addresses fully the final project designs.

50

XI. REFERENCES AND INFORMATION SOURCES

ADB, 2011. Memorandum of Understanding of Loan Fact Finding Mission for the Comprehensive Socioeconomic Urban Development Project–Viet Tri, Hung Yen, and Dong Dang. 20 May 2011.

ADB 2010. Concept Paper for the Comprehensive Socioeconomic Development Project, Project No. 41462, 4 pgs, + 5 Appendices.

ADB, 2009. Safeguard Policy Statement, ADB Policy Paper.

ADB, 2003, Environmental Assessment Guidelines of the Asian Development Bank.

Groupe Huit–Primex–SCC, 2011. Draft Final Report on the Comprehensive Socioeconomic Urban Development Project– Viet Tri, Hung Yen, and Dong Dang (submitted to ADB, TA 7516- VIE).

MONRE, 2009. Environmental Data for Viet Tri, Phu Tho.

Thanh Trinh Thi, 2011. Report on Viet Tri subproject prepared for TA 7516.

51

Appendix A: Participants of Stakeholder Consultation 12 Participants of Public Consultations in Viet Tri, 7 and 10 January 2011 No. Name Position / Affiliation 1 Le Hong Van Director of Department of Planning and Investment (DPI) 2 Luong Van Tuoc Director of DPI 3 Do Huyen Bao Ngoc Deputy Head of Economic Relations 4 Nguyen Van Man Vice Director of Road Division 5 Tran Xuan Chung Head of Planning and Technical Division 6 Vuong Hoang Phuc Deputy Head of Planning Division 7 Nguyen Dinh Tuyen Vice General Director of Water Supply Joint Stock Company – Phu Tho Province 8 Bui Thi Minh Thanh Chief accountant – Head of Planning 9 Nguyen Dinh Oanh Human Resource and Administration, division URENCO – Viet Tri City (City People‘s Committee [CPC]) 10 Tran Quang Quan Service Division, division URENCO – Viet Tri City (CPC) 11 Nguyen Quang Thuy Service Division, division URENCO – Viet Tri City (CPC) 12 Nguyen Thanh Phu Service Division, division URENCO – Viet Tri City (CPC) 13 Tran Duc Hoanh The Head of Planning and Management Section, Department of Construction – Phu Tho Province (PPC) 14 Mr. Chinh Staff Department of Construction – Phu Tho Province (PPC) 15 Lương Văn Thắng Vice Director, Department of Agriculture – Phu Tho Province (PPC) 16 Nguyễn Thành Hiệp Head of Planning Division, Department of Agriculture – Phu Tho Province (Provincial People‘s Committee [PPC]) 17 Mr. Tuấn Vice Director of PMU, Department of Agriculture – Phu Tho Province (PPC) 18 Mr. Thắng Deputy Director Department of Environment – Phu Tho Province (PPC) 19 Ms. Hương Land Management Division, Department of Environment 20 Mr. Tùng Pollution management division of Environment Protection Office 21 Mr. Thành Expert of Mineral resources, Division Department of Environment 22 Mr. Thọ Environment Protection Office 23 Bui Van Thuoc Chairman of the SWTC 24 Ta Head of Planning and business division 25 Vinh Head of Accounting and finance division 26 Cuong Chief of Accounting 27 Lam Vice director 28 Khuong Head of Tourism 29 Thinh Head of Heritage 30 Vinh Deputy Head of Administration Office 31 Dung Head of Project Unit , Irrigation Limited Company 32 Luu Van Doanh Head of the Section 33 Bui Quang Tung Expert of the Section 34 Ms Van Expert of the Section 35 Mr Tri Vice chairman CPC 36 Mr. Quang Director of Irrigation and drainage State Owned Company (under PPC) 37 Mr. Khánh Deputy Head of Urban Management 38 Mr. Dũng Vice Director of Environment Company (Urban and Environment Company) 39 Mr. Hán Head of Home Affairs CPC 40 Mr. Tuấn Anh Head of Planning and Finance 41 Mr. Lam Head of Environmental Division 42 Mr. Hùng Deputy Head of Project Management Unit (PMU) Urban Development Management Unit 43 Mr. Nghia Expert of PMU

12 See footnote 6.

52

Participants of Public Consultations in Viet Tri, 7 and 10 January 2011 No. Name Position / Affiliation 44 Mr. Lụa Head of Statistics 45 Nguyen Van Bay Chairman of Phuong Lau Commune 46 Tran Huy Dieu Farmer Union 47 Nguyen Chi Hai Deputy head of Duu Lau Commune 48 Duong Thi Hoa Women Union 49 Mr.Loan Trung Vuong Commune